JP2006017232A - Controller for vehicle drive system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller capable of suitably controlling a differential mechanism so as to secure suitable running performance of a vehicle while a motor operating the differential mechanism as a transmission mechanism is not properly operable, in a vehicle drive device having the differential mechanism which operates with differential actions as the transmission mechanism. <P>SOLUTION: When the first motor M1 and/or the second motor M2 are not properly operable, an unstable operation of a continuously variable speed change section 11 as an electrically continuously variable transmission is prevented by the first motor M1 and/or the second motor M2 being not operable in a continuously variable speed change state of a continuously variable speed change section 11 so that switching of the continuously variable speed change section 11 to a continuously variable speed change state is prohibited by a switching control means 50. For example, when the first motor M1 and/or the second motor M2 are properly operable, suitable running performance of the vehicle is secured by performing switching of the continuously variable speed change section 11 to a stepped speed change state by the switching control means 50. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a vehicle drive device, and more particularly to a vehicle drive device including a differential mechanism that functions as a speed change mechanism by a differential action. In particular, an electric motor for causing the differential mechanism to function as a speed change mechanism is normal. The present invention relates to a technique for appropriately controlling a differential mechanism in an inoperable state.

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

JP 2000-2327 A JP 2000-346187 A

  Further, in the vehicle drive device as shown in Patent Document 1, the first electric motor and the first electric motor are operated so that the differential rotational speed of the differential mechanism can be appropriately changed to function as an electric continuously variable transmission. The rotational speeds of the two motors are detected, and the rotational speeds of the first motor and the second motor are controlled based on the detected rotational speeds.

  However, when at least one of the first motor and the second motor cannot operate normally, at least one of a rotation sensor that detects the rotation speed of the first motor and a rotation sensor that detects the rotation speed of the second motor, for example, Alternatively, when at least one of the first motor itself and the second motor itself fails or the function is deteriorated, the control of the differential rotational speed of the differential mechanism for causing the differential mechanism to function as an electric continuously variable transmission is unstable. There was a possibility.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle drive device including a differential mechanism that functions as a speed change mechanism by a differential action. An object of the present invention is to provide a control device that appropriately controls a differential mechanism so that an appropriate running performance of a vehicle is ensured when an electric motor for functioning as a mechanism cannot operate normally.

  That is, the gist of the invention according to claim 1 is that a differential mechanism that distributes the output of the driving force source to the first electric motor and the transmission member and a power transmission path from the transmission member to the drive wheel are provided. 2 is a control device for a vehicle drive device having a continuously variable transmission that can be operated as an electrical continuously variable transmission, comprising: (a) the differential mechanism; An engaging device for selectively switching the transmission portion between a continuously variable transmission state in which an electrical continuously variable transmission operation is possible and a stepped transmission state in which the electrical continuously variable transmission operation is not possible; and (b) the first And a motor failure switching control means for prohibiting switching of the continuously variable transmission portion to a continuously variable transmission state when the motor and / or the second motor is in a state in which normal operation is not possible.

  According to this configuration, in the continuously variable transmission unit that can be selectively switched between the continuously variable transmission state in which the electric continuously variable transmission operation can be performed by the engagement device and the stepless transmission state in which the electrical continuously variable transmission operation cannot be performed. When the first motor and / or the second motor cannot operate normally, switching of the continuously variable transmission unit to the continuously variable transmission state is prohibited by the motor failure switching control means. The first electric motor and / or the second electric motor, which cannot normally operate in the continuously variable transmission state, can prevent the operation of the continuously variable transmission unit as an electric continuously variable transmission from becoming unstable. For example, when the first motor and / or the second motor cannot operate normally, the motor fail switching control means executes the switching of the continuously variable transmission unit to the stepped transmission state so that the vehicle has an appropriate running performance. Secured.

  According to a second aspect of the present invention, there is provided slip start control means for starting the vehicle by the driving force source with the engagement device in the slip engagement state, and the first motor and the second motor cannot operate normally. In the state, the vehicle is started by the slip start control means. In this way, the engagement device is brought into the slip engagement state by the slip start control means, so that the continuously variable transmission unit is in an excessive state where the continuously variable transmission state is switched to the stepped transmission state. Is gradually changed to a possible state. As a result, the friction start using the driving force source can be performed regardless of the operation of the first electric motor or the second electric motor. For example, the first electric motor and the second electric motor used at the time of vehicle start such as normal motor start The start performance of the vehicle is ensured even when the vehicle cannot operate normally.

  According to a third aspect of the invention, there is provided a second engagement device that switches a power transmission path between the driving force source and the driving wheel between a power transmission enabled state and a power cutoff state, and the engagement device. And the stepless transmission unit is set to a stepped transmission state, and the first electric motor is provided with slip start control means for starting the vehicle with the driving force source with the second engagement device in a slip engagement state. And when the said 2nd electric motor is a state which cannot operate normally, the vehicle is started by the slip start control means. In this way, the engagement device is engaged by the slip start control means, and the continuously variable transmission portion is set to the stepped transmission state, thereby enabling mechanical power transmission to the transmission member and driving force. The second engagement device provided in the power transmission path between the power source and the driving wheel is brought into the slip engagement state, so that the power transmission path between the driving force source and the driving wheel is transmitted from the power cutoff state to the power transmission. The state is changed to a transient state that can be switched to a possible state, and the state is gradually changed to a state where power transmission is possible. As a result, a friction start using a driving force source is possible regardless of the operation of the first motor or the second motor, and the first motor and the second motor used at the time of vehicle start such as normal motor start are normal. Even when the vehicle is inoperable, the vehicle start performance is ensured.

  According to a fourth aspect of the present invention, there is provided motor start control means for starting the vehicle by the first electric motor or the second electric motor in the stepped speed change state of the continuously variable transmission unit engaged with the engagement device. When the first electric motor or the second electric motor is in a normally operable state, the motor is started by the motor start control means. In this way, the vehicle is started using the first electric motor or the second electric motor by the motor start control means in the stepped speed change state of the continuously variable transmission unit. As a result, for example, even when the first electric motor cannot operate normally alone and the continuously variable transmission portion cannot be operated electrically continuously, the start performance of the vehicle is ensured by using the second electric motor. Is done.

  According to a fifth aspect of the present invention, there is provided a differential mechanism that distributes the output of the driving force source to the first electric motor and the transmission member and a power transmission path provided from the transmission member to the drive wheel. A control device for a vehicle drive device comprising two electric motors, wherein: (a) the differential mechanism is provided in the differential mechanism, and the differential mechanism operates differentially and disables the differential action. An engaging device for selectively switching to a locked state; and (b) when the first electric motor and / or the second electric motor is in a state incapable of normal operation, the engaging device is engaged to engage the differential mechanism. And an electric motor failure switching control means for locking the motor.

  According to this configuration, in the differential mechanism that is selectively switched between the differential state in which the differential action is performed by the engagement device and the locked state in which the differential action is disabled, the first electric motor and / or the second electric motor Since the differential mechanism is locked by engaging the engaging device by the motor failure switching control means when the motor is in a state in which the differential mechanism cannot be normally operated, The first electric motor and / or the second electric motor prevents the differential action of the differential mechanism from becoming unstable, and ensures appropriate running performance of the vehicle.

  According to a sixth aspect of the present invention, there is provided slip start control means for starting the vehicle by the driving force source with the engagement device in a slip engagement state, and the first motor and the second motor cannot operate normally. In the state, the vehicle is started by the slip start control means. In this way, the slip mechanism is brought into a slip engagement state by the slip start control means so that the differential mechanism is in an excessive state where the differential mechanism can be switched from the differential state to the lock state, and mechanical power transmission is possible. It is gradually changed to. As a result, the friction start using the driving force source can be performed regardless of the operation of the first electric motor or the second electric motor. For example, the first electric motor and the second electric motor used at the time of vehicle start such as normal motor start The start performance of the vehicle is ensured even when the vehicle cannot operate normally.

