JP2009190502A - Control device of transmission system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure controllability in a good condition in a control device of a transmission system for vehicle equipped with an electric differential section and gear change section even if it becomes a situation that operational area of a motor is restricted. <P>SOLUTION: The transmission system for vehicle includes: an electric type differential section 20 which has a power distribution mechanism 21 capable of differential operation, a first motor MG 1 and second motor MG 2; an engine 10 connected with an input shaft 11 of the electric differential section 20; and a mechanical gear change section 30 which constitutes a part of the power transmission path. When the operational area of the first motor MG 1 is restricted, a gear change point of the mechanical gear change section 30 is changed to a low vehicle speed side. Thereby, the controllability is secured in a good condition by making gear change operation in the mechanical gear change section 30 performed before revolution speed of the first motor MG 1 reaches to outside of the operational area, and avoiding the situation that the first motor MG 1 drive should be driven out of the operational area. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive device that includes a differential mechanism capable of differential action and an electric differential unit having an electric motor, and a transmission unit provided in a power transmission path. In particular, the present invention relates to a measure for preventing deterioration in controllability of a vehicle drive device.

  In recent years, from the viewpoint of environmental protection and the like, it has been desired to reduce exhaust gas emissions from engines (internal combustion engines) mounted on vehicles and to improve fuel consumption rate (fuel consumption). Hybrid vehicles equipped with the system have been put into practical use.

  This hybrid vehicle includes a drive source such as a gasoline engine and an electric motor (for example, a motor generator or a motor) that is driven by power generation or battery power according to the output of the engine, and either one or both of the engine and the electric motor is a travel drive source. It is said.

  In this type of hybrid vehicle, the operating range (specifically, driving or stopping) of the engine and the electric motor is controlled based on the vehicle speed and the accelerator opening. For example, in a region where the engine efficiency is low, such as when starting or running at a low speed, the engine is stopped and the drive wheels are driven by the power of only the electric motor. Further, during normal traveling, control is performed such that the engine is driven and the driving wheels are driven by the power of the engine. Further, at the time of high load such as full-open acceleration, in addition to engine power, control is performed such that power is supplied from the battery to the electric motor and the power from the electric motor is added as auxiliary power.

Further, as a driving device of a hybrid system mounted on this type of hybrid vehicle, for example, those disclosed in Patent Document 1 and Patent Document 2 below are known. The drive devices disclosed in these patent documents include a power distribution mechanism that distributes engine output to the first motor and the output shaft, a second motor connected to the output shaft of the power distribution mechanism, and a subsequent stage. And a transmission mechanism (for example, a stepped transmission mechanism) connected to the side. The power distribution mechanism is constituted by, for example, a planetary gear device so as to function as a differential mechanism, and mechanically transmits the main part of the power from the engine toward the drive wheels by the differential action. The remainder of the power from the engine is electrically transmitted using an electrical path from the first motor to the second motor. As a result, the power distribution mechanism functions as a transmission (hereinafter referred to as an electric differential unit) whose gear ratio is electrically changed as the operating state of the first motor is controlled. This makes it possible to drive the vehicle while maintaining the operation of the engine in a region where the combustion efficiency is high, thereby contributing to improvement in fuel consumption.
JP 2005-264762 A JP 2006-273305 A JP 2004-204957 A

  By the way, in this type of drive device, when the output of the first electric motor is reduced and its operable range is limited, the following problems may be caused. The following problems are undisclosed matters and have been newly found by the inventors of the present invention.

  For example, in a state of charge (SOC) state of charge of a power storage device (for example, a battery) that supplies power to the first electric motor, a state where the remaining amount of power storage is low, or a situation where the magnetic force decreases due to an increase in the magnet temperature of the first motor In addition, when the temperature of the inverter that controls the amount of power supplied to the first electric motor rises and the inverter performance decreases, the output of the first electric motor decreases. That is, the operable region of the first motor is limited. For example, the maximum rotation speed in the positive rotation direction and the maximum rotation speed in the negative rotation direction of the first electric motor are limited. Hereinafter, the operation of the drive device when the operable region is limited as described above will be specifically described.

  FIG. 16 is a diagram illustrating the operable range of the first motor, in which the horizontal axis represents the rotation speed of the first motor and the vertical axis represents the torque of the first motor. In addition, the solid line in the figure indicates the drivable region in a state where the first motor has no output reduction (a state in which the drivable region is not limited). On the other hand, the broken line in the figure shows the operable region limited due to the output reduction in the first motor as described above.

  In the following description, the output of the first electric motor does not decrease when the vehicle starts when the engine is in a driving state, for example, when WOT (Wide Open Throttle) is set with a relatively large throttle opening. Compare with the case where the output drop occurs. The first motor is connected to the differential sun gear of the power distribution mechanism constituted by the planetary gear device, the engine is connected to the differential carrier, and the input shaft of the stepped transmission mechanism is connected to the differential ring gear. A description will be given by taking the connected electric differential section as an example.

-When the vehicle starts when there is no decrease in the output of the first motor-
First, when the output of the first motor is not reduced (when the operable region is within the range indicated by the solid line in FIG. 16), the first motor is driven at a normal rotation and a relatively high rotational speed (FIG. 16). In the middle point A), rotation of the output shaft of the electric differential section (rotation of the differential section ring gear) is started and the vehicle starts. FIG. 17 (a) is a collinear diagram (a diagram representing the relative relationship between the rotational speeds of the rotating elements constituting the electric differential portion on a straight line in this case, and the differential portion sun gear ( S1), an example of the differential part carrier (CA1), the differential part ring gear (R1), and the output shaft (Output) of the stepped transmission mechanism. Originally, the collinear diagram of the stepped transmission mechanism is represented, for example, as shown in FIG. 3, which will be described later. Here, for ease of understanding, the diagram of the stepped transmission mechanism is simplified. ing.

