JP2006046386A - Controller of drive device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller enabling a reduction in the size of a drive device for a vehicle or capable of providing the drive device improved in fuel economy, and properly warming up a vehicle starting at an engine to an exhaust system. <P>SOLUTION: This controller comprises an engagement device (changeover clutch CO or changeover brake BO). Accordingly, a transmission mechanism 10 is switched between a continuously variable shift state and a stepwise variable shift state to provide both advantages of the fuel economy improvement effect of a transmission in which a reduction gear ratio can be electrically changed and the high transmission efficiency of a gear type transmission mechanically transmitting a power. Also, since a continuously variable transmission part 11 is brought into the continuously variable shift state by a switching control means 50 when an engine rotational speed is raised for warming up, the engine rotational speed N<SB>E</SB>is not arrested by a vehicle speed V. When a first idle up is performed by a warmup operation control means 84, the rotational speed is raised to a first idle rotational speed N<SB>IDLUP</SB>to promote the warmup of the engine 8 and on catalyst 92. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle drive device including an engine and a differential mechanism that functions as an electrical differential device by a differential action, and more particularly to a control technique during engine operation for warm-up.

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

JP 2000-110604 A JP 2000-346187 A JP 2000-2327 A

  In general, a continuously variable transmission is known as a device for improving the fuel efficiency of a vehicle, while a gear transmission such as a stepped automatic transmission is known as a device having good transmission efficiency. However, there has not yet been a power transmission mechanism that combines these advantages. For example, the hybrid vehicle drive apparatus as shown in Patent Document 1 includes a transmission path that transmits an electric path of electric energy from the first electric motor to the second electric motor, that is, a part of the driving force of the vehicle by electric energy. Since the first electric motor must be increased in size with the increase in engine output, the second electric motor driven by the electric energy output from the first electric motor must also be increased in size, so that the drive device is large. There was a problem of becoming. Alternatively, since a part of the engine output is once converted into electric energy and transmitted to the drive wheels, the fuel consumption may be deteriorated depending on the driving conditions of the vehicle such as high-speed driving. The same problem occurs when the power distribution mechanism is used as a transmission in which the gear ratio is electrically changed, for example, a continuously variable transmission called an electric CVT.

  By the way, in the hybrid vehicle as shown in the above-mentioned Patent Document 1, an engine or exhaust system such as a catalyst is required to have a larger output than usual in order to promote warm-up of the catalyst, and the engine is controlled so that the required output is obtained. Proper warm-up is performed. Then, also in the vehicle drive device that can solve the problem of the hybrid vehicle drive device described above, it is desirable that the engine or the exhaust system be warmed up appropriately.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle drive device in which the drive device can be miniaturized or fuel efficiency can be improved. It is an object of the present invention to provide a control device in which exhaust system warm-up is appropriately executed.

  That is, the gist of the invention according to claim 1 is that a differential mechanism for distributing engine output 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 including a continuously variable transmission that can be operated as an electric continuously variable transmission, comprising: (a) the differential mechanism, and the continuously variable transmission unit An engagement device for selectively switching between a continuously variable transmission state in which the electric continuously variable transmission can be operated and a stepped transmission state in which the electric continuously variable transmission does not operate, and (b) an engine for warm-up And a warming-up time switching control means for setting the continuously variable transmission portion to a continuously variable transmission state when the rotational speed is increased.

  In this way, the continuously variable transmission portion in the vehicle drive device by the engagement device is capable of an electric continuously variable transmission operation and a stepless transmission state in which the electric continuously variable transmission is not operated. Therefore, there is a drive device that combines the advantages of both the fuel efficiency improvement of a transmission whose gear ratio is electrically changed and the high transmission efficiency of a gear transmission that mechanically transmits power. can get. For example, in the normal output range of the engine where the vehicle is running at low and medium speeds and low and medium power running, the continuously variable transmission is set to a continuously variable transmission state to ensure fuel efficiency of the vehicle. The power and electricity generated when the continuously variable transmission is in a stepped transmission state and is operated as a transmission in which the output of the engine is transmitted to the drive wheels exclusively through a mechanical power transmission path and the gear ratio is electrically changed. Since the conversion loss between energy is suppressed, fuel consumption is improved. In addition, since the continuously variable transmission is in a step-variable shifting state during high-power traveling, the regions to be operated as a transmission whose gear ratio is electrically changed are low-medium speed traveling and low-medium power traveling. Thus, the electric energy to be generated by the electric motor, in other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric motor or the driving device of the vehicle including the electric motor can be further downsized.

  Further, when the engine rotational speed is increased for warm-up, the continuously variable transmission unit is set to a continuously variable transmission state by the warm-up switching control means, so that the continuously variable transmission unit continuously variable engine speed is not restricted by the vehicle speed. In the shift state, the engine speed can be freely controlled regardless of the vehicle speed. For example, the engine rotational speed can be increased to a warm-up engine rotational speed set in advance for warming up, for example, a first idle rotational speed, and engine warming or exhaust system, for example, catalyst warming up is promoted. . Further, by increasing the engine rotation speed, the amount of power generated by the first electric motor is increased, for example, the state of charge SOC of the power storage device is increased, and fuel consumption deterioration due to idle-up is suppressed.

  The gist of the invention according to claim 2 is that 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) provided in the differential mechanism, wherein the differential mechanism is in a differential state in which the differential action works and a lock state in which the differential action is not carried out. And an engagement device for selectively switching, and (b) a warm-up switching control means for setting the differential mechanism in a differential state when the engine rotational speed is increased for warm-up.

