JP2006017282A - Controller of vehicle drive mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller capable of restraining shift shocks when switching a power transmission train from a power transmission block state to a power transmission state in a vehicle drive mechanism having an automatic transmission between a differential mechanism functioned as a transmission mechanism by differential actions, a differential mechanism, and a drive shaft. <P>SOLUTION: When switching a shift operation system 46 from a non-drive position for selecting a power transmission block state to a drive position for selecting a power transmission state, a first clutch is engaged to switch the power transmission train to the power transmission state by an output control means 86, and output torque from a differential section 11 is controlled to gradually and continuously rise by using a first motor M1 and second motor M2 after its engagement. Thus, the output torque of the differential section 11 is controlled when a first clutch is engaged, and shift shocks is restrained even though hydraulic pressure of the first clutch is first applied. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

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

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

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

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

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

  However, a shift shock may occur if the engagement of the engagement device is a rapid engagement during a manual shift from the non-drive position to the drive position. Further, if the engagement device is gently engaged during the manual shift, there is a possibility that the response delay of torque transmission becomes large and the shift response is lowered. In general, it is desired that the engagement of the engagement device be short in order to shorten the drive blank period, but if the increase speed of the hydraulic pressure of the engagement device is set so as to shorten the engagement period, a shift shock is caused. This is because there is a conflicting problem that becomes larger.

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

  That is, the gist of the invention according to claim 1 is that the differential mechanism that distributes the output of the engine to the first motor and the transmission member, and the second motor provided in the power transmission path from the transmission member to the drive wheel. Control of a vehicle drive device comprising: an electrical differential unit that functions as an electrical differential device, and an automatic transmission unit that constitutes a part of the power transmission path and functions as an automatic transmission (A) an engagement device that selectively switches the power transmission path between a power transmission enabled state and a power transmission cut-off state; and (b) switching to the power transmission enabled state by the engagement device. A shift operation device that can be manually switched to a drive position for selecting the position and a non-drive position for selecting switching to the power transmission cutoff state by the engagement device; and When the drive position is switched to the drive position, the engagement device is engaged to make the power transmission path in a state where power can be transmitted, and after the engagement device is engaged, the first electric motor and / or the second Output control means for controlling the rising of the output torque from the electrical differential unit using an electric motor.

  According to this configuration, in the drive device including the electrical differential unit that functions as an electrical differential device, the power by the engagement device that selectively switches the power transmission path between the power transmission enable state and the power transmission cutoff state. A shift operation device that is manually switched from a non-driving position to a driving position for selecting switching to a transmittable state and a non-driving position for selecting switching to a power transmission cutoff state by its engaging device is driven from the non-driving position. At the time of manual shift to be switched to the position, the engagement device is engaged by the output control means so that the power transmission path is in a state capable of transmitting power, and after the engagement of the engagement device, the first electric motor and / or the first Since the rise of the output torque from the electrical differential unit is controlled using a two-motor, a shift shift is applied when the engagement device is engaged. Click of suppression is possible.

  In the invention according to claim 2, the output control means controls the engagement device to be rapidly engaged when the engagement device is engaged. In this way, torque transmission to the drive wheels is quickly performed during the manual shift in which the shift operation device is switched from the non-drive position to the drive position, that is, the drive blank period is shortened and shift response is improved. To do.

  According to a third aspect of the present invention, the output control means uses the first electric motor and / or the second electric motor to reduce the rotational speed of the transmission member in order to suppress the relative rotational speed of the engaging device. The rotation speed is controlled so that the rotation speed corresponds to the vehicle speed. In this case, the rotational speed of the transmission member is controlled toward the input rotational speed of the automatic transmission unit that is uniquely determined based on the vehicle speed and the gear ratio of the automatic transmission unit. The engagement device is engaged with the speed reduced as much as possible to suppress shift shock.

  According to a fourth aspect of the present invention, the output control means executes rotational speed control of the rotational speed of the transmission member before the engagement of the engagement device is started. In this way, shift shock is suppressed even when the engagement device is rapidly engaged.

  According to a fifth aspect of the present invention, the output control means executes rotational speed control of the rotational speed of the transmission member when the engine is operated. In this way, shift shock when engine output torque (hereinafter referred to as engine torque) is transmitted to the drive wheels is suppressed.

  Further, in the invention according to claim 6, the output control means is configured to output from the electrical differential unit based on whether the drive position is a forward drive position or a reverse drive position. The start-up characteristics of output torque are changed. In this way, the rising of the drive torque can be changed between forward travel and reverse travel. For example, in reverse travel, where the vehicle is generally started slowly compared to forward travel, the drive torque rise can be made slower than forward travel.

  In the invention according to claim 7, the output control means changes the rising characteristic of the output torque from the electrical differential section based on the required output value. In this way, the rising of the output torque from the electrical differential unit can be changed based on the required output value, for example, the accelerator opening. For example, if the amount of increase in the output torque from the electrical differential unit is increased as the accelerator opening is increased, the user can obtain an acceleration feeling commensurate with the accelerator operation.

  In the invention according to claim 8, the automatic transmission unit is a stepped automatic transmission, and the engagement device is a friction engagement used for establishing a gear stage of the stepped automatic transmission. When the shift operation device is switched to the non-drive position, the stepped automatic transmission is cut off from the power transmission state by the engagement device, and the shift operation device is moved to the drive position. When switched, the stepped automatic transmission is brought into a power transmission enabled state by the engaging device. In this way, the power transmission path can be easily set to the power transmission cut-off state when the shift operating device is in the non-drive position, and the power transmission path can be easily set to the power transmission enabled state when the shift operating device is in the drive position. Can do.

  Here, it is preferable to have an electric mechanism having a differential mechanism that distributes the output of the engine to the first electric motor and the transmission member, and a second electric motor provided in the power transmission path from the transmission member to the drive wheels. A control device for a vehicle drive device comprising: an electrical differential unit that functions as a differential device; and an automatic transmission unit that constitutes a part of the power transmission path and functions as an automatic transmission, (a) An engagement device that selectively switches the power transmission path between a power transmission enable state and a power transmission cutoff state; and (b) a drive position for selecting switching to the power transmission enable state by the engagement device; A shift operation device that is manually switched to a non-drive position for selecting switching to the power transmission cutoff state by the engagement device, and (c) the shift operation device is moved from the non-drive position to the drive position. When the switching is performed, the engagement device is engaged to make the power transmission path in a state capable of transmitting power, and after the engagement of the engagement device, the first electric motor and / or the second electric motor is used to Output control means for controlling the output torque from the differential section to gradually rise.