  After the vehicle starts, the rotational speed of the output shaft of the electric differential unit and the output shaft of the stepped transmission mechanism are controlled by controlling the first motor so that the first motor rotates in a normal direction and gradually decreases. The number of revolutions increases and the vehicle is accelerated. Note that the gear position of the stepped transmission mechanism is maintained (for example, maintained at the first speed). FIG. 17B shows an example of the alignment chart in the state of point B in FIG.

  Further, the rotational speed of the output shaft of the electric differential unit and the first motor are shifted to the reverse rotation region and the rotational speed is gradually increased (the negative rotational speed is increased). The rotational speed of the output shaft of the stepped transmission mechanism increases and the vehicle is further accelerated. An example of the alignment chart in the state of point C in FIG. 16 is shown in FIG.

  While performing such a vehicle acceleration operation, referring to a shift diagram for determining a shift stage to be selected based on the vehicle speed and the accelerator opening, if the shift up execution determination is made, the shift of the stepped transmission mechanism is performed. Up operation is executed. For example, in FIG. 17C, when the rotational speed of the output shaft of the stepped transmission mechanism becomes N1, the vehicle speed is shifted up in the shift diagram (for example, the shift up line from the first speed to the second speed). ) Exceeding the above), the shift-up operation of the stepped transmission mechanism is executed when the state shown in FIG. In addition, the electric differential unit is shifted down in conjunction with the upshifting operation of the stepped transmission mechanism. An example of the alignment chart in this case is shown in FIG.

  Thus, when the output reduction of the 1st electric motor has not arisen, since the rotation speed of the reverse rotation direction of the 1st electric motor can be obtained high and a vehicle speed can fully be raised (the state of Drawing 17 (c)) As a result, the shift to the shift-up operation of the stepped transmission mechanism can be smoothly performed.

-When starting the vehicle when the output of the first motor has dropped-
On the other hand, when the output of the first motor is reduced (when the operable region is limited to the range indicated by the broken line in FIG. 16), the first motor is rotating forward and the rotation speed is relatively high (restriction). The rotation of the output shaft of the electric differential section is started and the vehicle is started in a state where it is driven at the rotational speed within the drivable range) (state at point A ′ in FIG. 16). An example of the alignment chart in this case is shown in FIG. Thereafter, the rotational speed of the output shaft of the electric differential unit and the rotational speed of the output shaft of the stepped transmission mechanism are controlled in accordance with the control of the first electric motor so that the rotational speed is gradually decreased. Ascending, the vehicle is accelerated. FIG. 18B shows an example of the alignment chart in the state of point B ′ in FIG.

  Further, after that, the first electric motor is shifted to the reverse rotation region and the rotational speed is gradually increased (the negative rotation speed is increased) within the limited operable region. The rotational speed of the output shaft of the moving part and the rotational speed of the output shaft of the stepped transmission mechanism increase, and the vehicle is further accelerated. FIG. 18C shows an example of the alignment chart in the state of the point C ′ in FIG.

  However, when the operable range of the first motor is limited in this way, the vehicle speed exceeding the shift-up line in the shift diagram (the output shaft of the stepped transmission mechanism) can be obtained only by controlling the rotation speed of the first motor. N1) may not be obtained as the rotational speed. In this case, the upshifting operation of the stepped transmission mechanism cannot be performed smoothly, or it becomes necessary to use the first electric motor outside the operable region, and the controllability may be deteriorated. . Such a deterioration in controllability associated with the limitation of the drivable region of the first motor may occur not only when the vehicle starts but also during normal traveling of the vehicle. Further, even when the operable range of the first electric motor is limited and the rotation speed on the positive rotation side is limited, the controllability may be similarly deteriorated. As described above, such a problem is an unknown matter.

  In addition, although Patent Document 3 discloses that the shift shock is reduced by changing the shift point of the transmission when the amount of power stored in the battery is small and the control of the electric motor is limited, the above-mentioned is disclosed. As described above, it is necessary to use the first electric motor outside the operable region, and no technical idea focusing on the deterioration of the controllability is disclosed.

  The present invention has been made in view of the above points, and an object of the present invention is to limit a driveable region of an electric motor in a control device for a vehicle drive device including an electric differential unit and a transmission unit. Even in such a situation, it is to ensure good controllability.

-Solving principle-
The solution principle of the present invention taken in order to achieve the above object is that when the operable range of the motor for controlling the differential state of the electric differential section changes (for example, the operable range is limited). In the case), the shift point of the transmission unit (a threshold value such as a vehicle speed for changing the transmission ratio) is changed. As a result, before the driving state of the motor (for example, the number of rotations of the motor) reaches a state outside the operable region, the speed change operation of the transmission unit is executed, and the motor must be driven outside the operable region. By avoiding the situation, the controllability can be secured well.

-Solution-
Specifically, according to the present invention, the differential state between the input shaft rotational speed and the output shaft rotational speed is controlled by controlling the operating state of the electric motor connected to the rotating element of the differential mechanism so that power can be transmitted. And a control device for a vehicle drive device provided with an electric differential portion and a transmission portion that constitutes a part of a power transmission path. A speed change point control means for changing the speed ratio of the speed change portion and a speed change point for changing the speed ratio of the speed change portion when the drivable region of the motor changes. And shift point changing means for changing.