  According to a seventh aspect of the invention, there is provided a second engagement device that switches a power transmission path between the driving force source and the driving wheel between a power transmission enabled state and a power cutoff state, and the engagement device. And a slip start control means for starting the vehicle by the driving force source with the second engagement device in a slip engagement state while the differential mechanism is in a locked state, and the first electric motor and the first (2) When the electric motor is in a state where it cannot operate normally, the slip start control means starts the vehicle. In this way, the engagement device is engaged by the slip start control means and the differential mechanism is locked, so that mechanical power can be transmitted to the transmission member, and the driving force source and the drive can be driven. When the second engagement device provided in the power transmission path between the wheels is brought into the slip engagement state, the power transmission path between the driving force source and the driving wheels is changed from the power cutoff state to the power transmission enabled state. The state is changed to an excessive state that can be switched and gradually changed to a state in which power transmission is possible. As a result, a friction start using a driving force source is possible regardless of the operation of the first motor or the second motor, and the first motor and the second motor used at the time of vehicle start such as normal motor start are normal. Even when the vehicle is inoperable, the vehicle start performance is ensured.

  The invention according to claim 8 further includes motor start control means for starting the vehicle by the first electric motor or the second electric motor in a locked state of the differential mechanism engaged with the engaging device, When the first electric motor or the second electric motor is in a normally operable state, the motor is started by the motor start control means. According to this configuration, the vehicle is started using the first electric motor or the second electric motor by the motor start control means in the locked state of the differential mechanism. As a result, for example, even when the first electric motor cannot operate normally alone and the differential mechanism cannot be set to the differential state in which the differential action works, the start performance of the vehicle using the second electric motor is improved. Secured.

  Here, preferably, in the drive device according to claim 1, the continuously variable transmission portion is in a continuously variable transmission state by causing the differential mechanism to be in a differential state in which the differential mechanism works by the engagement device. The stepped speed change state is achieved by setting the lock state to disable the differential action. If it does in this way, a continuously variable transmission part is switched to a continuously variable transmission state and a stepped transmission state.

  Preferably, in the drive device according to claim 3 or 7, the power transmission path between the transmission member and the drive wheel includes a stepped automatic transmission, and the second engagement device includes the stepped automatic transmission. It is used to establish a gear position of a stepped automatic transmission. If it does in this way, the engagement apparatus in an automatic transmission can be utilized as a 2nd engagement apparatus used in the case of the said friction start.

  Preferably, when the differential mechanism is brought into a differential state by the engagement device, the reaction torque generated by the power generation of the first motor is controlled. If it does in this way, the said continuously variable transmission part or a differential mechanism will be operated as an electrical continuously variable transmission.

  Preferably, the differential mechanism includes a first element coupled to an engine, a second element coupled to the first electric motor, and a third element coupled to the transmission member, The engaging device allows the first to third elements to rotate relative to each other to achieve the differential state, and rotates the first to third elements together to achieve the locked state. Alternatively, the second element is brought into a non-rotating state. In this way, the differential mechanism is configured to be switched between the differential state and the lock state.

  Preferably, the engaging device includes a clutch that interconnects at least two of the first to third elements to rotate the first to third elements together, and / or A brake for connecting the second element to a non-rotating member is provided to bring the second element into a non-rotating state. In this way, the differential mechanism can be easily switched between the differential state and the locked state.

  Here, preferably, the differential mechanism is in a differential state in which the first to third rotating elements can rotate relative to each other by releasing the clutch and the brake, and the clutch is engaged. The transmission is a transmission with a transmission ratio of 1, or a speed-up transmission with a transmission ratio smaller than 1 due to the engagement of the brake. In this way, the differential mechanism can be configured to be switched between the differential state and the locked state, and can also be configured as a transmission having a single-stage or multiple-stage constant gear ratio.

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

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

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

  Preferably, the automatic transmission unit is a stepped automatic transmission. In this way, the continuously variable transmission or the differential mechanism and the stepped automatic transmission constitute the continuously variable transmission in the continuously variable transmission state of the continuously variable transmission unit or the differential state of the differential mechanism. In the stepped transmission state of the stepped transmission unit or in the locked state of the differential mechanism, the stepless transmission unit or the differential mechanism and the stepped automatic transmission constitute a stepped transmission.

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

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

  The continuously variable transmission unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and outputs the output of the engine 8 to the first electric motor M1 and the transmission member 18. A power distribution mechanism 16 serving as a differential mechanism for distribution and a second electric motor M2 provided to rotate integrally with the transmission member 18 are provided. The second electric motor M2 may be provided in any part constituting the power transmission path from the transmission member 18 to the drive wheel 38. The first motor M1 and the second motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 has at least a motor (electric motor) function for outputting driving force as a driving force source for traveling.

The first electric motor M1 and the second electric motor M2 are both AC synchronous motors. For example, the second electric motor M2 generates a torque (second electric motor torque) _TM2 approximately proportional to the magnitude of the three-phase alternating current supplied through the inverter 58 (see FIG. 5), and depends on the frequency of the alternating current power supply. The rotational speed (second motor rotational speed) _NM2 changes. Further, the respective rotation speeds of the first electric motor M1 and the second electric motor M2 are detected by the first electric motor rotation sensor 32 and the second electric motor rotation sensor 34 provided adjacent to the first electric motor M1 and the second electric motor M2, respectively. Is done. For example, the first motor rotation sensor 32 and the second motor rotation sensor 34 are well-known resolver type rotation sensors, and detect the absolute positions of the first motor M1 and the second motor M2 in the respective rotation directions. The first motor rotation sensor 32 and the second motor rotation sensor 34 are controlled by the electronic control unit 40 (see FIG. 4) based on the amount of change in the position of each of the first motor M1 and the second motor M2 within a predetermined time. The rotation speed of each of the first motor M1 and the second motor M2 is calculated to function as a rotation sensor.

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

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

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

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

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

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

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

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

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

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

  In addition, three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the continuously variable transmission unit 11 are in order from the left side to the second rotation element (second element) RE2. 1 shows a relative rotational speed of the first ring gear R1 corresponding to the sun gear S1, the first carrier CA1 corresponding to the first rotating element (first element) RE1, and the third rotating element (third element) RE3. Is determined according to the gear ratio ρ1 of the first planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the third sun gear S3, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotating element (sixth element) RE6, and the seventh rotating element ( Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The three-ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the continuously variable transmission 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. . Further, in the automatic transmission unit 20, the interval between the sun gear and the carrier is set to an interval corresponding to "1" for each of the second, third, and fourth planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the speed change mechanism 10 of the present embodiment includes the first rotating element RE1 (first speed) of the first planetary gear device 24 in the power distribution mechanism 16 (the continuously variable transmission portion 11). 1 carrier CA1) is connected to the input shaft 14, that is, the engine 8, and selectively connected to the second rotating element (first sun gear S1) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the first electric motor M1. Is connected to the case 12 via the switching brake B0, and the third rotating element (first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2 to rotate the input shaft 14. Is transmitted (inputted) to the automatic transmission unit (stepped transmission unit) 20 via the transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, when switching to the continuously variable transmission state (differential state) by releasing the switching clutch C0 and the switching brake B0, the reaction force generated by the first motor M1 is controlled to control the straight line L0 and the vertical line Y1. When the rotation of the first sun gear S1 indicated by the intersection point is raised or lowered, the rotational speed of the first ring gear R1 indicated by the intersection point between the straight line L0 and the vertical line Y3 is lowered or raised. Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is brought into a non-differential state in which the three rotating elements rotate integrally, so that the straight line L0 is It is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so the straight line L0 is in the state shown in FIG. rotational speed of the first ring gear R1, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 at a rotation speed higher than the engine speed N _E.