  According to this configuration, in the drive device including the electrical differential unit that functions as an electrical differential device, the power by the engagement device that selectively switches the power transmission path between the power transmission enable state and the power transmission cutoff state. A shift operation device that is manually switched from a non-driving position to a driving position for selecting switching to a transmittable state and a non-driving position for selecting switching to a power transmission cutoff state by its engaging device is driven from the non-driving position. At the time of manual shift to be switched to the position, the engagement device is engaged by the output control means so that the power transmission path is in a state capable of transmitting power, and after the engagement of the engagement device, the first electric motor and / or the first Since the output torque from the electrical differential unit is controlled to gradually rise using two electric motors, the engagement device is engaged. Shift shock is suppressed is a state in which the output torque from the electric differential unit is suppressed.

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

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

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

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

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

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 is in a non-differential state in which the differential action cannot be performed, that is, the differential operation is not possible. Specifically, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged, the power distribution mechanism 16 includes three elements of the first planetary gear device 24. Since the certain first sun gear S1, the first carrier CA1, and the first ring gear R1 are in a locked state in which they are rotated, that is, integrally rotated, and are in a non-differential state incapable of differential operation, the differential unit 11 is also non-differential. It is in a moving state. Further, since the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other, the differential unit 11 (power distribution mechanism 16) is a constant functioning as a transmission in which the speed ratio γ0 is fixed to “1”. A shift state is set. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is connected to the case 12, the power distribution mechanism 16 is in a locked state in which the first sun gear S1 is brought into a non-rotating state. As a result, the differential unit 11 is also set to the non-differential state because the differential operation is disabled. Since the first ring gear R1 is rotated at a higher speed than the first carrier CA1, the power distribution mechanism 16 functions as a speed increase mechanism, and the differential unit 11 (power distribution mechanism 16) has a gear ratio γ0. A constant speed change state that functions as a speed-up transmission fixed at a value smaller than “1”, for example, about 0.7 is set. Thus, in this embodiment, the switching clutch C0 and the switching brake B0 change the differential unit 11 (power distribution mechanism 16) between the differential state and the non-differential state, that is, the differential unit 11 (power distribution mechanism). 16) an electric differential device, for example, a continuously variable transmission state that operates as a continuously variable transmission in which a gear ratio can be continuously changed, and a gear ratio change that does not operate as a continuously variable transmission but does not operate a continuously variable transmission. In a locked state in which the gear is fixed, that is, a constant transmission state that operates as a single-stage or multiple-stage transmission with one or more gear ratios, in other words, a single-stage or multiple-stage transmission that has a constant transmission ratio. It functions as a differential state switching device that selectively switches to a constant shift state.

  The automatic transmission unit 20 includes a single pinion type second planetary gear device 26, a single pinion type third planetary gear device 28, and a single pinion type fourth planetary gear device 30. The second planetary gear unit 26 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 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 differential unit 11 (transmission member 18) and the drive wheel 38, with its power. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is in a state where power can be transmitted, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

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

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

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

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

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

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

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

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. Power from the aforementioned first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the eighth rotary element RE8 differential portion 11 or power distributing mechanism 16 in the same rotational speed as the engine speed N _E Is entered. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The output shaft of the fifth speed at the intersection of the horizontal straight line L5 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 A rotational speed of 22 is indicated.

  FIG. 4 illustrates a signal input to the electronic control device 40 for controlling the speed change mechanism 10 of the present embodiment and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing 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 the accelerator pedal 45, a cam angle signal, and a snow mode setting signal indicating a snow mode setting , Acceleration signal indicating the longitudinal acceleration of the vehicle, auto-cruise signal indicating auto-cruise driving, vehicle weight signal indicating the weight of the vehicle, vehicle of each drive wheel A wheel speed signal indicating the speed, a signal indicating the presence or absence of a stepped switch operation for switching the differential unit 11 to a constant speed change state (non-differential state) in order to cause the speed change mechanism 10 to function as a stepped transmission, and a speed change mechanism A signal indicating the presence or absence of a continuously variable switch for switching the differential unit 11 to a continuously variable transmission state (differential state) in order to cause 10 to function as a continuously variable transmission, and a signal indicating the rotational speed NM1 of the first electric motor M1 A signal indicating the rotational speed NM2 of the second electric motor M2 is supplied.

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

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

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

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

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

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

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

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

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

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

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

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

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

  However, if the switching control means 50 determines that it is within the continuously variable transmission control region for switching the transmission mechanism 10 to the continuously variable transmission state, the transmission mechanism 10 as a whole can obtain the continuously variable transmission state, so that the differential section 11. Is output to the hydraulic control circuit 42 so as to release the switching clutch C0 and the switching brake B0 so that the continuously variable transmission can be performed. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal that permits automatic shifting of the automatic transmission unit 20 according to the shift diagram shown in FIG. 6 stored in advance in the shift diagram storage means 56 is output. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. At the same time that a large driving force is obtained, the rotational speed input to the automatic transmission unit 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission unit 20, that is, transmission The rotational speed of the member 18 is changed steplessly, and each gear stage can obtain a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

6 will be described in detail. FIG. 6 is a shift diagram (relationship) stored in advance in the shift diagram storage means 56, which is a basis for the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. It is an example of a shift diagram (shift map) composed of two-dimensional coordinates using the output torque T _{OUT as} a value as a parameter. The solid line in FIG. 6 is an upshift line, and the alternate long and short dash line is a downshift line. 6 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 6 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining high output travel in which the output torque T _OUT of the automatic transmission unit 20 is high output. Is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 6, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 6 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. The shift diagram including the switching diagram may be stored in advance in the shift diagram storage means 56 as a shift map. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be. The shift diagram, the switching diagram, and the like are stored not as a map but as a judgment formula for comparing the actual vehicle speed V and the judgment vehicle speed V1, a judgment formula for comparing the output torque T _OUT and the judgment output torque T1, and the like. Also good.