  In this way, the differential mechanism in the vehicle drive device can be selectively switched between the differential state in which the differential action works and the lock state in which the differential action does not take place by the engagement device. Thus, a drive device is obtained that has both the advantages of improving the fuel efficiency of a transmission whose gear ratio is changed and the high transmission efficiency of a gear transmission that mechanically transmits power. For example, in the normal output range of the engine where the vehicle is running at low and medium speeds and low and medium power running, the differential mechanism is in a differential state to ensure the fuel efficiency of the vehicle, but at high speeds it is differential. When the mechanism is locked and the engine output is transmitted to the drive wheels exclusively through a mechanical power transmission path to operate as a transmission in which the gear ratio is electrically changed, the power between the generated power and electric energy Since conversion loss is suppressed, fuel efficiency is improved. In addition, since the differential mechanism is locked in high output traveling, the region to be operated as a transmission in which the gear ratio is electrically changed is the low and medium output traveling of the vehicle. In other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric motor or the drive device of the vehicle including the electric motor can be further downsized.

  In addition, when the engine speed for warming up is increased, the differential mechanism is brought into a differential state by the warm-up switching control means, so in the differential state of the differential mechanism where the engine speed is not restricted by the vehicle speed. The engine speed can be freely controlled regardless of the vehicle speed. For example, the engine rotational speed can be increased to a warm-up engine rotational speed set in advance for warming up, for example, a first idle rotational speed, and engine warming or exhaust system, for example, catalyst warming up is promoted. . Further, by increasing the engine rotation speed, the amount of power generated by the first electric motor is increased, for example, the state of charge SOC of the power storage device is increased, and fuel consumption deterioration due to idle-up is suppressed.

  Here, preferably, in the drive device according to claim 1, the continuously variable transmission portion is in a continuously variable transmission state by causing the differential mechanism to be in a differential state in which the differential mechanism works by the engagement device. Thus, the stepped speed change state is obtained by setting the lock state without the differential action. If it does in this way, a continuously variable transmission part is switched to a continuously variable transmission state and a stepped transmission state.

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

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

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

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

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

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

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

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

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

As shown in FIG. 5, the exhaust pipe 90 of the engine 8 is provided with a catalyst 92, and exhaust gas generated by combustion of the engine 8 flows into the catalyst 92 through the exhaust pipe 90 and is purified by the catalyst 92. Discharged into the atmosphere. The catalyst 92 is composed of, for example, a well-known three-way catalyst that purifies hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NO _x ), and the like in the exhaust gas.

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

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

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

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 does not perform the differential action, that is, enters a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged, the power distribution mechanism 16 includes three elements of the first planetary gear device 24. Since the 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, the non-differential state in which the differential action is impossible is established. Is also in a non-differential state. Further, since the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other, the continuously variable transmission unit 11 (power distribution mechanism 16) functions as a transmission in which the speed ratio γ0 is fixed to “1”. A constant shift state, that is, a stepped 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 non-differential state in which the differential action cannot be performed is set, and thus the continuously variable transmission 11 is also set to the non-differential state. Further, 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 continuously variable transmission 11 (power distribution mechanism 16) has a gear ratio γ0. Is set to a constant transmission state that functions as a speed-up transmission with a value smaller than “1”, for example, about 0.7, that is, a stepped transmission state. As described above, in this embodiment, the switching clutch C0 and the switching brake B0 change the continuously variable transmission unit 11 (power distribution mechanism 16) between the differential state and the non-differential state, that is, the continuously variable transmission unit 11 (power). The distribution mechanism 16) is operated as an electric differential device, for example, a continuously variable transmission in which the gear ratio can be continuously changed. Electric continuously variable transmission that operates as a single-stage or multiple-stage transmission with one or two or more transmission ratios, that is, a locked state in which continuously variable transmission operation is not operated and the transmission ratio change is locked constant It is selectively switched to a constant shift state (non-differential state) that does not operate, that is, an electric continuously variable shift operation is not possible, in other words, a constant shift state that operates as a single-stage or multi-stage transmission with a constant gear ratio. As a differential state switching device It has the ability.

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

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

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

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

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

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

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

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

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

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

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

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

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

The electronic control unit 40, from the sensors and switches shown in FIG. 4, a signal representative of the signal indicative of the engine coolant temperature TEMP _W, the signal representing the shift position P _SH, the engine rotational speed N _E is the rotational speed of the engine 8, the gear A signal indicating the ratio 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 indicating the operating oil temperature of the automatic transmission unit 20. A temperature signal, a signal indicating a side brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, an accelerator opening signal Acc indicating an operation amount of an accelerator pedal, a cam angle signal, and a snow mode setting indicating a snow mode setting Signal, acceleration signal indicating the longitudinal acceleration of the vehicle, auto-cruise signal indicating auto-cruising, vehicle weight signal indicating the weight of the vehicle, each drive A step speed switch operation for switching the continuously variable transmission portion 11 (power distribution mechanism 16) to the stepped speed change state (locked state) in order to make the speed change mechanism 10 function as a stepped transmission. The presence or absence of a continuously variable switch for switching the continuously variable transmission unit 11 (power distribution mechanism 16) to a continuously variable transmission state (differential state) in order to cause the transmission mechanism 10 to function as a continuously variable transmission. signal indicating a signal representative of the rotational speed _{N M1} of the first electric motor M1, a signal representing the rotational speed _{N M2} of the second electric motor M2, a signal representing the generated current _{I M1G} of the first electric motor M1, power generation current of the second electric motor M2 signals representing the I _M2G, signals representing the driving current _{I M1A} to the first electric motor M1, a signal representing the driving current _{I M2A} of the second electric motor M2, so the signal representing the control current _{I M1} supplied to the first electric motor M1, Signal representative of the control current I _M2 to be supplied to the second electric motor M2, so signal and representative of the state of charge SOC of power storage device 60, are supplied.