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

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

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

The electronic control unit 40, from the sensors and switches shown in FIG. 4, a signal indicating the engine coolant temperature signal representative of a shift position P _SH, the signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the gear ratio sequence A signal indicating a set value, a signal for instructing an M (motor running) mode, an air conditioner signal indicating the operation of the air conditioner, a vehicle speed signal corresponding to the rotational speed of the output shaft 22, and an oil temperature signal indicating the operating oil temperature of the automatic transmission unit 20. , A signal indicating a side brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, an accelerator opening signal Acc indicating an operation amount of an accelerator pedal, a cam angle signal, a snow mode setting signal indicating a snow mode setting, Acceleration signal indicating vehicle longitudinal acceleration, auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight, wheel speed of each drive wheel A wheel speed signal indicating whether or not a stepped switch is operated to switch the continuously variable transmission unit 11 (power distribution mechanism 16) to a stepped shift state (locked state) in order to cause the transmission mechanism 10 to function as a stepped transmission. A signal indicating whether or not a continuously variable switch is operated to switch the continuously variable transmission unit 11 (power distribution mechanism 16) to a continuously variable transmission state (differential state) in order to cause the transmission mechanism 10 to function as a continuously variable transmission; A signal representing the rotational speed NM1 of the first electric motor M1, a signal representing the rotational speed NM2 of the second electric motor M2, and the like are respectively supplied.

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

FIG. 5 is a functional block diagram for explaining a main part of the control function by the electronic control unit 40. In FIG. 5, the stepped shift control means 54 is, for example, a vehicle speed V and an output of the automatic transmission unit 20 from a shift diagram (shift map) indicated by a solid line and a one-dot chain line in FIG. Based on the vehicle state indicated by the torque T _OUT , it is determined whether or not the speed change of the speed change mechanism 10 should be executed, that is, the speed change stage of the speed change mechanism 10 is determined and the automatic speed change control of the automatic speed change unit 20 is executed. To do. For example, the stepped shift control means 54 engages and / or releases the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. The command is output to the hydraulic control circuit 42.

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, the differential state of the continuously variable transmission unit 11, while driving the engine 8 and the second electric motor M2. The transmission ratio γ0 of the continuously variable transmission unit 11 as an electric continuously variable transmission is controlled by changing the force distribution and the reaction force generated by the power generation of the first electric motor M1 so as to be optimized. For example, at the traveling vehicle speed at that time, the driver's required output is calculated from the accelerator pedal operation amount Acc and the vehicle speed V, the required driving force is calculated from the driver's required output and the required charging value, and the engine rotational speed _NE and calculates the total output, based on its total output and engine rotational speed N _E, to control the amount of power generated by the first electric motor M1 controls the engine 8 to obtain the engine output. In other words, the hybrid control means 52 be a rotational speed of the gear ratio, i.e., the power transmitting member 18 of the same vehicle speed and the same automatic shifting portion 20 are the same, the engine rotational speed N _E by controlling the amount of power generated by the first electric motor M1 Can be controlled.

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

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

In addition, the hybrid control means 52 starts and runs the vehicle using only the electric motor, for example, only the second electric motor M2, as a driving force source by the electric CVT function of the continuously variable transmission unit 11, regardless of whether the engine 8 is stopped or in an idle state. The motor can start and run. In particular, the hybrid control means 52 causes the first motor M1 to idle so as to improve the fuel efficiency by suppressing the dragging of the engine 8 that is not operating during the start of the motor and the running of the motor. by for operation is to maintain the engine rotational speed N _E to a value close to substantially zero, ie, the engine speed N _E to zero or zero. Further, the hybrid control means 52 operates the first electric motor M1 and / or the second electric motor M2 even when the continuously variable transmission unit 11 is in the stepped transmission state (constant transmission state) while the engine 8 is stopped, and starts the motor. -It can also be run. The motor starting and motor running by the hybrid control means 52, generally, when a relatively low vehicle speed relatively low output torque T _OUT or during vehicle engine efficiency is poor compared to the high torque region or low load Run in the area. Therefore, when the vehicle starts or when the vehicle is lightly loaded, the above-mentioned motor start / run is usually executed with priority over the engine start / run.

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the continuously variable transmission unit 11 regardless of whether the vehicle is stopped or in a low vehicle speed state. For example, when the state of charge SOC of the power storage device 60 decreases when the vehicle stops and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8, and the first motor M1 is generated. pulled rotational speed of the engine rotational speed N _E by the differential function of the power distribution mechanism 16 also the rotational speed of the second electric motor M2 which is uniquely determined by the vehicle speed V becomes zero by the vehicle stopped state (substantially zero) Is maintained at a speed higher than the autonomous rotation speed. Further, when the hybrid control means 52 starts the vehicle using the engine 8 as a driving force source instead of the motor start, that is, when the engine starts, the hybrid control means 52 controls the reaction force generated by the power generation of the first electric motor M1 to control the power distribution mechanism. The rotational speed of the transmission member 18 is increased by the differential action of 16 to control the engine start. As described above, the motor start is usually executed with priority, but this engine start control is also normally executed depending on the vehicle state.

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

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

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

The switching control means 50 is, for example, a vehicle indicated by the vehicle speed V and the output torque T _OUT from the switching diagram (switching map, relationship) indicated by the broken line and the two-dot chain line in FIG. Based on the state, it is determined whether or not the speed change state of the speed change mechanism 10 should be switched, that is, the speed change mechanism 10 is in a continuously variable control region where the speed change mechanism 10 is set to a stepless speed change state, or By determining whether the speed change mechanism 10 is in the stepped control region, the speed change state of the speed change mechanism 10 is determined, and the speed change mechanism 10 is selectively switched between the stepless speed change state and the stepped speed change state. .

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

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

  However, if the switching control means 50 determines that it is within the continuously variable transmission control region for switching the transmission mechanism 10 to the continuously variable transmission state, the continuously variable transmission unit 10 can obtain the continuously variable transmission state as a whole. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic pressure control circuit 42 so that the stepless speed change can be performed by setting the step No. 11 to the stepless speed change state. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal that permits automatic shifting of the automatic transmission unit 20 according to the shift diagram shown in FIG. 6 stored in advance in the shift diagram storage means 56 is output. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the continuously variable transmission unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with it functions as a stepped transmission. At the same time, the rotational speed input to the automatic transmission unit 20 for the first, second, third, and fourth gears of the automatic transmission unit 20, that is, The rotational speed of the transmission member 18 is changed steplessly, so that each gear stage has a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

6 will be described in detail. FIG. 6 is a shift diagram (relationship) stored in advance in the shift diagram storage means 56, which is a basis for the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. It is an example of a shift diagram (shift map) composed of two-dimensional coordinates using the output torque T _{OUT as} a value as a parameter. The solid line in FIG. 6 is an upshift line, and the alternate long and short dash line is a downshift line. 6 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 6 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining high output travel in which the output torque T _OUT of the automatic transmission unit 20 is high output. Is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 6, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 6 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. The shift diagram including the switching diagram may be stored in advance in the shift diagram storage means 56 as a shift map. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be.

The shift diagram, the switching diagram, and the like are stored not as a map but as a judgment formula for comparing the actual vehicle speed V and the judgment vehicle speed V1, a judgment formula for comparing the output torque T _OUT and the judgment output torque T1, and the like. Also good. In this case, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1. Further, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the vehicle state, for example, the output torque T _OUT of the stepped speed change unit 20 exceeds the judgment output torque T1.