  More specifically, when the operable region of the electric motor changes to a lower side of the electric motor output, the shift point changing means sets the shift point for changing the gear ratio of the transmission unit to the lower vehicle speed side of the vehicle. I am trying to change it.

  By these specific matters, before the motor operable region is changed, for example, when the motor operable region is not limited, a predetermined shift point (changed by the shift point changing unit) is set. The speed change operation of the speed change portion is performed according to the speed change point before the transmission. In other words, in a situation where the operable range of the electric motor is not limited, the usable range of the driving state (for example, the rotational speed) of the electric motor is secured widely, and therefore the vehicle travels by controlling the electric motor within this operable region. Since the state (for example, the vehicle speed) exceeds the shift point, the speed change operation of the speed change unit is performed satisfactorily, and the vehicle is caused to travel while obtaining a predetermined speed ratio in the speed change unit.

  On the other hand, when the drivable range changes, such as when the drivable range of the motor is limited, the usable range of the drive state (for example, the number of revolutions) of the motor is reduced, and is set in advance. Even if the shifting operation of the transmission unit is performed in accordance with the shift point (the shift point before being changed), there is a possibility that the vehicle traveling state (for example, the vehicle speed) does not exceed the shift point. In this case, a situation occurs in which the electric motor must be driven outside the operable region. In the present solution, when the operable range of the electric motor changes as described above, the driving state of the electric motor (for example, by changing the shifting point of the transmission unit (for example, changing to the low vehicle speed side)) is changed. The speed change operation of the speed change unit can be executed before the rotation speed of the electric motor reaches the outside of the operable range. As a result, even in a situation where the operable range of the motor is limited, it is possible to execute the shift operation of the transmission unit while controlling the motor within the limited operable range. Good properties can be secured.

  Specifically, there are the following two types of changes in the operable range of the electric motor. First, the change in the operable region of the motor is a change in the torque that can be output from the motor or a change in the maximum rotational speed that can be driven. Further, the change in the operable region of the electric motor is defined as an output change that can be output from the electric motor.

  In the former configuration, when the torque that can be output from the motor and the maximum number of rotations that can be driven are limited, if the shift operation of the transmission unit is performed using the shift point before the change, When there is a possibility that the driving must be performed outside the drivable region, it is possible to ensure good controllability by changing the shift point. Similarly, in the latter configuration, when the torque that can be output from the motor is limited, if the shift operation of the transmission unit is performed using the shift point before the change, the motor is out of the operable range. When there is a possibility that the vehicle must be driven by the change of the shift point, the controllability can be ensured satisfactorily.

  Examples of the operation when the operable region of the motor returns to the region before the change or when the motor is returning include the following. That is, after changing the shift point in accordance with the change in the operable region of the motor, the shift point when the operable region of the motor returns to the original region or is returning to the original region. The changing means is configured to perform a shift point return operation for returning the shift point to the shift point before the change.

  When this shift point return operation is executed, the shift point is gradually returned to the shift point before the change every time the shift operation of the transmission unit is executed.

  With these configurations, it is possible to return the shift point for changing the transmission gear ratio of the transmission unit to the initial state, and to restore the transmission operation of the transmission unit at an appropriate timing considering fuel consumption and power transmission efficiency. It becomes possible. In particular, when the shift point returning operation is executed, the shift point is gradually returned every time the shift operation is executed, so that the driver feels strange (for example, the shift point changes suddenly). Therefore, it is possible to avoid a situation in which the acceleration feeling when the vehicle travels greatly changes) and to improve drivability.

  Specifically, the shift point is set based on the vehicle speed and the driving load. Further, the change width when changing the shift point is changed in accordance with the driving load.

  For example, when the driving load is high (for example, when the driver's accelerator depression amount is large), the vehicle acceleration is high, and the amount of change in the rotation speed of the motor for making the electric differential section differential (electrical difference The amount of change in the rotational speed of the electric motor for increasing the vehicle speed due to the differential of the moving part is also increased. That is, a control operation is performed in which the rotation speed of the electric motor changes abruptly. On the other hand, the time from when the vehicle speed or the like reaches the shift point and the execution of the shift operation is determined until the actual shift operation of the transmission unit is started is substantially constant regardless of the driving load. That is, the time (time lag) from when the shift operation is determined to be started until the shift operation of the transmission unit is started is constant regardless of the amount of change in the rotation speed of the electric motor. For this reason, in the situation where the rotational speed of the electric motor changes rapidly as described above (at the time of a high driving load), the rotational speed of the electric motor is out of the operable range before the shift operation of the transmission unit is started. It will be a situation to be worried about reaching. Considering this point, the present solution changes the change width when changing the shift point according to the driving load. Specifically, when the driving load is high, the change when changing the shift point is changed. The width is increased so that the situation where the speed change operation of the speed change portion is delayed and the rotation speed of the electric motor reaches beyond the operable range can be avoided. In other words, the vehicle speed is preliminarily changed with a value correlated with the value obtained by multiplying the time (the time from the determination of execution of the shift operation to the start of the shift operation of the transmission unit) by the amount of change in the rotation speed of the motor. Keep it on point. As a result, the speed change operation of the speed change portion can be executed while controlling the electric motor within the limited drivable region, and the controllability of the electric motor can be ensured satisfactorily.