  A control signal from the electronic control unit 40 to the engine output control unit 43 (see FIG. 5) for controlling the engine output, for example, a throttle actuator 97 for operating the opening of the electronic throttle valve 96 provided in the intake pipe 95. A fuel supply amount signal for controlling the fuel supply amount to the engine 8 by the fuel injection device 98, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 99, and supercharging for adjusting the supercharging pressure To display a pressure adjustment signal, an electric air conditioner drive signal for operating the electric air conditioner, a command 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 Gear ratio display signal, snow mode display signal to indicate that it is in snow mode, wheels during braking ABS operation signal for operating the ABS actuator for preventing slip, M mode display signal for indicating that the M mode is selected, hydraulic pressure of the hydraulic friction engagement device of the continuously variable transmission unit 11 and the automatic transmission unit 20 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 to control the actuator, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42 (see FIG. 5), electric A signal for driving the heater, a signal to the cruise control computer, and the like 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 continuously variable transmission unit 11, while driving the engine 8 and the second electric motor M2. The transmission ratio γ0 of the continuously variable transmission unit 11 as an electric continuously variable transmission is controlled by changing the force distribution and the reaction force generated by the power generation of the first electric motor M1 so as to be optimized. For example, at the traveling vehicle speed at that time, the driver's required output is calculated from the accelerator pedal operation amount Acc and the vehicle speed V, the required driving force is calculated from the driver's required output and the required charging value, and the engine rotational speed _NE calculating the total output, based on its total output and engine rotational speed N _E, the power generation of the first electric motor M1 outputs a command that controls the engine 8 to obtain the engine output to the engine output control device 43 Control the amount. Further, even in the rotational speeds are the same for the hybrid control means 52 is the same speed and the same automatic shifting portion 20 gear ratio or transmission member 18, the engine rotational speed N _E by controlling the amount of power generated by the first electric motor M1 It is possible to control.

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control, transmission member determined by the gear position of the engine rotational speed N _E for example target engine speed N _E ^* and the vehicle speed V and the automatic shifting portion 20 is determined to operate the engine 8 in an operating region at efficiency 18 Therefore, the continuously variable transmission 11 is made to function as an electrical continuously variable transmission. That is, the drivability and the fuel consumption when the hybrid control means 52 continuously-variable shifting control an output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 stored in advance in a two-dimensional coordinate with parameters The optimum curve (map, relationship) of the engine 8 that has been experimentally set in advance so as to satisfy both of the above is stored, and for example, the required driving force is satisfied so that the engine 8 can be operated along the optimum 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 an engine output required for, continuously variable as to obtain the target value The gear ratio γ0 of the unit 11 is controlled, and the total gear ratio γT is controlled within a changeable range, for example, a range of 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.

Further, the hybrid control means 52 starts and travels the vehicle using only the electric motor, for example, only the second electric motor M2 as a driving force source by means of the electric CVT function of the continuously variable transmission 11 even when the engine 8 is in an operation stop state. The vehicle can start and run. In particular, the hybrid control means 52 causes the first motor M1 to idle so as to improve the fuel efficiency by suppressing the dragging of the engine 8 that is not operating during the start of the motor and the running of the motor. by for operation is to maintain the engine speed N _E to zero or substantially zero, ie, the engine rotational speed N _E to a value close to zero, including zero. However, in this embodiment, a value close to zero including zero may be expressed as substantially zero. Further, the hybrid control means 52 operates the first electric motor M1 and / or the second electric motor M2 even when the continuously variable transmission unit 11 is in a stepped transmission state (constant transmission state) when the operation of the engine 8 is stopped. You can also start and run.

The motor starting and motor running by the hybrid control means 52, generally, when a relatively low vehicle speed relatively low output torque T _OUT or during vehicle engine efficiency is poor compared to the high torque region or low load Run in the area. Therefore, when the vehicle starts or when the vehicle is lightly loaded, the above-mentioned motor start / run is usually executed with priority over the engine start / run. The hybrid control means 52 controls the reaction force of the power distribution mechanism 16 by controlling the reaction force generated by the power generation of the first electric motor M1 when starting the engine starting with the engine 8 as a driving force source instead of the motor starting. The engine start is controlled by increasing the rotational speed of the transmission member 18 by the differential action. As described above, the motor start is usually executed with priority, but this engine start control is also normally executed depending on the vehicle state.

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the continuously variable transmission unit 11 regardless of whether the vehicle is stopped or in a low vehicle speed state. For example, when the state of charge SOC of the power storage device 60 decreases when the vehicle is stopped 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 power is generated. Even if the rotation speed of the electric motor M1 is increased and the rotation speed of the second electric motor M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) due to the vehicle stop state, the engine rotation speed is caused by the differential action of the power distribution mechanism 16. _NE is maintained at a speed higher than the autonomous rotation speed.

Further, the hybrid control means 52 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the continuously variable transmission unit 11 regardless of whether the vehicle is stopped or traveling. It is to maintain the engine rotational speed N _E to any speed Te. For example, the hybrid control means as will be apparent from the collinear chart shown in FIG. 3 52 when lowering the engine speed N _E, the first while maintaining the second electric motor rotation speed N _M2, bound with the vehicle speed V constant The motor rotation speed _NM1 is reduced.

  Further, the hybrid control means 52 causes the continuously variable transmission 11 to transmit torque by causing the first electric motor M1 and the second electric motor M2 to idle, that is, not generating reaction force torque by the first electric motor M1 and the second electric motor M2. An impossible state, that is, a state equivalent to a state where the power transmission path in the continuously variable transmission unit 11 is interrupted can be obtained.