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

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

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

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

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

Returning to FIG. 5, the electric motor availability determination unit 80 determines whether or not at least one of the first electric motor M1 and the second electric motor M2 is in a state in which normal operation is not possible. The state in which the first electric motor M1 and the second electric motor M2 cannot normally operate means that, for example, the first electric motor M1 and the second electric motor M2 themselves can operate normally, but the first electric motor rotation sensor and the second electric motor rotation sensor 34 The first motor rotation speed N _M1 and the second motor rotation speed N _M2 are not normally detected due to a failure or a function deterioration, and the hybrid control means 52 performs the first continuously variable transmission operation of the continuously variable transmission unit 11. This is a time when the motor rotation speed N _M1 and the second motor rotation speed N _M2 cannot be controlled normally. Further, the state in which the first electric motor M1 and the second electric motor M2 cannot normally operate means that, for example, the first electric motor M1 and the second electric motor M2 themselves have a failure or a function deterioration, or a device related to the electric path has a malfunction or a function deterioration. The electric power of the continuously variable transmission 11 is controlled by the hybrid control means 52 due to failure of the first electric motor M1, the second electric motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, a function deterioration due to low temperature, or the like. This is a time when the first electric motor M1 and the second electric motor M2 cannot be driven normally in order to perform the step shifting operation.

Therefore, the electric motor usability determining means 80 detects the state of the first electric motor speed N _M1 and the second electric motor rotation speed N _M2, turn-on states of the first electric motor M1 and the second electric motor M2, so the first electric motor speed N _M1 Or the second motor rotation speed _NM2 or the like, the first motor rotation sensor or the second motor rotation sensor 34 is malfunctioning or degraded, the first motor M1 or the second motor M2 itself is malfunctioning or degraded, or the electric path It is determined whether or not at least one of the first electric motor M1 and the second electric motor M2 is in a state in which normal operation is not possible by determining a failure or a functional deterioration of the device related to the above. As described above, the electric motor availability determination unit 80 determines whether or not at least one of the first electric motor M1 and the second electric motor M2 is in a state in which normal operation is not possible. As motor failure determination means for determining failure (failure) or function deterioration of the motor rotation sensor 34, failure or function deterioration of the first motor M1 or second motor M2 itself, or device failure or function deterioration related to the electric path. Function.

  The motor availability determination unit 80 includes a second motor availability determination unit 82 that determines whether or not the second motor M2 is in a normally operable state. Based on the determination result as to whether or not the two electric motor M2 is in a normally operable state, it is determined whether or not the first electric motor M1 is in a state in which it cannot normally operate. The second electric motor availability determination means 82 determines whether or not the second electric motor M2 is in a normally operable state, for example, a failure (failure) or a function deterioration of the second electric motor rotation sensor 34, or the second electric motor M2 itself. Judgment is made based on whether or not a failure or functional degradation, or a device malfunction or functional degradation related to the electrical path has occurred.

  The switching control means 50 also functions as a switching control means at the time of motor failure, and at least one of the first electric motor M1 and the second electric motor M2 is in a state in which normal operation is impossible by the electric motor availability determination means 80. If the determination is made, the continuously variable transmission operation of the continuously variable transmission unit 11 by the hybrid control means 52 cannot be performed, so that the transmission mechanism 10 is set to the continuously variable transmission state based on the vehicle state from the switching diagram of FIG. Even when it is determined that the vehicle is in a continuously variable control region that allows the vehicle to continuously travel at a continuously variable speed, the switching of the continuously variable transmission unit 11 that releases the switching clutch C0 and the switching brake B0 to the continuously variable transmission state is prohibited. To do.

  For example, the switching control means 50 determines that at least one of the first electric motor M1 and the second electric motor M2 is in a state in which normal operation is impossible by the electric motor availability determination means 80, the hybrid control means 52 A signal for disabling or prohibiting hybrid control or continuously variable transmission control, and a command for engaging the switching brake B0 when the fifth-speed gear stage is determined by the speed-increasing gear stage determination means 62. Is output to the hydraulic control circuit 42, and when the speed-increasing side gear position determination means 62 determines that the gear position is not the fifth speed, the command to engage the switching clutch C0 is output to the hydraulic control circuit 42. Even if it is determined that it is the continuously variable control region, the speed change mechanism 10 is preferentially switched to the stepped shift state, and the vehicle is switched to a state capable of stepped shift travel. However, the vehicle is in a stopped state, that is, the vehicle speed V is substantially zero, and the first motor M1 is not in a state in which the first motor M1 cannot be normally operated alone by the motor availability determination means 80, that is, both the first motor M1 and the second motor M2 cannot be operated normally If it is determined that the vehicle is in a stable state, the transmission mechanism 10 is not switched to the stepped transmission state in preparation for starting without using the electric motor, that is, for starting the engine using the engine 8 by the slip start control means 86 described later.

  When the motor start control means 84 determines that the first motor M1 is in a state where the first motor M1 alone cannot normally operate, that is, the second motor M2 is in a state where normal operation is possible, by the motor availability determination means 80, Even if the continuously variable transmission 11 of the continuously variable transmission 11 cannot be operated by the hybrid control means 52, the second motor M <b> 2 is operated in the stepped transmission state (constant transmission state) of the continuously variable transmission 11 with the engine 8 stopped. Thus, the motor is started so that the hybrid means 50 drives the second electric motor M2 to start the vehicle using the second electric motor M2.

  Here, when it is determined by the motor use availability determination means 80 that the first electric motor M1 is not in a normally inoperable state, the electric power of the continuously variable transmission 11 by the hybrid control means 52 is determined when the vehicle starts. The step shift operation cannot be performed, and the motor start by the motor start control means 84 cannot be started. That is, when both the first electric motor M1 and the second electric motor M2 are in a state in which normal operation is impossible, normal motor start and engine start by the hybrid control means 52 cannot be performed. The slip start control means 86 performs normal motor start so that proper start performance is ensured when normal start of the motor or engine cannot be started and appropriate start performance is not ensured or when vehicle start is difficult. It is also for executing other vehicle start control instead of control and engine start control. Appropriate start performance is, of course, start performance capable of obtaining the required drive torque at the start of the vehicle based on, for example, the driver's accelerator operation amount Acc.

  The slip start control means 86 is a C0 / B0 slip start control means 88 for starting the vehicle by the engine 8 with the switch clutch C0 or the switch brake B0 in the slip engagement state, and the switch control means 11 is provided with the switch clutch C0 or the switch brake B0. And a C1 / C2 slip start control means 90 for starting the vehicle by the engine 8 with the continuously variable transmission 11 being brought into a stepped shift state and the first clutch C1 or the second clutch C2 being in a slip engagement state. When it is determined by the motor availability determination means 80 that both the first motor M1 and the second motor M2 are in a state in which normal operation is not possible, the C0 / B0 slip is substituted for normal motor start or engine start. The vehicle is started by the start control means 88 or the C1 / C2 slip start control means 90.

  The C0 / B0 slip start control means 88 maintains the operation of the engine 8 and executes engine start by friction start for starting the vehicle with the switching clutch C0 or the switching brake B0 in the slip engagement state.