  Further, specifically, the speed change portion is constituted by a stepped speed change mechanism in which the speed change ratio changes stepwise. Moreover, this transmission part may be comprised by continuously variable transmission mechanisms, such as a belt type and a toroidal type.

  According to the present invention, when the operable region of the electric motor for controlling the differential state of the electric differential unit changes, the shift point for changing the transmission gear ratio of the transmission unit is changed, thereby The speed change operation of the speed change unit is executed before the driving state of the electric motor reaches a state outside the operable range. For this reason, it is possible to execute the shift operation of the transmission unit while controlling the electric motor in the operable range after the change, and to ensure good controllability of the electric motor.

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

(First embodiment)
-Vehicle drive system-
FIG. 1 is a skeleton diagram showing an example of a drive device for a hybrid vehicle to which the control device of the present invention is applied.

  The drive device 1 of this example is used for an FR (front engine / rear drive) type vehicle, and is an engine (for example, a gasoline engine) 10 as a driving power source for traveling, an electric differential unit 20, and a machine. And a power transmission unit 30 for transmitting the power to the pair of drive wheels 3 (see FIG. 5) sequentially through the differential gear unit (final reduction gear) 2 and the pair of axles. In addition, since the drive device 1 is symmetrically configured with respect to its axis, the lower side is omitted in the portion representing the drive device 1 in FIG.

  The drive device 1 includes an input shaft 11 disposed on a common shaft center in a transmission case 1A (hereinafter also referred to as a case 1A), and a pulsation absorbing damper (vibration damping) that is directly connected to the input shaft 11 or not shown. Electrical differential unit 20 indirectly connected via a device), and a machine connected in series between the electrical differential unit 20 and the output shaft 12 via a transmission shaft (output shaft) 22 Type transmission unit 30. A crankshaft that is an output shaft of the engine 10 is coupled to the input shaft 11 of the drive device 1 (the drive source shaft of the electric differential unit 20).

−Electric differential section−
The electric differential unit 20 is a mechanical mechanism that mechanically distributes / synthesizes the output of the engine 10 input to the first electric motor MG1 and the input shaft 11, and outputs the output of the engine 10 to the first electric motor MG1 and A power distribution mechanism (differential mechanism) 21 that distributes to the transmission shaft 22 or combines the output of the engine 10 and the output of the first electric motor MG1 and outputs it to the transmission shaft 22, and rotates integrally with the transmission shaft 22. And a second electric motor MG2 provided to do so. The first electric motor MG1 and the second electric motor MG2 in this example are motor generators that function as an electric motor (drive source) and also as a generator.

  The power distribution mechanism 21 includes a single pinion type first planetary gear device 21 having a predetermined gear ratio ρ1 of about “0.436”, for example, a switching clutch C0, and a switching brake B0. The first planetary gear device 21 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. 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 21, the first carrier CA 1 is connected to the input shaft 11, that is, the engine 10, the first sun gear S 1 is connected to the first electric motor MG 1, and the first ring gear R 1 is connected to the transmission shaft 22. . The switching brake B0 is provided between the first sun gear S1 and the transmission case 1A, 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 first sun gear S1, the first carrier CA1, and the first ring gear R1 are in a differential state in which differential actions are possible so that they can rotate relative to each other. Is distributed to the first electric motor MG1 and the transmission shaft 22, and a power storage device (for example, HV battery) 70 is generated by electric energy generated from the first electric motor MG1 with a part of the output of the distributed engine 10 (see FIG. 5). ) Is charged, and the second electric motor MG2 is driven to rotate, so that, for example, a continuously variable transmission state is established, and the rotation of the transmission shaft 22 is continuously changed regardless of the predetermined rotation of the engine 10. That is, the differential state in which the electric differential unit 20 electrically changes the speed ratio γ0 (the rotational speed of the input shaft 11 / the rotational speed of the transmission shaft 22) from the minimum value γ0min to the maximum value γ0max, for example, the gear ratio. It functions as an electrical continuously variable transmission in which γ0 is continuously changed from the minimum value γ0min to the maximum value γ0max0.

  In such a state, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged during traveling of the vehicle by the output of the engine 10, the first planetary gear device 21 is moved. Since the three elements S1, CA1, and R1 constituting the non-differential state in which the elements rotate integrally and the rotational speed Ne of the engine 10 and the rotational speed of the transmission shaft 22 coincide with each other, the electric differential unit 20 is changed in speed. A constant transmission state is set, which functions as a transmission in which the ratio γ0 is fixed to “1”.

  Next, when the switching brake B0 is engaged instead of the switching clutch C0, the first sun gear S1 enters a non-rotating state (non-differential state), and the first ring gear R1 is rotated at a higher speed than the first carrier CA1. Therefore, the electric differential unit 20 is set to a constant shift state in which the speed ratio γ0 functions as a speed increasing transmission fixed at a value smaller than “1”, for example, “0.696”.

  As described above, in this example, the switching clutch C0 and the switching brake B0 are in a continuously variable transmission state in which the electric differential unit 20 operates as an electric continuously variable transmission whose speed ratio can be continuously changed. , A locked state in which the continuously variable transmission operation is not operated and the transmission gear ratio change is locked without being operated as a continuously variable transmission, that is, a constant speed that can be operated as a single-stage or multiple-stage transmission with one or two types of transmission ratios. It functions as a differential state switching device that selectively switches to a shift state.

-Mechanical transmission-
The mechanical transmission unit 30 is a stepped automatic transmission, and includes a single pinion type second planetary gear unit 31, a single pinion type third planetary gear unit 32, and a single pinion type fourth planetary gear unit. A device 33 is provided.