Further, the hybrid control means 52 rotates the second electric motor M2 as a generator by using the kinetic energy of the vehicle, that is, the reverse driving force transmitted from the driving wheels 38 to the engine 8 side when the vehicle is decelerated or braked with the accelerator off. A so-called regenerative braking control is performed in which the electric energy, that is, the second motor generator current I _M2G is charged to the power storage device 60 via the inverter 58. This regenerative braking control is a regenerative amount determined based on a braking force distribution with a braking force by a hydraulic brake for obtaining a braking force according to the state of charge SOC of the power storage device 60 and the brake pedal operation amount. Be controlled. The hybrid control means 52 can also execute regenerative braking control using the first electric motor M1 and / or the second electric motor M2 when the continuously variable transmission unit 11 is in the stepped transmission state (constant transmission state). It is.

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

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

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

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

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

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

The shift diagram, the switching diagram, and the like are stored not as a map but as a judgment formula for comparing the actual vehicle speed V and the judgment vehicle speed V1, a judgment formula for comparing the output torque T _OUT and the judgment output torque T1, and the like. Also good. In this case, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1. Further, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the vehicle state, for example, the output torque T _OUT of the stepped speed change unit 20 exceeds the judgment output torque T1. Further, when the control device of the electric system such as the electric motor for operating the continuously variable transmission 11 as an electric continuously variable transmission has failed or the function is reduced, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Functional degradation of equipment related to the electrical path until it is converted into mechanical energy, that is, failure of the first electric motor M1, the second electric motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, etc. ) Or when a function deterioration or malfunction due to low temperature occurs, the switching control means 50 may preferentially place the speed change mechanism 10 in a stepped speed change state in order to ensure vehicle travel even in the continuously variable control region. .

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

  For example, the manual valve mechanically connected to the shift lever 48 is switched in conjunction with the manual operation of the shift lever 48 to each shift position, and the reverse gear stage “R” shown in the engagement operation table of FIG. ”, Neutral“ N ”, forward gear stage“ D ”, etc., the hydraulic control circuit 42 is mechanically switched. Further, the first to fifth shift stages shown in the engagement operation table of FIG. 2 at the “D” or “M” position are established by electrically switching the electromagnetic valve in the hydraulic control circuit 42.

  The shift positions indicated by the “P” to “M” positions are the non-travel positions of the “P” position and the “N” position, for example, as shown in the engagement operation table of FIG. Non-drive for selecting switching to the power transmission cut-off state of the power transmission path by the clutch C1 and the clutch C2 that disables driving of the vehicle in which the power transmission path in the automatic transmission unit 20 is released so that both are released. It is a position. In addition, each travel position of the “R” position, the “D” position, and the “M” position is engaged with at least one of the first clutch C1 and the second clutch C2 as shown in the engagement operation table of FIG. It is also a drive position for selecting switching to a power transmission enabled state of the power transmission path by the clutch C1 and / or the clutch C2 that enables driving of the vehicle to which the power transmission path in the automatic transmission unit 20 is connected. .

  Specifically, when the shift lever 48 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. When the power transmission is cut off from the power transmission cut-off state and the shift lever 48 is manually operated from the “N” position to the “D” position, at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased. The transmission path is changed from a power transmission cutoff state to a power transmission enabled state. Further, the “D” position is also the fastest running position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine brake effect can be obtained.

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

  For example, when the “D” position is selected by operating the shift lever 48, the shift control means 50 automatically switches the shift state of the transmission mechanism 10 based on the shift map and the switch map stored in advance as shown in FIG. The control is executed, the continuously variable transmission control of the continuously variable transmission 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 transmission state, the speed change mechanism 10 has a continuously variable transmission ratio width of the continuously variable transmission unit 11 and the first through fourth gears of the automatic transmission unit 20. 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 each gear stage that is automatically controlled within the range. 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 can be switched to a continuously variable speed state, the speed change mechanism 10 automatically operates within the range of the continuously variable speed ratio range of the continuously variable speed change portion 11 and the shift speed range of the automatic speed change portion 20 corresponding to each speed change 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 subjected to shift control. 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 that the shift position of the shift lever 48 is any one of the drive position, that is, the “R” position, the “D” position, and the “M” position based on the signal P _SH indicating the shift position. It is determined whether or not.

The warm-up condition determination means 82 detects, for example, by an engine water temperature sensor 94 supplied to the electronic control unit 40 whether or not a condition that requires warm-up of the engine 8 or warm-up of the exhaust system such as the catalyst 92 is satisfied. Based on the signal indicating the engine water temperature TEMP _W , the actual engine water temperature TEMP _W is determined based on whether it is equal to or lower than a predetermined engine water temperature TEMP _WP .

The predetermined engine water temperature TEMP _WP is experimentally determined in advance as an engine water temperature TEMP _W that requires the engine 8 to be warmed up so that the engine 8 can be appropriately operated in consideration of the output of the engine 8, fuel consumption, and the like. This is the calculated value. Or if the temperature of the said catalyst 92 is low generally, the reaction efficiency of a catalyst will fall and the function as a catalyst will not work appropriately. Therefore, it is necessary to warm up the catalyst 92 promptly. Since the warming-up of the catalyst 92 is performed by the exhaust gas of the engine 8, the engine water temperature TEMP _W and the temperature of the catalyst 92 are related, so that the predetermined engine water temperature TEMP _WP functions properly as a catalyst. Further, it is also a value obtained in advance by experiments or the like as the engine water temperature TEMP _W that requires the catalyst 92 to be warmed up.

The hybrid control means 52 raises the engine speed N _E includes a warm-up operation control unit 84 for executing the warm-up operation of the engine 8, conditions that require warm-up by the warm-up condition determining means 82 is satisfied If it is determined that the engine 8 is warmed up or the catalyst 92 is warmed up, the warm-up operation control means 84 is caused to execute the warm-up operation of the engine 8.