  When the vehicle is in a stopped state, the continuously variable transmission unit 11 is switched to the stepped speed change state when the motor availability determination means 80 determines that both the first motor M1 and the second motor M2 are in a state in which normal operation is not possible. Then, the rotation speed of the third rotation element RE3 (transmission member 18) of the power distribution mechanism 16 that is uniquely determined by the rotation speed of the drive wheel 38 is made substantially zero and dragged thereto, so that the operation of the engine 8 is not maintained. . Therefore, even if the continuously variable transmission 11 is not operated continuously, the C0 / The B0 slip start control means 88 causes the switch control means 50 to slip control the switch clutch C0 or the switch brake B0 to execute a friction start in which the engine starts, that is, C0 slip start or B0 slip start.

For example, the switching control means 50 executes the slip control of the switching clutch C0 by outputting to the hydraulic control circuit 42 a command to sliply engage the switching clutch C0 and then completely engage the switching clutch C0 for the C0 slip start. To do. When the slip control of the switching clutch C0 is performed by the switching control means 50, the continuously variable transmission unit 11 is not brought into the stepped shifting state (constant shifting state) when the vehicle is stopped, so that the operation of the engine 8 is maintained, and the power The distribution mechanism 16 is gradually rotated integrally, and the rotational speed N _E (power) of the engine 8 is gradually transmitted to the transmission member 18 so that the engine can be started without stalling.

Similarly to the C0 slip start, the switching control means 50 outputs a command to the hydraulic pressure control circuit 42 to slip the brake B0 for the B0 slip start and then fully engage the switch brake B0. The slip control of the switching brake B0 is executed. When the slip control of the switching brake B0 is performed by the switching control means 50, the continuously variable transmission unit 11 is not brought into the stepped shifting state (constant shifting state) when the vehicle is stopped, so that the operation of the engine 8 is maintained, and the power The rotation speed of the second rotation element RE2 (first sun gear S1) of the distribution mechanism 16 is gradually stopped, and the rotation speed N _E (power) of the engine 8 is gradually transmitted to the transmission member 18 so that the engine stalls. The engine can be started.

  As described above, the C0 slip start or the B0 slip start is executed by the C0 / B0 slip start control means 88, but the C0 slip start that gradually rotates the power distribution mechanism 16 gradually increases the power distribution mechanism 16. Compared to the B0 slip start functioning as a speed mechanism, the input torque to the automatic transmission unit 20, that is, the drive torque does not decrease, and therefore, the drive torque obtained at the start of the vehicle is advantageous. The B0 slip control has a large slip amount and is difficult to control. On the other hand, the C0 slip control has a small share torque of the switching clutch C0, so that the slip controllability is advantageous and the durability of the switching clutch C0 is excellent. Accordingly, the C0 / B0 slip start control means 88 is provided in the hydraulic control circuit 42 that executes the C0 slip start in preference to the B0 slip start and controls the hydraulic actuator of the switching clutch C0 according to the command of the switching control means 50. For example, if a control system such as a linear solenoid valve with a large flow rate, that is, a hydraulic control system that controls switching between release and engagement of the switching clutch C0 is not operating normally, the B0 slip is replaced with the C0 slip start. A start may be performed.

  Further, when the B0 slip start is executed by the C0 / B0 slip start control means 88, the gear ratio sequence used for the shift control in the vehicle travel after the vehicle start, that is, the engagement operation of the engagement device of each gear stage. The combination is different from the gear ratio sequence when C0 slip start is executed. For example, the C0 / B0 slip start control means 88 changes the gear ratio sequence for executing the B0 slip start from the gear ratio sequence for executing the C0 slip start. FIG. 9 is an engagement operation table at the time of B0 slip start stored in advance in the shift diagram storage means 56, for example, and corresponds to the engagement operation table of FIG. As shown in FIG. 9, since the switching brake B0 is used for starting the vehicle, each shift stage in vehicle travel after starting the vehicle is also a combination of engagement operations using the switching brake B0 without using the switching clutch C0. When the C0 slip start is prioritized over the B0 slip start, that is, when the C0 slip start is the basis, for example, the engagement operation table of FIG. 2 is used as a base, but the C0 / B0 slip start control means 88 is the B0 slip start. For example, the engagement operation table shown in FIG. 2 is changed to the engagement operation table shown in FIG. In the vehicle travel after the B0 slip start, the switching control means 50 engages the switching brake B0, and the stepped speed change control means 54 executes the speed change control of the speed change mechanism 10 according to the engagement operation table of FIG.

  The C1 / C2 slip start control means 90 engages the switching clutch C0 or the switching brake B0 with the switching control means 11 to place the continuously variable transmission portion 11 in the stepped transmission state and the first clutch of the automatic transmission portion 20. The engine is started by friction start for starting the vehicle with the C1 or the second clutch C2 in the slip engagement state.

  As described above, the continuously variable transmission 11 is stepped when the motor use availability determining means 80 determines that both of the first motor M1 and the second motor M2 are in a state incapable of normal operation when the vehicle is stopped. When switched to the shift state, the operation of the engine 8 is not maintained. Therefore, C1 / C2 slip start control means 90 is provided so that the engine operation can be maintained when the vehicle is stopped and the vehicle is started even when the continuously variable transmission 11 is not operated. Slip control of the first clutch C1 or the second clutch C2 as a second engagement device that can switch the power transmission path between the continuously variable transmission unit 11 and the drive wheels 38 to the stepped transmission control means 54 so as to be connectable / disconnectable. Thus, the friction start for starting the engine, that is, the C1 slip start or the C2 slip start is executed.

  Specifically, the C1 / C2 slip start control means 90 sets the continuously variable transmission 11 to the stepped shift state during the slip control of the first clutch C1 or the second clutch C2 by the stepped shift control means 54. However, since the operation of the engine 8 can be maintained, the switching control means 50 can be switched to the switching clutch C0 so that the mechanical power transmission of the continuously variable transmission 11 can be performed for the C1 slip start or the C2 slip start. The switching brake B0 is engaged to set the continuously variable transmission unit 11 to the stepped transmission state. At this time, the stepless speed change state of the continuously variable transmission unit 11 may be achieved by any engagement of the switching clutch C0 and the switching brake B0. However, the C0 engagement control for integrally rotating the power distribution mechanism 16 performs power distribution. Compared with the B0 engagement control that causes the mechanism 16 to function as a speed increasing mechanism, the input torque to the automatic transmission unit 20, that is, the driving torque is larger, which is advantageous with respect to the driving torque obtained when the vehicle starts. Therefore, the C1 / C2 slip start control means 90 may execute the engagement of the switching clutch C0 with priority over the engagement of the switching brake B0 in order to place the continuously variable transmission unit 11 in the stepped transmission state.

The stepped speed change control means 54 hydraulically controls a command to sliply engage the first clutch C1 or the second clutch C2 and then fully engage the first clutch C1 or the second clutch C2 for C1 slip start or C2 slip start. By outputting to the circuit 42, slip control of the first clutch C1 or the second clutch C2 is executed. When slip control of the first clutch C1 or the second clutch C2 is performed by the stepped shift control means 54, the operation of the engine 8 is maintained even when the continuously variable transmission unit 11 is set to the stepped shift state when the vehicle is stopped. In addition, the rotational speed N _E (power) of the engine 8 is transmitted to the transmission member 18 via the continuously variable transmission unit 11 in which mechanical power transmission is possible, and the first clutch C1 or the second clutch C2 The engine is gradually transmitted to the drive wheel 38 via the engine and the engine can be started without stalling the engine.

  In addition, when the automatic transmission 20 is established by the stepped shift control means 54 in accordance with, for example, the engagement operation table of FIG. 2, as is apparent from FIG. Thus, the power transmission path can be connected and disconnected, and the power transmission path can be connected and disconnected by the second clutch C2 during reverse travel. For example, the C1 / C2 slip start control means 90 causes the stepped shift control means 54 to execute C1 slip start control in the process of establishing the first speed gear during forward travel, and causes the stepped shift control means 54 to perform reverse travel. C2 slip start control is executed in the process of establishing the reverse gear.