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

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

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

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

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

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

  In the shift positions indicated by the “P” to “M” positions, the non-traveling positions of the “P” position and the “N” position are, for example, the clutch C1 and the clutch C2 as shown in the engagement operation table of FIG. These are non-drive positions for selecting switching to the power transmission cut-off state of the power transmission path that disables driving of the vehicle in which the power transmission path in the automatic transmission unit 20 is released so that both are released. Further, in each of the traveling positions of the “R” position, the “D” position, and the “M” position, for example, at least one of the clutch C1 and the clutch C2 is engaged as shown in the engagement operation table of FIG. For backward travel ("R" position) or forward travel ("R" position) for selecting switching to a power transmission enabled state of the power transmission path that enables driving of the vehicle to which the power transmission path in the automatic transmission unit 20 is connected. D ”and“ M ”positions). Further, the “D” position is also the fastest running position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine brake effect can be obtained.

The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position, for example, in the longitudinal direction of the vehicle, and when the shift lever 48 is operated to the “M” position, Any of the “D” range to the “L” range is selected in accordance with the operation of the shift lever 48. Specifically, the “M” position is provided with an upshift position “+” and a downshift position “−” in the front-rear direction of the vehicle, and the shift lever 48 is provided with the upshift position “+”. ”Or the downshift position“ − ”, one of the“ D ”range to the“ L ”range is selected. For example, the five shift ranges from the “D” range to the “L” range selected at the “M” position are the high speed side (the shift ratio is less than the total shift ratio γT in which the automatic shift control of the transmission mechanism 10 is possible). The minimum speed range is a plurality of speed ranges with different total gear ratios γT, and the speed range of the gear speed (gear speed) is limited so that the maximum speed gear speed at which the automatic transmission 20 can change the speed is different It is. The shift lever 48 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. Further, the shift operation device 46 is provided with a shift position sensor 49 for detecting each shift position of the shift lever 48, and a signal _PSH indicating the shift position of the shift lever 48 and the number of operations at the “M” position. Are output to the electronic control unit 40.

For example, when the “D” position is selected by operating the shift lever 48, the shift control means 50 automatically switches the shift state of the transmission mechanism 10 based on the shift map and the switch map stored in advance as shown in FIG. The control is executed, the continuously variable transmission control of the differential unit 11 is executed by the hybrid control unit 52, and the automatic transmission control of the automatic transmission unit 20 is executed by the stepped transmission control unit 54. For example, when the speed change mechanism 10 is switched to the stepped speed change state, the speed change mechanism 10 is automatically controlled in the range of the first to fifth speed gears as shown in FIG. During continuously variable speed travel where the mechanism 10 is switched to the continuously variable speed state, the speed change mechanism 10 has a continuously variable gear ratio range of the differential unit 11 and a range from the first speed gear stage to the fourth speed gear stage of the automatic transmission unit 20. Thus, the automatic transmission control is performed within the change range of the total speed ratio γT that can be changed by the transmission mechanism 10 obtained by the respective gear stages that are automatically controlled by the transmission. This “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which automatic shift control of the transmission mechanism 10 is executed.

  Alternatively, when the “M” position is selected by operating the shift lever 48, the switching control means 50, the hybrid control means 52, and the stepped gear are set so as not to exceed the highest speed side shift speed or gear ratio of the shift range. The shift control means 54 performs automatic shift control within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10. For example, when the transmission mechanism 10 is switched to the stepped transmission state, the transmission mechanism 10 is automatically controlled to shift within the range of the total transmission ratio γT at which the transmission mechanism 10 can shift in each shift range, or the transmission mechanism 10 During continuously variable speed driving that is switched to a continuously variable speed state, the speed change mechanism 10 automatically shifts within the range of the continuously variable speed ratio range of the differential unit 11 and the shift speed range of the automatic transmission unit 20 according to each shift range. Automatic shift control is performed within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10 obtained by each gear stage to be controlled. This “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which manual shift control of the transmission mechanism 10 is executed.

Returning to FIG. 5, the shift position determination means 80 determines which position of the shift lever 48 is currently based on the signal _PSH indicating the shift position of the shift lever 48 from the shift position sensor 49, or whether the shift lever 48 is It is determined to which position it was operated. For example, the shift position determination unit 80 determines whether the shift position of the shift lever 48 is the “N” position or the “P” position based on the signal P _SH indicating the shift position. The shift position determination means 80 determines whether or not the shift lever 48 has been switched from the non-driving position to the driving position. For example, the shift position of the shift lever 48 is set to the “N” position based on the signal _PSH indicating the shift position. Alternatively, the determination is made based on whether the “P” position is operated to the “R” position or the “D” position.

The vehicle state reading means 82 is a gear corresponding to the actual vehicle speed V, the engine rotational speed N _E , and each gear stage of the automatic transmission unit 20 based on signals input to the electronic control unit 40 from each sensor provided in the vehicle. The required output value typified by the ratio γ and the accelerator operation amount Acc is read.

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

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

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

  The engine operation determining means 84 determines whether or not the engine 8 is being operated and is started by the hybrid control means 52, for example, whether or not the engine 8 is in a state in which the engine 8 can be a driving force source for running the vehicle. Judgment based on whether or not. When the shift lever 48 is switched from the non-driving position to the driving position, the engine 8 is normally stopped for starting the motor, but the engine 8 may be operated. As the engine operation, when the shift lever 48 is switched to the non-driving position, if the engine water temperature is lower than that during steady running and the engine needs to be warmed up, the power storage device 60 When the state of charge SOC of the first battery M1 decreases and power generation by the first electric motor M1 becomes necessary, when there is a shortage of drive current for auxiliary equipment such as an air conditioner or when it is necessary to drive the auxiliary equipment by the engine 8, or There is a case where the engine 8 is already operated, for example, when the vehicle is running with the engine running using the engine as a driving force source.

  When the shift lever 48 is switched from the non-drive position to the drive position, the output control means 86 engages the stepped shift control means 54 with the first clutch C1 and / or the second clutch C2 to change the power transmission path. The power can be transmitted. The output control means 86 uses the first electric motor M1 and / or the second electric motor M2 by the electric continuously variable transmission of the differential portion 11 after the engagement of the first clutch C1 and / or the second clutch C2. The rising of the output torque from the differential unit 11 is controlled. For example, the output control means 86 controls the rise of the output torque from the differential unit 11 so that the output torque from the differential unit 11 rises gradually and gradually.