  The second planetary gear unit 31 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2 of about “0.562”, for example.

  The third planetary gear unit 32 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 33 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And has a predetermined gear ratio ρ4 of about “0.421”, for example.

  The number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, the number of teeth of the third ring gear R3 is ZR3, and the number of teeth of the fourth sun gear S4 is If the number of teeth of ZS4 and 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 mechanical transmission unit 30 of this example, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission shaft 22 via the second clutch C2, and the first brake B1. Is selectively connected to the case 1A. The second carrier CA2 is selectively connected to the case 1A via the second brake B2, and the fourth ring gear R4 is selectively connected to the case 1A via the third brake B3. Further, the second ring gear R2, the third carrier CA3 and the fourth carrier CA4 are integrally connected to the output shaft 12, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to the first. It is selectively connected to the transmission shaft 22 via the clutch C1.

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

  In the drive device 1 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, the first brake B1, Any one of the first gear (first gear) to the fifth gear (fifth gear) is achieved by selectively engaging the second brake B2 and the third brake B3. A gear ratio γ (γ = input shaft rotational speed Nin /) that changes substantially in an equivalence ratio when one gear stage is selectively established and a reverse gear stage (reverse gear stage) or neutral is selectively established. The output shaft speed Nout) is obtained for each gear stage.

  In particular, in this example, the electric differential unit 20 is provided with a switching clutch C0 and a switching brake B0, and any one of the switching clutch C0 and the switching brake B0 is engaged, so that the electric differential In addition to the above-described continuously variable transmission state operable as a continuously variable transmission, the unit 20 can constitute a constant transmission state operable as a transmission having a constant gear ratio. Therefore, in the driving device 1 of this example, the electric differential unit 20 and the mechanical transmission unit 30 that are set to the constant transmission state are engaged with either one of the switching clutch C0 and the switching brake B0, so that there is a step. A transmission is configured, and the continuously variable transmission is configured by the electric differential unit 20 and the mechanical transmission unit 30 that are brought into a continuously variable transmission state by releasing both the switching clutch C0 and the switching brake B0.

  For example, when the drive device 1 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the third brake B3” The first speed gear stage (1st) of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. For example, the second gear (2nd) that is about “2.180” is established.

  Further, the third speed gear stage (3rd) in which the gear ratio γ3 is smaller than the second speed gear stage, for example, about “1.424” due to the engagement of the switching clutch C0, the first clutch C1, and the first brake B1. ) Is established, and the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2 results in the fourth speed gear having a speed ratio γ4 that is smaller than the third speed gear stage, for example, about “1.000”. Stage (4th) is established. Further, by engagement of the first clutch C1, the second clutch C2, and the switching brake B0, the fifth speed gear stage (5th) in which the speed ratio γ5 is smaller than the fourth speed gear stage, for example, about “0.705”. ) Holds.

  On the other hand, due to the engagement of the second clutch C2 and the third brake B3, the gear ratio γR is a value between the first gear (1st) and the second gear (2nd), for example, about “3.209”. The reverse gear stage (R) is established. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  On the other hand, when the drive device 1 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 are released as shown in the engagement table of FIG. As a result, the electrical differential unit 20 functions as a continuously variable transmission, and the mechanical transmission unit 30 connected in series to the electrical differential unit 20 functions as a stepped transmission, thereby providing a mechanical transmission. For each of the first speed gear stage, the second speed gear stage, the third speed gear stage, and the fourth speed gear stage of the unit 30, the rotational speed input to the mechanical transmission unit 30, that is, the transmission shaft 22 The rotational speed is changed steplessly, and each gear stage has a stepless transmission ratio width. As a result, the gear ratio between the gear stages of the mechanical transmission unit 30 becomes a gear ratio that can be continuously changed steplessly, and the total gear ratio γT of the drive device 1 as a whole can be obtained steplessly.

  FIG. 3 shows a drive device 1 including an electric differential unit 20 that functions as a continuously variable transmission unit or a first transmission unit, and a mechanical transmission unit 30 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent on a straight line the relative relationship of the rotation speed of each rotation element from which a connection state differs for every gear stage is shown.

  The collinear chart of FIG. 3 is a two-dimensional coordinate indicating the relative relationship of the gear ratio ρ of each planetary gear device 21, 31, 32, 33 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. The lower horizontal line X1 of the three horizontal axes indicates the rotational speed “0”, and the upper horizontal line X2 indicates the rotational speed “1.0”, that is, the engine speed Ne of the engine 10 connected to the input shaft 11. The horizontal axis XG indicates the rotational speed of the transmission shaft 22.

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 21 constituting the electric differential section 20 correspond to the second rotation element (second element) RE2 in order from the left side. It shows the relative rotational speed of the first ring gear R1 corresponding to the first sun gear S1, the first carrier CA1 corresponding to the first rotating element (first element) RE1, and the third rotating element (third element) RE3. These intervals are determined according to the gear ratio ρ1 of the first planetary gear unit 21. That is, if the interval between the vertical lines Y1 and Y2 corresponds to “1”, the interval between the vertical lines Y2 and Y3 corresponds to the gear ratio ρ1.