  As described above, the slip start control means 86 has an appropriate start performance when it is determined by the motor availability determination means 80 that both the first motor M1 and the second motor M2 are in a state in which normal operation is impossible. The vehicle is started by the C0 / B0 slip start control means 88 or the C1 / C2 slip start control means 90 so as to be secured, but one of the C0 / B0 slip start control means 88 and the C1 / C2 slip start control means 90 is It may be set in advance so as to be executed preferentially. For example, the slip start control means 86 executes the C1 / C2 slip start control means 90 in preference to the C0 / B0 slip start control means 88, and the first clutch C1 or the second clutch according to the command of the stepped shift control means 54. A control system such as a large flow rate linear solenoid valve provided in the hydraulic control circuit 42 for controlling the hydraulic actuator of C2, that is, a hydraulic control system for controlling switching between release and engagement of the first clutch C1 or the second clutch C2. May not be operating normally, the C0 / B0 slip start control means 88 may be executed in place of the C1 / C2 slip start control means 90.

  FIG. 10 illustrates the main part of the control operation of the electronic control unit 40, that is, the control operation for ensuring the appropriate traveling performance of the vehicle when the first electric motor M1 and / or the second electric motor M2 is in a state where the normal operation is impossible. This flowchart is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds, for example.

First, in step S1 corresponding to the switching control means 50 (hereinafter, step is omitted), for example, the vehicle speed V and the output torque T _OUT are obtained from the switching diagram of FIG. Based on the vehicle state shown, it is determined whether or not the vehicle is in a continuously variable control region in which the vehicle is in a continuously variable transmission state by setting the transmission mechanism 10 to a continuously variable transmission state. If the determination in S1 is negative, stepped variable speed travel is continued in step S7 corresponding to the switching control means 50. For example, a signal for disabling or prohibiting the hybrid control or continuously variable transmission control is output to the hybrid control means 52, and the stepped transmission control means 54 is set to the preset stepped gear shift. Shift control is permitted. Further, when the fifth speed gear stage is determined by the speed increasing side gear position determining means 62, a command for releasing the switching clutch C0 and engaging the switching brake B0 is output to the hydraulic pressure control circuit 42, and the speed increasing side is determined. When the gear position determining means 62 determines that the gear position is not the fifth gear, a command for engaging the change clutch C0 and releasing the switching brake B0 is output to the hydraulic control circuit 42.

If the determination in S1 is affirmative, in S2 corresponding to the motor availability determination means 80, the detection state of the first motor rotation speed _NM1 and the second motor rotation speed _NM2 , the first motor M1 and the second motor _M2 are detected. On the basis of the energization state, the first motor rotation speed N _M1 , the second motor rotation speed N _{M2, and the} like, the failure of the first motor rotation sensor and the second motor rotation sensor 34, the function deterioration, the first motor M 1 and the second motor rotation speed. Whether or not at least one of the first electric motor M1 and the second electric motor M2 is in a state in which normal operation is not possible by determining whether the electric motor M2 itself has a failure or a function deterioration, or a failure or a function deterioration of a device related to the electric path. Is determined. If the determination in S2 is negative, continuously variable speed travel is continued in step S6 corresponding to the switching control means 50. For example, a command to release the switching clutch C0 and the switching brake B0 is output to the hydraulic control circuit 42 so that the continuously variable transmission unit 11 is in a continuously variable transmission state and can be continuously variable. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, Alternatively, a signal that permits automatic shifting of the automatic transmission unit 20 according to, for example, the shift diagram shown in FIG. 6 stored in advance in the shift diagram storage unit 56 is output.

  If the determination in S2 is affirmative, first in S3 corresponding to the motor availability determination unit 80 (second motor availability determination unit 82), it is first determined whether or not the second motor M2 is in a normally operable state. For example, whether or not a failure (failure) or function deterioration of the second motor rotation sensor 34, a failure or function deterioration of the second motor M2 itself, or a device failure or function deterioration related to the electric path has occurred. Determined. Then, based on the determination result as to whether or not the second electric motor M2 is in a normally operable state, it is determined whether or not the first electric motor M1 is in a state incapable of normal operation alone.

  When the determination of S3 is negative, even when the vehicle is running in S4 corresponding to the switching control means 50 or the slip start control means 86, even if it is determined that the vehicle is in the continuously variable control region. The transmission mechanism 10 is preferentially switched to the stepped shift state, and the vehicle is switched to a state in which the vehicle can be stepped. Further, when the vehicle is in a stopped state, the switching control means 50 causes the switching clutch C0 or the switching brake B0 to slip control to start the engine start, that is, the C0 slip starting or the B0 slip starting is executed, or the switching control is performed. By engaging the switching clutch C0 or the switching brake B0 with the means 50, the continuously variable transmission unit 11 is brought into the stepped transmission state, and the stepped shift control means 54 is controlled to slip control the first clutch C1 or the second clutch C2. The starting friction start, that is, C1 slip start or C2 slip start is executed.

  If the determination in S3 is affirmative, the transmission mechanism 10 is preferentially stepped even if it is determined in S5 corresponding to the switching control means 50 and the motor start control means 84 that it is a continuously variable control region. The vehicle is switched to a state in which the vehicle can be stepped and shifted to the gear shift state. Further, when the vehicle is in a stopped state, in the step-variable shifting state of the continuously variable transmission unit 11, the motor start is performed in which the hybrid motor 50 drives the second electric motor M2 to start the vehicle using the second electric motor M2. Is done.

  As described above, according to the present embodiment, by providing the switching clutch C0 and the switching brake B0, the continuously variable transmission state in which the electric continuously variable transmission can be operated and the stepless transmission in which the electrical continuously variable transmission cannot be performed. When the first electric motor M1 and / or the second electric motor M2 is in a state in which the first electric motor M1 and / or the second electric motor M2 cannot be normally operated in the continuously variable transmission unit 11 that is selectively switched to the state, the stepless control unit 50 (motor failure switching control unit) Since switching of the transmission unit 11 to the continuously variable transmission state is prohibited, the continuously variable transmission unit is driven by the first electric motor M1 and / or the second electric motor M2 in a state in which the continuously variable transmission unit 11 cannot normally operate in the continuously variable transmission state. The operation of the electric continuously variable transmission 11 is prevented from becoming unstable. For example, when the first electric motor M1 and / or the second electric motor M2 is in a state in which normal operation is not possible, the switching control means 50 executes the switching of the continuously variable transmission unit 11 to the stepped transmission state, so that the appropriate running performance of the vehicle is achieved. Is secured.

  Further, according to the present embodiment, the continuously variable transmission unit 11 is switched from the continuously variable transmission state to the stepped transmission state when the switching clutch C0 or the switching brake B0 is brought into the slip engagement state by the slip start control means 86. The state is changed to an excessive state and gradually changed to a state where mechanical power transmission is possible. As a result, the friction start using the engine 8 is possible regardless of the operation of the first electric motor M1 and the second electric motor M2, and the first electric motor M1 and the second electric motor M2 used at the time of vehicle start such as normal motor start, for example. The start performance of the vehicle is ensured even when the vehicle cannot operate normally.

  Further, according to the present embodiment, the slip starting control means 86 engages the switching clutch C0 or the switching brake B0, and the continuously variable transmission unit 11 is brought into the stepped transmission state, whereby mechanical power is transmitted to the transmission member 18. Transmission is enabled and the first clutch C1 or the second clutch C2 is slip-engaged so that the power transmission path between the engine 8 and the drive wheels 38 changes from the power cut-off state to the power transmission-possible state. The state is changed to an excessive state that can be switched and gradually changed to a state in which power transmission is possible. As a result, the friction start using the engine 8 is possible regardless of the operation of the first electric motor M1 and the second electric motor M2, and the first electric motor M1 and the second electric motor M2 used at the time of vehicle start such as normal motor start, for example. The start performance of the vehicle is ensured even when the vehicle cannot operate normally.