The warm-up operation control means 84, to perform a so-called fast idle-up to increase the engine rotation speed N _E to the engine rotational speed for a preset warm-up for warm-up, the electronic throttle valve by the throttle actuator 97 A command to open the opening of 96 is output to the engine output control device 43. The first idling-up, as warm-up of the warm-up or catalyst 92 of the engine 8 is promoted, predetermined warming-up the engine of the engine rotational speed N _E as the engine rotational speed N _E when the engine is warming up The first idle rotation speed N _IDLUP is increased as the rotation speed. For example, the first idle rotational speed N _IDLUP is set to a rotational speed higher than the normal engine idle rotational speed N _IDL, which is set to about 600 to ₇₀₀ rpm, for example, 1000 to 1300 rpm.

Thus, since the engine rotational speed N _E is raised to the first idling rotational speed N _IDLUP that is preset for the warm-up, warm-up of the warm-up or catalyst 92 of the engine 8 is promoted. Further, the by by the rotational speed of the first electric motor M1 lifted the engine rotational speed N _E is increased, i.e. reaction torque of the first electric motor M1 to increase the output torque T _E of the engine 8 is increased since power generation of the first electric motor M1 is increased, deterioration of fuel efficiency caused by the increase in the engine rotational speed N _E by the execution of the first idling-up is prevented for example by increasing charging state SOC of the power storage device.

Here, the continuously variable transmission unit 11 can be selectively switched between a continuously variable transmission state and a stepped transmission state (constant transmission state) as described above, and in the continuously variable transmission state of the continuously variable transmission unit 11, , the engine rotational speed N _E without being bound with the vehicle speed V can be controlled by operation thereof electrically controlled continuously variable transmission. Thus, the engine rotational speed N _E is raised to the first idling rotational speed N _IDLUP for warm-up by the warm-up operation control unit 84. However, when the shift position determination means 80 determines that the shift position of the shift lever 48 is the drive position, and the constant speed change state of the continuously variable transmission 11, the power transmission path between the engine 8 and the drive wheels 38. There so mechanically coupled to the engine rotational speed N _E is constrained to the vehicle speed V, the engine rotational speed N _E can not be freely controlled. Thus, unlike the continuously-variable shifting state of the continuously-variable transmission portion 11, the engine rotational speed N _E is not raised to the fast idle speed N _IDLUP for warming up the warm-up operation control unit 84.

The above-mentioned shift position is the drive position and the constant speed change state of the continuously variable transmission unit 11 is, for example, the switching clutch C0, the first clutch when the vehicle starts or the engine starts in the constant speed change state of the continuously variable transmission unit 11 while the vehicle is stopped. In some cases, such as a friction start in which engine start is executed with the C1 or the second clutch C2 in the slip state, it is impossible to increase to the first idle rotational speed N _IDLUP due to warm-up.

Therefore, the switching control means 50 determines that the condition that requires warm-up is established by the warm-up condition determination means 82 and determines that the shift position of the shift lever 48 is the drive position by the shift position determination means 80. If it is, the continuously variable transmission unit 11 is maintained in the continuously variable transmission state 11 or the continuously variable transmission unit 11 is switched preferentially (forcibly) to the continuously variable transmission state to increase to the first idle rotational speed N _IDLUP . It is possible to make it. That is, the switching control means 50 also functions as a warm-up switching control means for setting the continuously variable transmission portion 11 to the continuously variable transmission state when the fast idle rotation speed N _IDLUP for warm-up by the warm-up operation control means 84 is increased. To do.

On the other hand, when the shift position determination means 80 determines that the shift position of the shift lever 48 is not the drive position, that is, when the shift position of the shift lever 48 is the non-drive position, that is, the “P” position or the “N” position. Is a state in which the power transmission path in the automatic transmission unit 20 is cut off, so that even if the continuously variable transmission unit 11 is in a stepped transmission state, the engine speed _NE is controlled without being constrained by the vehicle speed V. Can be done. Thus, by the warm-up operation control section 84 regardless of the shifting state of the continuously variable transmission unit 11 is an engine rotational speed N _E is raised to the first idling rotational speed N _IDLUP for warm-up.

Here, when the engine rotational speed _NE is increased at the non-drive position of the shift lever 48, the rotational speed of the transmission member 18 is relatively increased, and the relative rotational speeds of the first clutch C1 and the second clutch C2 are relatively increased. growing. When the shift lever 48 is operated to the drive position while the engine speed _NE is increased in this way, the shift shock becomes relatively large or the durability of the first clutch C1 and the second clutch C2 is increased. There was a possibility of decline.

Therefore, the transmission member rotation control means 86 is a case where the shift position determination means 80 determines that the shift position of the shift lever 48 is not the drive position, and the warm-up operation control means 84 performs fast idle for warm-up. the rotational speed _{N IDLUP} ascent is controlled to be less than a predetermined transmission member rotational speed _{N 18A} the rotational speed of the power transmitting member 18 by using the first electric motor M1 and / or the second electric motor M2. This predetermined transmission member rotation speed N _18A is preliminarily determined by experiments or the like to suppress a shift shock when the shift lever 48 is operated from the non-driving position to the driving position, and durability of the first clutch C1 and the second clutch C2. Is a value that is calculated and stored so as not to decrease.

Specifically, the transmission member rotation control means 86, when the rise shift lever 48 to the first idling rotational speed N _IDLUP of switched and the engine rotational speed N _E to the non-drive position, the switching clutch C0 and the switching control means 50 None of the switching brakes B0 is engaged, and the continuously variable transmission unit 11 is maintained in the continuously variable transmission state or is switched to the continuously variable transmission state. The second motor M2 is used to control the transmission gear ratio γ0 of the continuously variable transmission unit 11 to output a command to the hybrid control means 52 so that the rotational speed of the transmission member _{18 is} equal to or lower than the predetermined transmission member rotational speed _N18A. . The hybrid control means 52 lowers the second motor rotation speed N _M2 while increasing the first motor rotation speed N _M1 , thereby setting the rotation speed of the transmission member 18 to the predetermined transmission member rotation speed N _18A or less. For example, as a result, the relative rotational speed of the first clutch C1 and / or the second clutch C2 for switching the power transmission path to the power transmission enabled state is suppressed, so that the shift lever 48 is moved from the non-driving position. The engagement shock when operated to the drive position is suppressed, or the durability of the first clutch C1 and the second clutch C2 is improved.