  Further, the five vertical lines Y4, Y5, Y6, Y7, and Y8 of the mechanical transmission unit 30 correspond to the fourth rotating element (fourth element) RE4 in order from the left, and are connected to each other. Representing the sun gear S2 and the third sun gear S3, representing the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, representing the fourth ring gear R4 corresponding to the sixth rotating element (sixth element) RE6, Represents the second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to the seventh rotating element (seventh element) RE7 and coupled to each other, and corresponding to the eighth rotating element (eighth element) RE8. And the third ring gear R3 and the fourth sun gear S4 which are connected to each other, and the distance between them is the gear ratio ρ2, ρ3 of the three planetary gear devices (second to fourth) 31, 32, 33. , Ρ4 respectively There. That is, as shown in FIG. 3, for each planetary gear unit (second to fourth) 31, 32, 33, the distance between the sun gear and the carrier corresponds to 1, and the distance between the carrier and the ring gear is It corresponds to ρ.

  If expressed using the collinear diagram of FIG. 3, the driving device 1 of this example is one of the three rotating elements (elements) of the first planetary gear device 21 in the electric differential section (continuously variable transmission section) 20. The first rotary element RE1 (first carrier CA1) is connected to the input shaft 11, and is selectively connected to the first sun gear S1 that is one of the other rotary elements via the switching clutch C0. . A second rotating element RE2 (first sun gear S1), which is one of the other rotating elements, is connected to the first electric motor MG1 and selectively connected to the transmission case 1A via the switching brake B0. Further, the third rotating element RE3 (first ring gear R1), which is the remaining rotating element, is connected to the transmission shaft 22 and the second electric motor MG2, and the rotation of the input shaft 11 is mechanically shifted via the transmission shaft 22. It is configured to transmit (input) to a section (stepped transmission) 30. 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 by releasing the switching clutch C0 and the switching brake B0 is indicated by the intersection of the straight line L0 and the vertical line Y1 by controlling the reaction force generated by the power generation of the first electric motor MG1. When the rotation of the first sun gear S1 is increased or decreased, the rotation speed of the first ring gear R1 indicated by the intersection of the straight line L0 and the vertical line Y3 is decreased or increased. Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the three rotary elements are in a locked state in which they rotate together, so that the straight line L0 coincides with the horizontal line X2, and the engine The transmission shaft 22 rotates at the same rotation as the rotation speed Ne. When the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the straight line L0 is in the state shown in FIG. 3, and the first ring gear R1, that is, the transmission indicated by the intersection of the straight line L0 and the vertical line Y3. The rotational speed of the shaft 22 is input to the mechanical transmission unit 30 at a speed increased from the engine speed Ne.

  In the mechanical transmission unit 30, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 and the horizontal line X2 indicating the rotational speed of the eighth rotating element RE8. 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 12 The rotation speed of the output shaft 12 at the first speed is indicated at the intersection.

  Similarly, at the 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 12. The rotational speed of the output shaft 12 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 12 The rotation speed of the output shaft 12 at 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 rotational speed of the output shaft 12 at the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to 12.

  In the first to fourth speeds, since the switching clutch C0 is engaged, the power from the electric differential unit 20 is input to the eighth rotation element RE8 at the same rotation speed as the engine rotation speed Ne. . On the other hand, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the electric differential unit 20 is input at a higher rotational speed than the engine rotational speed Ne. 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 rotational speed of the seventh rotating element RE7 connected to the output shaft 12. The rotational speed of the output shaft 12 is shown. Further, the vehicle travels backward at an intersection of an oblique straight line LR determined by engaging the second clutch C2 and the third brake B3 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 12. The rotational speed of the output shaft 12 of R is shown.

  The drive device 1 described above is controlled by an ECU (Electronic Control Unit) 100 (see FIG. 5).

-ECU-
The ECU 100 includes a CPU, a ROM, a RAM, a backup RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM, thereby causing the engine 10 and the first electric motor. Each drive control of MG1 and the 2nd electric motor MG2, and drive control, such as the shift control of the mechanical transmission part 30, are performed.

  The ECU 100 receives a signal representing the coolant temperature of the engine 10, a signal representing the shift position, and a signal representing the engine rotational speed Ne, which is the rotational speed of the output shaft (crank position) of the engine 10, from the various sensors and switches shown in FIG. , Corresponding to the signal representing the rotational speed of the first electric motor MG1, the signal representing the rotational speed of the second electric motor MG2, the signal for instructing the M (EV traveling) mode, the air conditioner signal indicating the operation of the air conditioner, and the rotational speed of the output shaft 12 A vehicle speed signal, an oil temperature signal indicating the hydraulic oil temperature of the mechanical transmission unit 30, a signal indicating a side brake operation, a signal indicating a foot brake operation, a battery temperature signal indicating the temperature of the power storage device (battery) 70, an accelerator pedal Accelerator opening signal indicating the operation amount, cam angle signal, snow mode setting signal indicating the snow mode setting, acceleration indicating the longitudinal acceleration of the vehicle Signal, vehicle weight signal indicating the weight of the vehicle, signal indicating presence / absence of stepped switch operation for switching the electric differential section 20 to the constant speed shift state in order to cause the drive device 1 to function as a stepped transmission, drive device In order to make 1 function as a continuously variable transmission, a signal indicating the presence or absence of a continuously variable switch operation for switching the electric differential unit 20 to a continuously variable transmission state is supplied.