  Further, according to this embodiment, since the vehicle is started using the second electric motor M2 in a state where the continuously variable transmission unit 11 is set to the stepped transmission state by the motor start control means 84, the first electric motor M1 is used alone. Even when the continuously variable transmission 11 cannot be operated electrically and the continuously variable transmission 11 cannot be operated electrically, the second motor M2 is used to ensure the vehicle start performance.

  Further, according to the present embodiment, the automatic transmission 20 is provided in the power transmission path between the transmission member 18 and the drive wheel 38, and the first clutch C1 or the second clutch C2 establishes the gear stage of the automatic transmission 20. Therefore, the transmission mechanism 10 can obtain a wide range of driving force by utilizing the gear ratio of the automatic transmission 20, and the engagement device in the automatic transmission 20 can be frictionally applied. It can be used as an engagement device used at the start.

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

  FIG. 11 is a skeleton diagram illustrating the configuration of the speed change mechanism 70 according to another embodiment of the present invention, and FIG. 12 is a view showing the relationship between the gear position of the speed change mechanism 70 and the engagement combination of the hydraulic friction engagement device. FIG. 13 is an alignment chart for explaining the speed change operation of the speed change mechanism 70.

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

In the speed change mechanism 70 configured as described above, for example, as shown in the engagement operation table of FIG. 12, 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 the present embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and either one of the switching clutch C0 and the switching brake B0 is engaged to operate the continuously variable transmission unit 11 as described above. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, the transmission mechanism 70 operates as a stepped transmission with the continuously variable transmission unit 11 and the automatic transmission unit 72 that are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0. A continuously variable transmission portion 11 and an automatic transmission portion 72 that are in a continuously variable transmission state are configured by the stepless transmission state being configured, and neither the switching clutch C0 nor the switching brake B0 being engaged. A continuously variable transmission state that operates is configured. In other words, the speed change mechanism 70 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and is not operated by engaging neither the switching clutch C0 nor the switching brake B0. It is switched to the step shifting state.

  For example, when the speed change mechanism 70 functions as a stepped transmission, as shown in FIG. 12, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2,” A first gear that is approximately 2.804 "is established, and the gear ratio γ2 is smaller than that of the first gear by engaging the switching clutch C0, the first clutch C1, and the first brake B1, for example,“ The second speed gear stage of about 1.531 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, for example," For example, a third speed gear stage of about 1.000 "is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to engagement of the first clutch C1, the second clutch C2, and the switching brake B0. Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when transmission mechanism 70 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 12 are released. As a result, the continuously variable transmission unit 11 functions as a continuously variable transmission, and the automatic transmission unit 72 connected in series thereto functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 72. The rotational speed input to the automatic transmission unit 72, that is, the rotational speed of the transmission member 18 is continuously changed with respect to each gear speed, so that each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio γT of the transmission mechanism 70 as a whole can be obtained continuously.

  FIG. 13 shows a transmission mechanism 70 including a continuously variable transmission unit 11 that functions as a differential unit or a first transmission unit and an automatic transmission unit 72 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent the relative relationship of the rotational speed of each rotation element from which a connection state differs on a straight line is shown. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

  The four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission 72 in FIG. 13 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left, The third sun gear S3, the third carrier CA3 corresponding to the fifth rotating element (fifth element) RE5, the second carrier CA2 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other and the second carrier CA2 The three ring gear R3 represents the second ring gear R2 corresponding to the seventh rotation element (seventh element) RE7. Further, in the automatic transmission 72, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, so that the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is connected to the output shaft 22 of the automatic transmission 72, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

In the automatic transmission unit 72, as shown in FIG. 13, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotational speed of the seventh rotation element RE7 (R2). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element RE5 (CA3), and a sixth rotational element RE6 (CA2, CA2, coupled to the output shaft 22). The rotation speed of the output shaft 22 of the first speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed of R3). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the continuously variable transmission unit 11 to the seventh rotary element RE7 at the same speed as the engine speed N _E is input . However, when the switching brake B0 in place of the switching clutch C0 is engaged, since the power from the continuously variable transmission unit 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, the Output of the fourth speed at the intersection of the horizontal straight line L4 determined by the engagement of the two clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 The rotational speed of the shaft 22 is shown.

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

  FIG. 14 shows a seesaw as a shift state manual selection device for selecting switching between a differential state and a non-differential state of the power distribution mechanism 16 by manual operation, that is, switching between a continuously variable transmission state and a stepped transmission state of the transmission mechanism 10. This is an example of a type switch 44 (hereinafter referred to as a switch 44), and is provided in a vehicle so that it can be manually operated by a user. This switch 44 allows the user to selectively select vehicle travel in a speed change state desired by the user. The switch 44 corresponding to continuously variable speed travel indicates the position (part) or presence or absence of the switch 44. When the user presses the position (part) indicated as stepped corresponding to the step-variable travel, the continuously variable-speed travel, that is, the continuously variable transmission state in which the transmission mechanism 10 can be operated as an electrical continuously variable transmission, It is possible to select whether to make a stepped speed change, that is, a stepped speed change state in which the speed change mechanism 10 can operate as a stepped transmission. In the above-described embodiment, for example, the automatic switching control operation of the shift state of the transmission mechanism 10 based on the change of the vehicle state has been described from the relationship diagram of FIG. 6, but the switch 44 is replaced or added to the automatic switching control operation, for example. The gear change state of the speed change mechanism 10 may be manually switched by being manually operated. In other words, the switching control means 50 preferentially switches the transmission mechanism 10 between the continuously variable transmission state and the continuously variable transmission state in accordance with the selection operation of the switch 44 for the continuously variable transmission state or the stepped transmission state. For example, if the user desires a travel that can achieve the feeling of the continuously variable transmission and the fuel efficiency improvement effect, the user may select the transmission mechanism 10 by manual operation so that the continuously variable transmission state is set, or the automatic transmission unit 20. If it is desired to improve the feeling due to the change in the engine rotation speed associated with the speed change, the speed change mechanism 10 may be selected manually so as to be in the stepped speed change state. Further, when the switch 44 is provided with a neutral position in which neither continuously variable speed traveling nor stepped speed variable traveling is selected, when the switch 44 is in the neutral position, that is, the speed change state desired by the user is determined. When it is not selected or when the desired shift state is automatic switching, the automatic shift control operation of the shift state of the transmission mechanism 10 may be executed.

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

  For example, in the flowchart of FIG. 10 of the above-described embodiment, it is determined in step S3 whether or not the second electric motor M2 is in a normally operable state, and the first electric motor M1 is normal independently based on the determination result. It is determined whether or not it is in an inoperable state. In S3, it is determined whether or not the first electric motor M1 is in a state in which it can normally operate. Based on the determination result, the second electric motor M2 is independent. It may be determined whether or not a normal operation is impossible. When the second electric motor M2 is in a state where it cannot operate normally, the motor starts using the first electric motor M1 when starting in S5. That is, in S3, it is determined whether or not only one of the first electric motor M1 and the second electric motor M2 is in a state in which normal operation is impossible by the electric motor usability determination means 80. The motor is started using one of the first electric motor M1 and the second electric motor M2 in a possible state.