  For example, the output control means 86 produces a phenomenon similar to the so-called creep phenomenon, which is a characteristic phenomenon that the vehicle slowly moves even when the accelerator is off in a vehicle having an automatic transmission having a fluid transmission device such as a torque converter on the input side. When the accelerator is off, a command is output to the hybrid control means 52 so that the torque for generating the torque is output from the differential unit 11. The torque for causing the creep phenomenon is generally set to be slightly higher than the running resistance on a flat road, similarly to the torque for causing the creep phenomenon in a vehicle equipped with a torque converter.

  Further, when the shift lever 48 is switched from the non-driving position to the driving position, the output control means 86 maintains the power distribution mechanism 16 in the differential state or switches to the differential state to switch the differential unit 11. In order to function as an electric continuously variable transmission, neither the switching clutch C0 nor the switching brake B0 is engaged with the switching control means 50.

  Further, the output control means 86 is adapted to promptly transmit torque to the drive wheels 38 during manual shift when the shift operating device 48 is switched from the non-drive position to the drive position, that is, to shorten the drive blank period. When the first clutch C1 and / or the second clutch C2 is engaged, the stepped shift control means 54 is so-called first applied that rapidly increases the hydraulic pressure of the first clutch C1 and / or the second clutch C2 instead of gradually increasing it. .

  Here, the shift operation device 48 is switched to the drive position from the non-drive position to the drive position depending on whether the engine 8 is operating or stopped, or whether the vehicle is running or stopped. The magnitudes of engagement shocks (shift shocks) generated when the first clutch C1 and / or the second clutch C2 are engaged are different. Therefore, in the following, the control of the rise of the output torque from the differential unit 11 by the output control unit 86 executed based on the determination result by the engine operation determination unit 84 and the vehicle speed V read by the vehicle state reading unit 82 will be specifically described. State it.

When the shift lever 48 is operated and the engine is stopped and the vehicle is stopped, the output control means 86 automatically shifts when the vehicle speed V is substantially zero, that is, zero or a value determined to be zero. In order to correspond to the input rotation speed of the unit 20, the first stepped speed change control means 54 is set to the first step with the hybrid control means 52 maintaining the first motor rotation speed N _M1 and the second motor rotation speed N _M2 at substantially zero. The hydraulic pressure of the clutch C1 or the second clutch C2 is first applied. After the engagement of the first clutch C1 or the second clutch C2, the output control means 86 drives the second electric motor M2 while idling the first electric motor M1 and maintaining the engine rotational speed _NE at substantially zero. A command is output to the hybrid control means 52 so that the output torque from the differential section 11 rises gradually and gradually.

Thus, during the engagement operation period of the first clutch C1 or the second clutch C2 when the shift lever 48 is operated from the non-driving position to the driving position while the engine is stopped and the vehicle is stopped, the second motor rotation speed N _{Since M2} is maintained in a substantially zero state and the relative rotational speeds of the first clutch C1 and the second clutch C2 are substantially zero, the output control means 86 is engaged when the first clutch C1 or the second clutch C2 is engaged. Even if the hydraulic pressure of the first clutch C1 or the second clutch C2 is first applied to the stepped shift control means 54, the engagement shock does not occur or is reduced.

  The output control means 86 transmits a signal when the shift lever 48 is operated, when the vehicle is running regardless of whether the engine is operating or the engine is stopped, or when the engine is operating even when the vehicle is stopped. A transmission member rotational speed control means 88 is provided for controlling the rotational speed of the member 18 toward the input rotational speed of the automatic transmission unit 20 corresponding to the vehicle speed V and the gear stage γ of the automatic transmission unit 20 at that time.

  The transmission member rotation speed control means 88 calculates a synchronous rotation speed that is a target rotation speed of the output member of the differential section 11, that is, the transmission member 18, and uses the first electric motor M1 and / or the second electric motor M2 to transmit the transmission member. The rotational speed is controlled so that the rotational speed of 18 becomes the calculated synchronous rotational speed of the transmission member 18.

Specifically, at the time of engagement, the transmission member rotational speed control means 88 is configured so that the first clutch C1 and / or the second clutch C2 are engaged with the relative rotational speed as low as possible. Before the engagement of the first clutch C1 and / or the second clutch C2, the vehicle speed V read by the vehicle state reading means 82 and the gear ratio γ of the automatic transmission unit 20 are first determined uniquely. The input rotational speed N _IN (= output shaft rotational speed N _OUT × gear ratio γ) of the automatic transmission 20 after engagement of the first clutch C1 and / or the second clutch C2 is calculated, that is, the rotational speed of the transmission member 18 is calculated. Is the synchronous rotation speed. For example, when the vehicle speed V is zero, the synchronous rotational speed of the transmission member 18 is zero, and when the shift lever 48 is operated to the “N” position while the vehicle is traveling forward, the synchronous rotational speed of the transmission member 18 is set. Is calculated from the vehicle speed V at that time and the gear ratio of the forward travel speed of the automatic transmission unit 20, for example, the first speed gear ratio γ1.

Next, when the engine 8 is in operation when the shift lever 48 is operated, the transmission member rotation speed control means 88 is driven by the first continuously variable transmission of the differential unit 11 and / or the first electric motor M1. A command is output to the hybrid control means 52 so that the second motor rotation speed _NM2 is controlled to rotate toward the synchronous rotation speed of the transmission member 18 using the two motors _M2 . At this time, the transmitting member rotational speed control means 88, the first electric motor M1 and / or the second electric motor M2 may be maintained the engine speed N _E substantially constant with. Further, when the shift lever 48 is operated and the engine 8 is stopped and the vehicle is running, the transmission member rotational speed control means 88 is driven by the first continuously variable transmission of the first motor M1. was allowed to idle for outputting a command to the second electric motor rotation speed N _M2 while maintaining the engine speed N _E substantially zero in a hybrid control means 52 so as to speed control toward the synchronous rotational speed of the transmission member 18 .

  The output control means 86 first applies the hydraulic pressure of the first clutch C1 and / or the second clutch C2 to the stepped shift control means 54 after the rotation speed control of the rotation speed of the transmission member 18 by the transmission member rotation speed control means 88 is completed. Apply. Then, after the engagement of the first clutch C1 and / or the second clutch C2, the output control means 86 uses the first electric motor M1 and / or the second electric motor M2 so that the output torque from the differential section 11 is gradually gradually increased. A command is output to the hybrid control means 52 so as to start up in steps or in steps.