  Further, from the ECU 100, a drive signal to the throttle motor for operating the throttle valve opening (throttle opening) of the engine 10, a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric air conditioner are operated. An electric air conditioner drive signal, an ignition signal for instructing the ignition timing of the engine 10, an instruction signal for instructing the operation of the first electric motor MG1 and the second electric motor MG2, a shift position (operation position) display signal for operating the shift indicator, A gear ratio display signal for displaying a gear ratio, a snow mode display signal for displaying that it is in a snow mode, an ABS operation signal for operating an ABS actuator for preventing wheel slipping during braking, and an M mode M-mode display signal for displaying that it is selected, the electric differential unit 20 and the mechanical change A valve command signal for operating a solenoid valve included in the hydraulic control circuit 200 (see FIG. 5) to control the hydraulic actuator of the hydraulic frictional engagement element of the unit 30, and an electric hydraulic pump as a hydraulic source of the hydraulic control circuit 200 A drive command signal for operating the motor, a signal for driving the electric heater, a signal to the cruise control control computer, and the like are output.

  Next, the main part of the control function of the ECU 100 will be described with reference to FIG.

  The ECU 100 includes a switching control unit 101, a hybrid control unit (HB control unit) 102, a shift control unit (transmission unit control means) 103, an acceleration side gear stage determination unit 104, a shift diagram storage unit 105, and an engine control unit. 106 and the like.

  The switching control unit 101 includes a high vehicle speed determination unit 111, a high output travel determination unit 112, and an electric path function determination unit 113, and controls the drive device 1 based on the vehicle state between the continuously variable transmission state and the stepped gear. Selectively switch to one of the shift states.

  The high vehicle speed determination unit 111 determines whether or not the vehicle state of the hybrid vehicle, for example, the actual vehicle speed V is higher than a determination vehicle speed V1 that is a predetermined high speed travel determination value for determining high speed travel. To do.

  The high output travel determination unit 112 is a preset high output for determining the high output travel based on the vehicle state of the hybrid vehicle, for example, the driving force related value related to the driving force, for example, the output torque Tout of the mechanical transmission unit 30. It is determined whether or not a high torque (high driving force) traveling that is equal to or greater than a determination output torque T1 that is a traveling determination value is determined.

  The electric path function determination unit 113 determines a vehicle condition for setting the drive device 1 in a continuously variable transmission state, for example, a failure determination condition for determining a decrease in the function of the control device, for example, generation of electric energy in the first electric motor MG1. Degradation of equipment related to the electrical path from when the electrical energy is converted to mechanical energy, that is, failure of the first motor MG1, the second motor MG2, the inverter 60, the power storage device 70, the transmission line connecting them, etc. In addition, the determination is made based on the occurrence of failure or failure due to failure (failure) or low temperature.

  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 load and driving torque and driving force at the driving wheels 3, but also output torque of the mechanical transmission unit 30, for example. Actual values such as Tout, engine torque Te, vehicle acceleration, and engine torque Te calculated by, for example, accelerator opening or throttle opening (or intake air amount, air-fuel ratio, fuel injection amount) and engine speed Ne, It may be an estimated value such as a required driving force calculated based on the driver's accelerator pedal operation amount or throttle opening. The drive torque may be calculated from the output torque Tout and the like in consideration of the differential ratio, the radius of the drive wheel 3, and the like, or may be directly detected by, for example, a torque sensor. The same applies to the other torques. That is, the high output travel determination unit 112 determines the high output travel of the vehicle based on the driving force related parameter that directly or indirectly indicates the driving force of the vehicle.

  The speed-increasing side gear stage determination unit 104 determines whether to engage the switching clutch C0 or the switching brake B0 when the driving device 1 is in the stepped speed change state, for example, based on the vehicle state described below. It is determined whether or not the gear position to be shifted of the drive device 1 is a speed-increasing gear, for example, a fifth gear, according to the shift diagram (FIG. 6). This is because when the entire drive device 1 functions as a stepped automatic transmission, the switching brake B0 is applied when the switching clutch C0 is engaged in the first to fourth speeds or when the fifth speed is set. This is for engaging. In the shift diagram of FIG. 6, the driving load is adopted as the driving force related value (vertical axis).

  Next, a shift diagram will be described with reference to FIG. 6 is a value correlated with the vehicle speed V and the driving load K (the output torque Tout which is the driving force-related value described above, specifically based on the driver's accelerator pedal operation amount. Is a two-dimensional map for obtaining the target gear stage and the like, and is stored in the shift diagram storage unit 105 (see FIG. 5) of the ECU 100. In the shift diagram shown in FIG. 6, a line described as “up” is a shift-up line (shift line), and a line described as “down” is a shift-down line (shift line). In addition, each shift-up / shift-down switching direction and shift position (shift stage) are shown using numerals and arrows in the drawing. Moreover, the area | region within a thick line has shown the electric motor driving | running | working area | region (EV driving | running | working area | region).

  In the shift diagram of FIG. 6, the alternate long and short dash line indicates a determination vehicle speed V1 and a determination driving load K1 that define predetermined conditions for determining the stepped control region and the stepless control region, and is a determination that is a high vehicle speed determination value. A high vehicle speed determination line that is a series of vehicle speeds V1 and a high driving load determination line that is a series of determination driving loads K1 that are high load travel determination values (high output travel determination values) are shown. 6 is set based on the relationship (boundary line) between the stepless control region and the stepped control region using, for example, the engine speed Ne and the engine torque Te shown in FIG. 7 as parameters. . In the shift diagram of FIG. 6, hysteresis is provided for the determination of the stepped control region and the stepless control region as indicated by the two-dot chain line with respect to the one-dot chain line.

  The stepless control region and the stepped control region may be determined based on the relationship diagram of FIG. 7 based on the actual engine speed Ne and the engine torque Te.