Figure 10 is a flowchart illustrating a control operation at the time of the first idling rotational speed N _IDLUP called fast idle-up to increase the run for the electronic control device 40 warm up the main part, that is, the engine rotational speed N _E of the control operation of the For example, it is repeatedly executed with a very short cycle time of about several milliseconds to several tens of milliseconds. FIG. 11 is a time chart for explaining a case where the execution of the first idle up in the control operation shown in the flowchart of FIG. 10 is stopped.

First, in step (hereinafter, step is omitted) S1 corresponding to the warm-up condition determination means 82, it is determined whether or not a condition that requires warm-up of the engine 8 or exhaust system such as the catalyst 92 is satisfied. For example, based on a signal indicating the engine water temperature TEMP _W detected by the engine water temperature sensor 94 supplied to the electronic control unit 40, it is determined whether or not the actual engine water temperature TEMP _W is equal to or lower than a predetermined engine water temperature TEMP _WP . If the determination in S1 is negative, in S6, a normal control operation other than the control operation for executing the first idle up is executed, for example, the current vehicle running state is maintained, and this routine is terminated.

If the determination in S1 is affirmative, in S2 corresponding to the shift position determination means 80, the shift position of the shift lever 48 is set to the drive position, that is, the “R” position, “D” based on the signal P _SH indicating the shift position. It is determined whether the position or any of the “M” positions. If the determination in S2 is affirmative, in step S3 corresponding to the switching control means 50, the continuously variable transmission unit 11 is maintained in the continuously variable transmission state 11 or the continuously variable transmission unit 11 is prioritized to the continuously variable transmission state. Switched to (forced).

If the determination in S2 is negative, in S4 corresponding to the transmission member rotation control means 86, the rotation speed of the transmission member 18 is set to the predetermined transmission member rotation speed N _18A using the first electric motor M1 and / or the second electric motor M2. Control is performed as follows.

In S5 corresponding to the hybrid control means 52 (warm-up operation control unit 84) Following step S3 or S4, called to increase the engine rotation speed N _E to a predetermined fast idle rotation speed N _IDLUP for warmup A command to open the opening of the electronic throttle valve 96 is output to the engine output control device 43 by the throttle actuator 97 so that the first idle up is executed. T ₁ point earlier in FIG. 11 is a state in which the first idle-up is being executed. As shown in time point t ₁ earlier in FIG. 11, the engine rotational speed N _E in the state where the continuously-variable transmission portion 11 is placed in the continuously-variable shifting state (non-locked state) is raised to a first idling rotational speed N _IDLUP, Along with this, the first motor rotation speed _NM1 is increased.

Further, as shown in t ₁ after the time of FIG. 11, when the fast idle up is aborted at time point t ₁ in FIG. 11, the engine rotational speed N _E is controlled toward the normal engine idle speed N _IDL, Accordingly, the first motor rotation speed N _M1 is decreased. Furthermore, t ₂ after the time of FIG. 11 is an example in which the continuously variable transmission unit 11 is switched to the constant shifting state (locked state by switching brake B0 engaged). As shown in t ₂ after the time point of FIG. 11, in the fixed-speed-ratio shifting state of the continuously-variable transmission portion 11 in which the engine rotational speed N _E is bound with the vehicle speed V in order to prevent the engine stall, in conjunction with the driving position The engaged first clutch C1 or second clutch C2 is in a slip state while the vehicle is stopped. However, this is not necessary when the vehicle speed V is output.

As described above, according to this embodiment, the engine rotational speed N _E at the time of rise, the continuously-variable transmission portion 11 in the continuously-variable shifting state by the switching control means 50 when the engine rotational speed N _E is the vehicle speed for the warm-up since it is not bound by V, the engine rotational speed N _E can be freely controlled regardless of the vehicle speed V. Therefore, at the time of executing the first idle up by the warm-up operation control means 84, the warm-up of the engine 8 is increased to the first idle rotational speed N _IDLUP as the warm-up engine rotational speed set in advance for warming up. Alternatively, warming up of the catalyst 92 is promoted. Further, by the engine rotational speed N _E is raised, the charge state SOC of the power generation amount is increased by for example the electric storage device 60 according to the first electric motor M1 is increased, the increase in the engine rotational speed N _E by the execution of the first idling-up Deterioration of fuel consumption associated with is suppressed.

Thus, this embodiment, the engine rotational speed N in the first idling-up execution by _E rises during i.e. warm-up operation control section 84, switching the continuously-variable transmission portion 11 by the control means 50 is continuously variable shifting state for warming up It is said. For example, when the continuously variable transmission unit 11 is switched from the stepped transmission state to the continuously variable transmission state, the switching timing (timing) is substantially the same as the start of the first idle up, and the first It may be any during execution of idle up. In short, it is sufficient that the continuously variable transmission unit 11 is in the continuously variable transmission state when the first idle up is being performed.