  As described above, even when the vehicle is running or the vehicle is stopped, the engagement of the first clutch C1 and / or the second clutch C2 when the shift lever 48 is operated from the non-drive position to the drive position while the engine is operating. During the operation period, the relative rotational speeds of the first clutch C1 and the second clutch C2 are as low as possible, so that the transmission member rotational speed control is performed when the first clutch C1 and / or the second clutch C2 is engaged. Even if the means 88 causes the stepped transmission control means 54 to first apply the hydraulic pressure of the first clutch C1 and / or the second clutch C2 instead of gradually increasing, the engagement shock does not occur or is reduced.

  Further, the output control means 86 determines whether the driving position when the shift lever 48 is operated from the non-driving position to the driving position is the driving position for forward traveling, that is, the “D” position by the shift position determining means 80. Alternatively, on the basis of the determination result as to whether the driving position is for reverse traveling, that is, the “R” position, the rising characteristic of the output torque from the differential portion 11 after the engagement of the first clutch C1 and / or the second clutch C2 That is, the increase amount of the output torque from the differential unit 11 using the first electric motor M1 and the second electric motor M2 is changed. Generally, in reverse travel, the vehicle starts slowly compared to forward travel. Therefore, for example, when the drive position is the “R” position, the output control means 86 outputs the output from the differential unit 11 in order to make the rise of the drive torque gentler than when the drive position is the “D” position. A command is output to the hybrid control means 52 so as to reduce the amount of increase in torque.

  Further, the output control means 86 changes the rising characteristic of the output torque from the differential portion 11 after the engagement of the first clutch C1 and / or the second clutch C2 based on the required output value. Generally, the larger the required output value, the greater the driving torque, that is, the greater the vehicle acceleration. Therefore, the output control unit 86 performs hybrid control so that the amount of increase in the output torque from the differential unit 11 is increased in order to increase the output torque from the differential unit 11 more rapidly as the required output value increases. A command is output to the means 52. For example, when the accelerator is off, the output control means 86 generates torque for causing the creep phenomenon using the first electric motor M1 and / or the second electric motor M2 by the electric continuously variable transmission of the differential section 11. A command is output to the hybrid control means 52 so as to output from the differential section 11. Further, the output control means 86 instructs the hybrid control means 52 to increase the increase amount of the output torque from the differential section 11 as compared with the torque for causing the creep phenomenon as the accelerator operation amount increases. Is output.

The required output value is a parameter that represents the driver's acceleration request amount for the engine 8, and includes an accelerator operation amount (accelerator opening), a throttle opening, an intake air amount, a fuel injection amount, a throttle opening, and an engine speed _NE. such as the estimated engine torque T _E calculated from is used.

  When the shift lever 48 is operated from the non-drive position to the drive position while the vehicle is stopped, the first clutch C1 or the second clutch is interlocked with the operation of the shift lever 48 regardless of whether the engine is stopped or the engine is operating. In order to engage the clutch C2, for example, according to the engagement operation table of FIG. 2, when the drive position is the operation to the “D” position, the output control means 86 The first clutch C1 is engaged, and when the drive position is an operation to the “R” position, the second clutch C2 is engaged.

  Further, when the shift lever 48 is operated from the non-drive position to the drive position while the vehicle is running, the first clutch C1 and / or the gear is operated in conjunction with the operation of the shift lever 48 regardless of whether the engine is stopped or the engine is operating. For example, according to the engagement operation table of FIG. 2, the output control means 86 determines based on the vehicle state when the drive position is the operation to the “D” position so that the second clutch C <b> 2 is engaged. In the first to third speed gears, the first clutch C1 is engaged with the stepped shift control means 54 so as to establish the shift speed of the automatic transmission unit 20, and the fourth to fifth gears are engaged. At the speed gear stage, the first clutch C1 and the second clutch C2 are engaged, and when the drive position is the operation to the “R” position, the second clutch C2 is engaged.

  FIG. 10 is a flowchart for explaining a control operation of the electronic control device 40, that is, a control operation for suppressing a shift shock when the shift lever 48 is switched from the non-drive position to the drive position. It is repeatedly executed with an extremely short cycle time of about several tens of milliseconds.

First, in a step (hereinafter, step is omitted) S1 corresponding to the shift position determination means 80, the shift position of the shift lever 48 is driven based on a signal _PSH indicating the shift position of the shift lever 48 from the shift position sensor 49. Shift operation from the “N” position or “P” position, which is a non-driving position where the transmission path is in the power transmission cutoff state, to the “R” position or “D” position, which is the driving position where the power transmission path is in a state where power transmission is possible It is determined whether or not it has been done. If the determination in S1 is negative, in S7, the control operation by the various control means of the control device 40 currently being executed is executed, or the present routine is ended as it is.

  If the determination in S1 is affirmative, in S2 corresponding to the engine operation determination means 84, whether or not the engine 8 is in operation and the engine 8 can be a driving force source for vehicle travel is determined, for example, by hybrid control means Whether the engine 8 is operated or started is determined by 52.

If the determination in S2 is affirmative, in S3 corresponding to the output control means 86 (transmission member rotation speed control means 88) and the vehicle state reading means 82, first, the electronic control device 40 is detected from each sensor provided in the vehicle. Based on the signal input to, the actual vehicle speed V, the engine rotational speed _NE , and the gear ratio corresponding to each gear position of the automatic transmission unit 20 are read. Subsequently, the input rotational speed N _IN of the automatic transmission unit 20 that is uniquely determined from the vehicle speed V and the gear ratio of the automatic transmission unit 20, that is, the synchronous rotational speed that is the target rotational speed of the transmission member 18 is calculated. Then, the switching control means 50 maintains the power distribution mechanism 16 in the differential state or switches it to the differential state, and the first electric motor M1 and / or the second electric motor by the electric continuously variable transmission of the differential unit 11. A command is output to the hybrid control means 52 so as to control the rotation speed of the second motor rotation speed _NM2 toward the synchronous rotation speed of the transmission member 18 using M2.

  Subsequently, in S4 corresponding to the output control means 86, the stepped shift control means 54 is first applied with the hydraulic pressure of the first clutch C1 and / or the second clutch C2.