In addition, the first electric motor M1 and the second electric motor M2 in the above-described embodiment are both AC synchronous motors, but may be other types of electric motors such as an induction motor and a switched reluctance motor. The first motor rotation sensor 32 and the second motor rotation sensor 34 are resolver type rotation sensors, but may be other types of sensors such as an electromagnetic pickup type. Further, Ya sensor for detecting the rotational speed of the second rotating element RE2 the first electric motor M1 in place of the first electric motor rotation sensor 32 is coupled to detect the first-motor rotation speed N _M1 (first sun gear S1) , a sensor for detecting the rotational speed of the third rotating element RE3 second electric motor M2 in place of the second electric motor rotation sensor 34 is connected to detect the second electric motor rotation speed N _M2 (transmitting member 18) May be.

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

  In the above-described embodiment, the automatic transmission units 20 and 72 serve as the second engagement device that selectively switches the power transmission path between the engine 8 and the drive wheels 38 between the power transmission enabled state and the power transmission cut-off state. The first clutch C1 and the second clutch C2 that constitute a part of the first clutch C1 are used, and the first clutch C1 and the second clutch C2 are disposed between the automatic transmission units 20 and 72 and the continuously variable transmission unit 11. However, the first clutch C1 and the second clutch C2 are not necessarily required, and at least one engagement device that can selectively switch the power transmission path between the power transmission enabled state and the power transmission cut-off state is provided. That's fine. For example, the engaging device may be connected to the output shaft 22 or may be connected to a rotating member in the automatic transmission units 20 and 72. Further, the engaging device does not need to form part of the automatic transmission units 20 and 72 and may be provided separately from the automatic transmission units 20 and 72.

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

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

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

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

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

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

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

  In the above-described embodiment, the automatic transmission units 20 and 72 are interposed in the power transmission path between the continuously variable transmission unit 11, that is, the transmission member 18 that is an output member of the power distribution mechanism 16 and the drive wheel 38. However, other types of power transmission devices such as a continuously variable transmission (CVT), which is a kind of automatic transmission, may be provided. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear positions in the stepped transmission, and the automatic transmission units 20 and 72 are used by using the plurality of fixed gear ratios. Shifting may be performed. Alternatively, the present invention can be applied even if the automatic transmission units 20 and 72 are not necessarily provided. In this case, when the automatic transmission units 20 and 72 are continuously variable transmissions (CVT) or when the automatic transmission units 20 and 72 are not provided, the C1 slip start or the C2 slip start cannot be executed. The power transmission path between the engine 8 and the drive wheel 38 is independently provided with a second engagement device that can switch the power transmission path between a power transmission enable state and a power transmission cutoff state, and the second engagement device. The friction start may be executed by slip control.

  In the above-described embodiment, the automatic transmission units 20 and 72 are connected in series with the continuously variable transmission unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14, and the counter shaft The automatic transmission units 20 and 72 may be arranged concentrically with each other. In this case, the continuously variable transmission unit 11 and the automatic transmission units 20 and 72 can transmit power via, for example, a pair of transmission members composed of a counter gear pair as a transmission member 18, a sprocket and a chain, and the like. Connected.

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

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

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

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle drive device of the embodiment of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. A pre-stored shift diagram based on the same two-dimensional coordinates having the vehicle speed and the output torque as parameters, and a pre-stored shift diagram as a basis for the shift determination of the automatic transmission unit and a shift determination of the shift state of the transmission mechanism It is a figure which shows the relationship with the made switching diagram. FIG. 7 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 6. It is also a conceptual diagram. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. FIG. 3 is an engagement operation table at the time of B0 slip start, corresponding to the engagement operation table of FIG. 2. 6 is a flowchart for explaining a control operation of the electronic control device of FIG. 5, that is, a control operation for ensuring an appropriate traveling performance of the vehicle when the first motor and / or the second motor cannot operate normally. 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. 12 is an operation chart for explaining the relationship between the speed change operation and the operation of the hydraulic friction engagement device used therefor when the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 3 is a diagram corresponding to FIG. 2. FIG. 12 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the hybrid vehicle drive device of the embodiment of FIG. 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.

Explanation of symbols

8: Engine (drive power source)
10, 70: Transmission mechanism (drive device)
11: continuously variable transmission 16: power distribution mechanism (differential mechanism)
18: transmission member 20, 72: automatic transmission unit 38: drive wheel 50: switching control means (switching control means during motor failure)
84: motor start control means 86: slip start control means M1: first electric motor M2: second electric motor C0: switching clutch (engagement device)
B0: Switching brake (engagement device)
C1: First clutch (second engagement device)
C2: Second clutch (second engagement device)

Claims (8)

An electric continuously variable transmission having a differential mechanism for distributing the output of the driving force source to the first motor and the transmission member and a second motor provided in the power transmission path from the transmission member to the drive wheel A control device for a vehicle drive device having an operable continuously variable transmission,
Provided in the differential mechanism, for selectively switching the continuously variable transmission portion between a continuously variable transmission state in which an electrical continuously variable transmission operation is possible and a continuously variable transmission state in which the electrical continuously variable transmission operation is not possible. An engagement device;
And a motor failure time switching control means for prohibiting switching of the continuously variable transmission portion to a continuously variable transmission state when the first motor and / or the second motor is in a state where normal operation is impossible. A control device for a vehicle drive device. A slip start control means for starting the vehicle by the driving force source with the engagement device in a slip engagement state;
2. The control device for a vehicle drive device according to claim 1, wherein when the first motor and the second motor are in a state where normal operation is impossible, the vehicle is started by the slip start control means. A second engagement device that switches a power transmission path between the driving force source and the driving wheel between a power transmission enabled state and a power cutoff state;
Slip start control means for engaging the engagement device to bring the continuously variable transmission portion into a stepped shift state and setting the second engagement device in a slip engagement state to start the vehicle by the driving force source; Prepared,
The control device for a vehicle drive device according to claim 1 or 2, wherein the vehicle is started by the slip start control means when the first motor and the second motor cannot operate normally. Motor start control means for starting the vehicle by the first electric motor or the second electric motor in the stepped speed change state of the continuously variable transmission unit engaged with the engagement device;
4. The control device for a vehicle drive device according to claim 1, wherein when the first electric motor or the second electric motor is in a normally operable state, the vehicle is started by the motor start control means. 5. A control device for a vehicle drive device, comprising: a differential mechanism that distributes an output of a drive force source to a first motor and a transmission member; and a second motor provided in a power transmission path from the transmission member to a drive wheel. And
An engagement device provided in the differential mechanism for selectively switching the differential mechanism between a differential state in which the differential action works and a lock state in which the differential action is disabled;
Electric motor failure time switching control means for engaging an engagement device to lock the differential mechanism when the first electric motor and / or the second electric motor is in a state incapable of normal operation. A control device for a vehicle drive device. A slip start control means for starting the vehicle by the driving force source with the engagement device in a slip engagement state;
6. The control device for a vehicle drive device according to claim 5, wherein the vehicle is started by the slip start control means when the first motor and the second motor cannot operate normally. A second engagement device that switches a power transmission path between the driving force source and the driving wheel between a power transmission enabled state and a power cutoff state;
A slip start control means for engaging the engagement device to bring the differential mechanism into a locked state and setting the second engagement device in a slip engagement state to start the vehicle by the driving force source;
The control device for a vehicle drive device according to claim 5 or 6, wherein the vehicle is started by the slip start control means when the first motor and the second motor cannot operate normally. Motor start control means for starting the vehicle with the first electric motor or the second electric motor in a locked state of the differential mechanism engaged with the engaging device;
8. The control device for a vehicle drive device according to claim 5, wherein the motor is started by the motor start control means when the first motor or the second motor is in a normally operable state.

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