  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. 12 is a skeleton diagram illustrating the configuration of the speed change mechanism 70 according to another embodiment of the present invention, and FIG. 13 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. 14 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 continuously variable transmission portion 11 including the first electric motor M1, the power distribution mechanism 16, and the second electric motor M2, and the continuously variable transmission portion 11 and the output shaft 22. And a forward three-stage automatic transmission unit 72 connected in series via the transmission member 18. The power distribution mechanism 16 includes, for example, a single pinion type first planetary gear unit 24 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The automatic transmission unit 72 includes a single pinion type second planetary gear unit 26 having a predetermined gear ratio ρ2 of about “0.532”, for example, and a single pinion type having a predetermined gear ratio ρ3 of about “0.418”, for example. The third planetary gear device 28 is provided. The second sun gear S2 of the second planetary gear unit 26 and the third sun gear S3 of the third planetary gear unit 28 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2. The second carrier CA2 of the second planetary gear device 26 and the third ring gear R3 of the third planetary gear device 28 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1. The second ring gear R2 is selectively connected to the transmission member 18 via the first clutch C1, and the third carrier CA3 is selectively connected to the case 12 via the second brake B2.

In the speed change mechanism 70 configured as described above, for example, as shown in the engagement operation table of FIG. 13, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio can be obtained for each gear stage. ing. In particular, in the present embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and either one of the switching clutch C0 and the switching brake B0 is engaged to operate the continuously variable transmission unit 11 as described above. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, the transmission mechanism 70 operates as a stepped transmission with the continuously variable transmission unit 11 and the automatic transmission unit 72 that are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0. A continuously variable transmission portion 11 and an automatic transmission portion 72 that are in a continuously variable transmission state are configured by the stepless transmission state being configured, and neither the switching clutch C0 nor the switching brake B0 being engaged. A continuously variable transmission state that operates is configured. In other words, the speed change mechanism 70 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and is not operated by engaging neither the switching clutch C0 nor the switching brake B0. It is switched to the step shifting state.

  For example, when the speed change mechanism 70 functions as a stepped transmission, as shown in FIG. 13, the gear ratio γ1 is set to the maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. A first gear that is approximately 2.804 "is established, and the gear ratio γ2 is smaller than that of the first gear by engaging the switching clutch C0, the first clutch C1, and the first brake B1, for example,“ The second speed gear stage of about 1.531 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, for example," For example, a third speed gear stage of about 1.000 "is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to engagement of the first clutch C1, the second clutch C2, and the switching brake B0. Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when transmission mechanism 70 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 13 are released. As a result, the continuously variable transmission unit 11 functions as a continuously variable transmission, and the automatic transmission unit 72 connected in series thereto functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 72. The rotational speed input to the automatic transmission unit 72, that is, the rotational speed of the transmission member 18 is continuously changed with respect to each gear speed, so that each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio γT of the transmission mechanism 70 as a whole can be obtained continuously.

  FIG. 14 shows a transmission mechanism 70 including a continuously variable transmission unit 11 that functions as a differential unit or a first transmission unit and an automatic transmission unit 72 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent the relative relationship of the rotational speed of each rotation element from which a connection state differs on a straight line is shown. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

  The four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission 72 in FIG. 14 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. The third sun gear S3, the third carrier CA3 corresponding to the fifth rotating element (fifth element) RE5, the second carrier CA2 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other and the second carrier CA2 The three ring gear R3 represents the second ring gear R2 corresponding to the seventh rotation element (seventh element) RE7. Further, in the automatic transmission 72, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, so that the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is connected to the output shaft 22 of the automatic transmission 72, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

As shown in FIG. 14, in the automatic transmission unit 72, the first clutch C1 and the second brake B2 are engaged, whereby a vertical line Y7 and a horizontal line X2 indicating the rotational speed of the seventh rotation element RE7 (R2). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element RE5 (CA3), and a sixth rotational element RE6 (CA2, CA2, coupled to the output shaft 22). The rotation speed of the output shaft 22 of the first speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed of R3). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the continuously variable transmission unit 11 to the seventh rotary element RE7 at the same speed as the engine speed N _E is input . However, when the switching brake B0 in place of the switching clutch C0 is engaged, since the power from the continuously variable transmission unit 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, the Output of the fourth speed at the intersection of the horizontal straight line L4 determined by the engagement of the two clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 The rotational speed of the shaft 22 is shown.

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

  FIG. 15 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. It 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 warm-up condition determining means 82 (step S1) of the above-described embodiment determines whether or not a condition that requires warm-up of the engine 8 or warm-up of the catalyst 92 is satisfied, whether the engine water temperature TEMP _W is a predetermined engine. Although it is determined by whether or not the water temperature is TEMP _WP or less, it depends on whether or not the catalyst temperature directly detected by the catalyst temperature sensor is equal to or lower than a predetermined catalyst temperature at which the engine 8 or the catalyst 92 needs to be warmed up. You may judge.

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

  In the 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.

  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, 72 and the continuously variable transmission unit 11, but the first clutch C1 and the second clutch are not necessarily provided. It is not necessary to be C2, and it is sufficient if at least one engagement device capable of selectively switching the power transmission path between the power transmission enabled state and the power transmission cut-off state is provided. For example, the engaging device may be connected to the output shaft 22 or may be connected to a rotating member in the automatic transmission units 20 and 72. Further, the engaging device does not need to form part of the automatic transmission units 20 and 72 and may be provided separately from the automatic transmission units 20 and 72.

  In the above-described embodiment, the automatic transmission units 20 and 72 are interposed in the power transmission path between the continuously variable transmission unit 11, that is, the transmission member 18 that is an output member of the power distribution mechanism 16 and the drive wheel 38. However, other types of power transmission devices such as a continuously variable transmission (CVT), which is a kind of automatic transmission, may be provided. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear positions in the stepped transmission, and the automatic transmission units 20 and 72 are used by using the plurality of fixed gear ratios. Shifting may be performed. Alternatively, the present invention can be applied even if the automatic transmission units 20 and 70 are not 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 continuously variable transmission unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14, and the counter shaft The automatic transmission units 20 and 72 may be arranged concentrically with each other. In this case, the continuously variable transmission unit 11 and the automatic transmission units 20 and 72 can transmit power via, for example, a pair of transmission members composed of a counter gear pair as a transmission member 18, a sprocket and a chain, and the like. Connected.