If the determination in S2 is negative, in S6 corresponding to the output control means 86, the hybrid control means in order to correspond to the input rotational speed of the automatic transmission unit 20 that becomes substantially zero when the vehicle speed V is substantially zero. With the first motor rotation speed N _M1 and the second motor rotation speed N _M2 maintained at 52 substantially at 52, the stepped shift control means 54 is first applied with the hydraulic pressure of the first clutch C1 or the second clutch C2. Alternatively, when the vehicle is traveling (motor traveling), the rotational speed control of the rotational speed of the transmission member 18 is executed in the same manner as S3 before the engagement of the first clutch C1 or the second clutch C2. In S6, the power distribution mechanism 16 is maintained in the differential state or switched to the differential state in advance by the switching control means 50 in preparation for the next control of S5.

  Then, in S5 corresponding to the output control means 86 subsequent to S4 or S6, the differential motor 11 uses the first electric motor M1 and / or the second electric motor M2 due to the electric continuously variable transmission of the differential unit 11. For example, when the accelerator is off, a command is output to the hybrid control means 52 so as to output a torque for causing a creep phenomenon so that the output torque gradually rises from a substantially zero state.

  FIGS. 11 and 12 are time charts for explaining the control operation shown in the flowchart of FIG. 10, and the control when the shift lever 48 is operated from the “N” position to the “D” position, that is, when the N → D shift is performed. Indicates operation. FIG. 11 shows the control operation when the rotational speed control of the transmission member 18 using the first electric motor M1 and the second electric motor M2 is performed while the engine is operating and the vehicle is stopped. FIG. 12 shows the control operation when the engine is stopped and the vehicle is stopped, and the rotational speed control is not performed.

11, when the engine 8 is N → D shift is performed at time point t ₁ during operation, for example, idle speed, time point t ₁ to approximately at t ₂ when the engine rotational speed N _E at idle speed The second motor rotation speed _NM2 is lowered toward zero so that the rotation speed of the transmission member 18 is kept constant and the synchronous rotation speed when the vehicle speed V is zero, that is, zero (S3 in the flowchart of FIG. 10). ). The hydraulic pressure of the first clutch C1 is first applied at t ₂ time to t ₃ time points after the rotation speed control end of the power transmitting member 18 (S4 in the flowchart of FIG. 10). The output torque of the differential portion 11 rises gradually from the state of substantially zero while maintaining at the first clutch C1 engaged after completing t ₃ after the time point of the substantially constant engine speed N _E at idle speed Thus, the second electric motor M2 is driven (S5 in the flowchart of FIG. 10). Of t ₃ after the time point of the solid line of the second electric motor rotation speed N _M2 For example the accelerator-off, also broken lines illustrate the respective rising of the second electric motor rotation speed N _M2 of when the accelerator 46 is somewhat depressed is there. As is apparent from the figure, when the accelerator 46 is depressed to some extent, the second motor rotation speed _NM2 rises faster than when the accelerator is off. This indicates that when the accelerator 46 is depressed more or earlier, the output torque from the differential unit 11 rises faster, that is, the starting acceleration is larger.

12, when the N → D shift is performed at time point t _1, the first electric motor speed N _M1 and the up engagement control of the first clutch C1 is started in time point t ₁ to t ₂ time 2 The motor rotation speed N _M2 is maintained at zero. And _t at _two points in time to _{t 3} when the hydraulic pressure of the first clutch C1 is first applied (S6 in the flowchart of FIG. 10). At the first subsequent t ₃ time points after completion engagement of the clutch C1 output torque from the differential unit 11 first electric motor M1 is caused to idle the engine speed N _E while being maintained at substantially zero is substantially zero The second electric motor M2 is driven so as to gradually rise from the state (S5 in the flowchart of FIG. 10). Similarly to FIG. 11, the solid line after the time point t _{3 of} the second motor rotation speed N _M2 is, for example, when the accelerator is off, and the broken line is the second motor rotation speed N _M2 when the accelerator 46 is depressed to some extent. This is an example of rising.

FIG. 13 is a time chart for explaining the control operation shown in the flowchart of FIG. 10, and when the shift lever 48 is operated from the “N” position to the “D” position or the “R” position while the vehicle is stopped, that is, N → The control action at the time of D (R) shift is shown. Further, FIG. 13, in addition to examples of when operated to the "R" position to the control operation shown in FIG. 11 or FIG. 12, the output torque of the automatic transmission portion 20 in place of the second electric motor rotation speed N _M2 (Output torque) This is also expressed in terms of T _OUT and vehicle speed V.

13, the hydraulic pressure of the first clutch C1 is first applied at t ₂ time to t ₃ time when N → D shift, the at t ₂ time to t ₃ time when N → R shift The hydraulic pressure of the two clutch C2 is first applied. Similar to FIG. 11 or FIG. 12, when the output torque T _OUT of t ₃ after the time of the solid line, for example the accelerator off, and broken lines illustrate the rise of each of the torque when the accelerator 46 is somewhat depressed is there. Further, the vehicle speed V is an example of when a is for example N → D shift which uniquely corresponds to the second electric motor rotation speed N _M2. In the case of t ₃ after the time of the solid line, for example the accelerator-off vehicle speed V, the Broken lines illustrate the rise of each of the vehicle speed V of when the accelerator 46 is somewhat depressed. Further, as apparent from the figure, the rise of the output torque T _OUT is slower in the case of N → R shift than in the case of N → D shift. That is, in the case of N → R shift, the amount of increase in output torque from the differential unit 11 is changed to be smaller than in the case of N → D shift.

  As described above, according to the present embodiment, in the speed change mechanism 10 including the power distribution mechanism 16 that enables the differential unit 11 to perform an electric continuously variable transmission, the power transmission path is in a power transmission enabled state and the power transmission cut-off. A drive position ("D", "R" position) for selecting switching to a power transmission enabled state by at least one engaging device of the first clutch C1 and the second clutch C2 that selectively switches to a state; The shift operating device 46 that is manually switched to the non-driving position ("P", "N" position) for selecting switching to the power transmission cutoff state by the engagement device is switched from the non-driving position to the driving position. During manual shift, the engagement device is engaged by the output control means 86 and the power transmission path is brought into a power transmission enabled state. Since the rise of the output torque from the differential unit 11 is controlled using the first electric motor M1 and / or the second electric motor M2 after the engagement of the device, shift shock can be suppressed when the engagement device is engaged. It becomes. For example, since the output control means 86 is controlled so that the output torque from the differential unit 11 gradually rises, the output torque from the differential unit 11 is suppressed when the engagement device is engaged. Thus, even if the hydraulic pressure of the first clutch is first applied, the shift shock is suppressed.

  Further, according to this embodiment, the output control means 86 first applies the hydraulic pressure for the engagement when the engagement device is engaged, so that the shift operation device 46 is switched from the non-drive position to the drive position. Torque transmission to the drive wheels 38 during manual shift is performed quickly, that is, the drive blank period is shortened, and shift response is improved.

Further, according to the present embodiment, the output control means 86 corresponds to the vehicle speed V so that the rotation speed of the transmission member 18 is suppressed so that the relative rotation speed of the engagement device is suppressed, that is, as small as possible. Therefore, the rotational speed of the transmission member 18 is set to the input rotational speed N _IN of the automatic transmission unit 20 that is uniquely determined based on the vehicle speed V and the transmission gear ratio of the automatic transmission unit 20. Since the rotational speed is controlled, the engagement device is engaged in a state where the relative rotational speed is made as small as possible, and the shift shock is suppressed.

  Further, according to the present embodiment, the output control means 86 executes the rotational speed control of the rotational speed of the transmission member 18 before the engagement device is engaged, so that the engagement device is rapidly engaged. Even shift shock is suppressed.

Further, according to the present embodiment, the output control means 86 performs the rotational speed control of the rotational speed of the transmission member 18 when the engine 8 is operated, so that the shift when the engine torque T _OUT is transmitted to the drive wheels 38 is performed. Shock is suppressed.

  Further, according to the present embodiment, the output control means 86 sets the output torque from the differential portion 11 based on whether the drive position is a forward drive position or a reverse drive position. Since the raising characteristic is changed, the rising of the driving torque can be changed between forward travel and reverse travel. For example, in reverse travel, where the vehicle is generally started slowly compared to forward travel, the drive torque rise can be made slower than forward travel.

  Further, according to the present embodiment, the output control means 86 changes the rising characteristic of the output torque from the differential unit 11 based on the required output value, so that the differential is based on the required output value, for example, the accelerator opening. The rise of the output torque from the unit 11 can be changed. For example, if the amount of increase in the output torque from the differential unit 11 is increased as the accelerator operation amount increases, the user can obtain an acceleration feeling commensurate with the accelerator operation.

  Further, according to the present embodiment, the first clutch C1 and the second clutch C2 are friction engagement devices used to establish the gear position of the automatic transmission unit 20, and the shift operation device 46 is switched to the non-drive position. When the first clutch C1 and the second clutch C2 are disengaged, the automatic transmission unit 20 is brought into the power transmission cut-off state, and when the shift operating device 46 is switched to the drive position, the first transmission is performed. Since at least one of the clutch C1 and the second clutch C2 is engaged, the automatic transmission unit 20 is brought into a power transmission enabled state, so that the power transmission path can be simply transmitted through the power transmission path when the shift operation device 46 is not driven. The power transmission path can be easily set to a power transmission enabled state when the shift operation device 46 is in the drive position.

  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. 14 is a skeleton diagram illustrating the configuration of the speed change mechanism 70 according to another embodiment of the present invention, and FIG. 15 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. 16 is a collinear diagram illustrating the speed change operation of the speed change mechanism 70.

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

In the speed change mechanism 70 configured as described above, for example, as shown in the engagement operation table of FIG. 15, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio can be obtained for each gear stage. ing. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the speed change mechanism 70, the differential portion 11 and the automatic speed change portion 72 which are brought into the constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0 operate as a stepped transmission. A speed change state is configured, and the differential part 11 and the automatic speed change part 72 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 70 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and is 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. 15, 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. 15 are released. As a result, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 72 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 72 are achieved. Thus, the rotational speed input to the automatic transmission unit 72, that is, the rotational speed of the transmission member 18 is changed steplessly, and each gear stage has a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio γT of the transmission mechanism 70 as a whole can be obtained continuously.

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

  In FIG. 16, the four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission 72 correspond to the fourth rotating element (fourth element) RE4 in order from the left and are connected to each other. 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. 16, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotational speed of the seventh rotation element RE7 (R2). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element RE5 (CA3), and a sixth rotational element RE6 (CA2, CA2, coupled to the output shaft 22). The rotation speed of the output shaft 22 of the first speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed of R3). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the differential portion 11 to the seventh rotary element RE7 at the same speed as the engine speed N _E is input. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The output shaft of the fourth speed at the intersection of the horizontal straight line L4 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 A rotational speed of 22 is indicated.

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

  FIG. 17 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, the transmission mechanisms 10 and 70 of the above-described embodiment have a continuously variable transmission state and a stepped state that function as an electrical continuously variable transmission by switching the differential unit 11 between a continuously variable transmission state and a constant transmission state. Although it is configured to be able to switch to a stepped speed change function that functions as a transmission, the speed change mechanism that is not configured to be switchable to the stepped speed change state, that is, the differential unit 11 does not include the switching clutch C0 and the switching brake B0 and This embodiment can be applied even to the differential section 11 having only a function as a continuously variable transmission.

  Further, the transmission member rotational speed control means 88 of the above-described embodiment controls the rotational speed of the transmission member 18 to the rotational speed corresponding to the vehicle speed V. However, the rotational speed control with only the vehicle speed V being zero is performed. That is, the rotational speed of the transmission member 18 may be controlled toward zero without corresponding to the vehicle speed V.

  Further, in the transmission mechanisms 10 and 70 of the above-described embodiment, a differential state in which the differential unit 11 (power distribution mechanism 16) can operate as an electrical continuously variable transmission and a non-differential state in which the differential unit 11 (power distribution mechanism 16) does not operate. Is switched to a continuously variable transmission state and a stepped transmission state. Switching between the continuously variable transmission state and the stepped transmission state is performed by the differential unit 11 in the differential state and the non-differential state. For example, even if the differential unit 11 remains in the differential state, the stepped transmission is obtained by changing the speed ratio of the differential unit 11 stepwise instead of continuously. Can be made to function as. In other words, the differential state / non-differential state of the differential 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. 11 is not necessarily configured to be switchable between a continuously variable transmission state and a stepped transmission state, and the transmission mechanisms 10 and 70 (the differential unit 11 and the power distribution mechanism 16) are in a differential state and a non-differential state. The present invention can be applied if it is configured to be switchable.