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

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

For example, in step S4 of the flowchart shown in FIG. 10 of the above-described embodiment, in order to suppress shift shock when the shift lever 48 is manually operated from the non-drive position to the drive position, in the non-drive position of the shift lever 48. The transmission member rotation control means 86 controls the rotation speed of the transmission member 18 to be equal to or lower than the predetermined transmission member rotation speed N _18A using the first electric motor M1 and / or the second electric motor M2. The transmission member rotation control means 86 uses the first electric motor M1 and / or the second electric motor M2 so that the first clutch C1 and the second clutch C2 are engaged with their relative rotational speeds being suppressed. 2 transmission member after completion engagement of the motor rotation speed _{N M2} is first clutch C1 and / or the second clutch C2 1 It may be rotated controlled toward the target rotational speed.

Specifically, the transmission member rotation control means 86 engages both the switching clutch C0 and the switching brake B0 with the switching control means 50 during engine operation when the shift lever 48 is switched to the non-driving position. Without being changed, the continuously variable transmission unit 11 is maintained in the continuously variable transmission state or switched to the continuously variable transmission state, and the first motor M1 and / or the second motor M2 is switched by the electric continuously variable transmission of the continuously variable transmission unit 11. A command is output to the hybrid control means 52 so as to control the rotation of the second motor rotation speed _NM2 toward the target rotation speed of the transmission member 18 after completion of the engagement of the first clutch C1 and / or the second clutch C2. To do.

The target rotation speed is set to zero by the transmission member rotation control means 86 when the vehicle speed V at which the vehicle is stopped is substantially zero. For example, when the shift lever 48 is operated to the “N” position during forward traveling of the vehicle, the target rotational speed is the vehicle speed V read by the vehicle state reading means 84 and the automatic transmission unit stored in advance. The input rotational speed N _IN (= output shaft rotational speed) of the automatic transmission unit 20 in the engaged state of the first clutch C1 and / or the second clutch C2 uniquely determined from the gear ratio corresponding to each of the 20 shift stages. N _OUT × gear ratio γ) and calculated by the transmission member rotation control means 86.

When the second motor rotation speed _NM2 is substantially synchronized with the target rotation speed of the transmission member 18 by the transmission member rotation control means 86, that is, when the relative rotation speed of the first clutch C1 and the second clutch C2 is substantially zero. Even when the first clutch C1 and / or the second clutch C2 is engaged, the transmission member rotation control means 86 causes the stepped transmission control means 54 to rapidly engage the first clutch C1 and / or the second clutch C2 when the first clutch C1 and / or the second clutch C2 is engaged. The engagement shock does not occur or is reduced. Similarly, when substantially synchronized with the target rotational speed, the first clutch C1 and / or the second clutch C2 are engaged with the relative rotational speed being suppressed, so that the durability is improved. .

  The operation device 46 of the above-described embodiment includes the shift lever 48 operated to select a plurality of types of shift positions. Instead of the shift lever 48, for example, a push button type switch or slide A switch capable of selecting a plurality of types of shift positions, such as a type switch, may be used. Further, when the shift lever 48 is operated to the “M” position, the shift range is set, but the shift speed is set, that is, the highest speed shift speed of each shift range is set as the shift speed. May be. In this case, in the automatic transmission units 20 and 72, the gear position is switched and the gear shift is executed. For example, when the shift lever 48 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the automatic transmission unit 20 selects any one of the first to fourth gears. Is set according to the operation of the shift lever 48.

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

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining 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 operating device operated in order to select multiple types of shift positions. FIG. 6 is a flowchart for explaining the control operation of the electronic control device of FIG. 5, that is, the control operation at the time of so-called first idle up in which the engine rotation speed is increased to the first idle rotation speed for warming up. It is a time chart explaining the case where execution of the first idle up in the control operation shown in the flowchart of FIG. 10 is stopped. 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. 13 is an operation chart for explaining the relationship between the speed change operation and the operation of the hydraulic friction engagement device used in the case where the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 3 is a diagram corresponding to FIG. 2. FIG. 13 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the hybrid vehicle drive device of the embodiment of FIG. It is a seesaw type switch as a switching device, and is an example of a shift state manual selection device operated by a user to select a shift state.

Explanation of symbols

8: Engine 10, 70: Transmission mechanism (drive device)
11: continuously variable transmission 16: power distribution mechanism (differential mechanism)
20, 72: Automatic transmission unit 38: Drive wheel 50: Switching control means (warming-up switching control means)
M1: first electric motor M2: second electric motor C0: switching clutch (engagement device)
B0: Switching brake (engagement device)

Claims (2)

It has a differential mechanism that distributes engine output to the first motor and the transmission member, and a second motor provided in the power transmission path from the transmission member to the drive wheels, and can operate as an electric continuously variable transmission. A control device for a vehicle drive device including a continuously variable transmission,
A mechanism provided in the differential mechanism for selectively switching the continuously variable transmission portion between a continuously variable transmission state in which an electrical continuously variable transmission operation can be performed and a stepped transmission state in which the electrical continuously variable transmission operation is not performed. Combined device,
A control device for a vehicle drive device, comprising: a warm-up switching control means for setting the continuously variable transmission portion to a continuously variable transmission state when the engine rotational speed is increased for warm-up. A control device for a vehicle drive device, comprising: a differential mechanism that distributes engine output to a first electric motor and a transmission member; and a second electric motor provided in a power transmission path from the transmission member to drive wheels.
An engagement device provided in the differential mechanism for selectively switching the differential mechanism between a differential state in which a differential action works and a lock state in which the differential action does not take place;
A control device for a vehicle drive device, comprising: a warm-up time switching control means for causing the differential mechanism to be in a differential state when the engine rotational speed is increased for warm-up.

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