  Further, in the above-described embodiment, the first clutch C1 and the first clutch C1 that constitute a part of the automatic transmission units 20 and 72 as an engagement device that selectively switches the power transmission path between the power transmission enabled state and the power transmission cut-off state. Two clutches C2 are used, and the first clutch C1 and the second clutch C2 are disposed between the automatic transmission units 20 and 72 and the differential unit 11, but are not necessarily limited to the first clutch C1 and the second clutch C2. It is not necessary that the power transmission path be selectively switched between the power transmission enabled state and the power transmission cut-off state. 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 differential member 11, that is, the transmission member 18 that is the output member of the power distribution mechanism 16 and the drive wheel 38. However, another type of power transmission device such as a continuously variable transmission (CVT), which is a kind of automatic transmission, may be provided. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear positions in the stepped transmission, and the automatic transmission units 20 and 72 are used by using the plurality of fixed gear ratios. Shifting may be performed. Alternatively, the present invention can be applied even if the automatic transmission units 20 and 72 are not necessarily provided. In this case, when the automatic transmission units 20 and 72 are continuously variable transmissions (CVT) or when the automatic transmission units 20 and 72 are not provided, the power transmission path between the transmission member 18 and the drive wheels 38 is not provided. The power transmission path is switched between a power transmission enabled state and a power transmission cut-off state by controlling the engagement and release of the engagement device independently by providing the engagement device.

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

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

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

  In the above-described embodiment, the shift range is set by operating the shift lever 48 to the “M” position. However, the shift speed is set, that is, the highest speed shift speed of each shift range is set. It may be set as a gear position. In this case, in the automatic transmission units 20 and 72, the gear position is switched and the gear shift is executed. For example, when the shift lever 48 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the automatic transmission unit 20 selects any one of the first to fourth gears. Is set according to the operation of the shift lever 48.

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

  Further, the output control means 86 of the above-described embodiment is arranged such that the first clutch C1 and / or the second clutch C2 are engaged with the stepped transmission control means 54 in conjunction with the operation of the shift lever 48. Although the C1 and / or the second clutch C2 are engaged, the hydraulic circuit is configured so that the first clutch C1 and / or the second clutch C2 is engaged in conjunction with the operation of the shift lever 48, and the first clutch is configured. The clutch C1 and / or the second clutch C2 may be engaged.

  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. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. 6 is a flowchart for explaining a control operation of the electronic control device of FIG. 5, that is, a control operation for suppressing a shift shock when the shift lever 48 is switched from the non-drive position to the drive position. It is a time chart explaining the control action shown in the flowchart of FIG. 10, and shows the control action at the time of the N → D shift while the engine is operating and the vehicle is stopped. It is a time chart explaining the control action shown in the flow chart of Drawing 10, and shows the control action at the time of N-> D shift while an engine stops and vehicles stop. It is a time chart explaining the control action shown in the flowchart of Drawing 10, and shows the control action at the time of N-> D (R) shift in the time of vehicles stop. The control operation shown in FIG. 11 or 12 is expressed by the output torque and the vehicle speed of the automatic transmission unit. 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. 15 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. 15 is a collinear diagram illustrating the relative rotational speeds of the 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 10, 70: Transmission mechanism (drive device)
11: Differential unit 16: Power distribution mechanism (differential mechanism)
18: Transmission member 20, 72: Automatic transmission unit (stepped automatic transmission)
38: Drive wheel 46: Shift operation device 86: Output control means M1: First electric motor M2: Second electric motor C1: First clutch (engagement device)
C2: Second clutch (engagement device)

Claims (8)

Electricity having a differential mechanism that distributes engine output to the first motor and the transmission member, and a second motor provided in a power transmission path from the transmission member to the drive wheels, and functioning as an electrical differential device A control device for a vehicle drive device comprising: an automatic differential unit; and an automatic transmission unit that constitutes a part of the power transmission path and functions as an automatic transmission,
An engagement device that selectively switches the power transmission path between a power transmission enable state and a power transmission cutoff state;
Shift that is manually switched between a drive position for selecting switching to the power transmission enabled state by the engagement device and a non-drive position for selecting switching to the power transmission cut-off state by the engagement device An operating device;
When the shift operation device is switched from the non-driving position to the driving position, the engagement device is engaged to make the power transmission path in a state where power can be transmitted, and the first device is engaged after the engagement device is engaged. Output control means for controlling the rising of the output torque from the electrical differential unit using the electric motor and / or the second electric motor. 2. The control device for a vehicle drive device according to claim 1, wherein the output control means controls the engagement device to be rapidly engaged when the engagement device is engaged. The output control means uses the first electric motor and / or the second electric motor to suppress the relative rotational speed of the engagement device so that the rotational speed of the transmission member becomes a rotational speed corresponding to the vehicle speed. The control device for a vehicle drive device according to claim 1 or 2, wherein the control device controls rotation speed. 4. The control device for a vehicle drive device according to claim 3, wherein the output control means executes a rotational speed control of a rotational speed of the transmission member before the engagement of the engagement device is started. The control device for a vehicle drive device according to claim 3 or 4, wherein the output control means executes a rotational speed control of a rotational speed of the transmission member when the engine is operated. The output control means changes a startup characteristic of output torque from the electrical differential unit based on whether the drive position is a forward drive position or a reverse drive position. The control device for a vehicle drive device according to any one of claims 1 to 5. The control device for a vehicle drive device according to any one of claims 1 to 6, wherein the output control means changes a startup characteristic of output torque from the electrical differential unit based on a required output value. The automatic transmission unit is a stepped automatic transmission, and the engagement device is a friction engagement device used to establish a shift stage of the stepped automatic transmission,
When the shift operation device is switched to the non-driving position, the stepped automatic transmission is in a power transmission cut-off state by the engagement device, and the shift operation device is switched to the drive position. The control device for a vehicle drive device according to any one of claims 1 to 7, wherein the stepped automatic transmission is in a state capable of transmitting power by the engagement device.

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