  The switching control unit 101 shown in FIG. 5 includes a high vehicle speed determination by the high vehicle speed determination unit 111 as a predetermined condition, a high output travel determination by the high output travel determination unit 112, that is, a high torque determination (high load determination), and an electric path function determination unit. Based on the fact that at least one of the determinations of the electric path malfunction due to 113 has occurred, it is determined that the drive device 1 is a stepped shift control region for switching to the stepped shift state, and the hybrid control unit 102 is A signal for disabling or prohibiting the hybrid control or the continuously variable transmission control is output, and the shift control unit 103 is permitted to perform a shift control at the time of a preset step-shift.

  At this time, the shift control unit 103 executes automatic shift control of the mechanical transmission unit 30 according to the shift diagram shown in FIG. 6 stored in the shift diagram storage unit 105. FIG. 2 shows a combination of operations of the hydraulic friction engagement devices, that is, the clutches C0, C1, C2, and the brakes B0, B1, B2, B3 selected in the shift control at this time. The power distribution mechanism 21 and the mechanical transmission unit 30 function as a stepped automatic transmission, and a gear position is achieved according to the engagement table shown in FIG.

  For example, even if the high vehicle speed determination by the high vehicle speed determination unit 111, the fifth speed gear determination by the acceleration side gear determination unit 104, or the high output travel determination by the high output travel determination unit 112, the acceleration side gear When the determination unit 104 determines the fifth speed gear stage, the switching control unit 101 is used to obtain a speed-increasing gear stage having a gear ratio smaller than 1.0, that is, a so-called overdrive gear stage, as a whole. A command to release the switching clutch C0 and engage the switching brake B0 so that the electric differential unit 20 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of “0.696”. Output to the hydraulic control circuit 200.

  In addition, when the high output travel determination unit 112 determines that the high output travel determination or the speed increasing side gear stage determination unit 104 determines that the gear is not the fifth speed gear stage, the gear ratio of the drive device 1 as a whole is 1.0 or more. In order to obtain the reduction gear stage, the switching control unit 101 activates the switching clutch C0 so that the electric differential unit 20 functions as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of “1”. A command to engage and release the switching brake B0 is output to the hydraulic control circuit 200.

  As described above, the switching control unit 101 switches the driving device 1 to the stepped gear shift state based on the predetermined condition, and selectively switches to one of the two types of gear shift states in the stepped gear shift state. As a result, the electric differential unit 20 functions as a sub-transmission, and the mechanical transmission unit 30 in series functions as a stepped transmission, whereby the entire drive device 1 functions as a stepped automatic transmission. To do.

  For example, the determination vehicle speed V1 is set so that when the driving device 1 is in a continuously variable transmission state during high-speed traveling, the driving device 1 is in a step-variable shifting state during high-speed traveling so as to suppress deterioration of fuel consumption. Is set to The determination driving load K1 is, for example, from the first electric motor MG1 in order to reduce the size of the first electric motor MG1 without causing the reaction torque of the first electric motor MG1 to correspond to the high output range of the engine 10 when the vehicle is traveling at a high output. Is set in accordance with the characteristics of the first electric motor MG1 that can be arranged with a smaller maximum output of electrical energy.

  On the other hand, the switching control unit 101 does not generate any of the high vehicle speed determination by the high vehicle speed determination unit 111, the high output travel determination by the high output travel determination unit 112, and the determination of the electric path malfunction by the electric path function determination unit 113. Is determined to be a continuously variable transmission control region in which the driving device 1 is switched to a continuously variable transmission state, and the electric differential unit 20 is continuously variable to obtain a continuously variable transmission state as a whole of the driving device 1. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic pressure control circuit 200 so that the continuously variable transmission is possible. At the same time, a signal for permitting hybrid control is output to the hybrid control unit 102, and a signal to be fixed to a preset gear position at the time of continuously variable transmission is output to the shift control unit 103, or a shift is performed. A signal for permitting automatic transmission of the mechanical transmission unit 30 according to a shift diagram (FIG. 6) stored in advance in the diagram storage unit 105 is output. In this case, the automatic shift is performed by the shift control unit 103 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG.

  Thus, the electric differential unit 20 switched to the continuously variable transmission state based on the predetermined condition by the switching control unit 101 functions as a continuously variable transmission, and the mechanical transmission unit 30 in series therewith is a stepped transmission. As a result, it is possible to obtain a driving force of an appropriate magnitude, and at the same time, for each of the first, second, third, and fourth gear stages of the mechanical transmission unit 30, The rotation speed input to the transmission unit 30, that is, the rotation speed of the transmission shaft 22 is changed steplessly, and each gear stage has a stepless transmission ratio width. Accordingly, the gear ratio between the gear stages can be continuously changed continuously, and the drive device 1 as a whole is in a continuously variable speed state, and the total gear ratio γT can be obtained continuously.

  The hybrid control unit 102 operates the engine 10 in an efficient operating range, and changes the distribution of the driving force between the engine 10 and the first electric motor MG1 and / or the second electric motor MG2 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 and the vehicle speed, and the required driving force is calculated from the required output and the required charging value. Further, the engine speed Ne and the total output are calculated, and based on the total output and the engine speed Ne, the engine 10 is controlled so as to obtain the engine output, and the power generation amount of the first electric motor MG1 is controlled. .

  Further, the hybrid control unit 102 executes control in consideration of the gear position of the mechanical transmission unit 30, or issues a shift command to the mechanical transmission unit 30 for improving fuel consumption. In such hybrid control, in order to match the engine speed Ne that operates the engine 10 in an efficient operating range with the speed of the transmission shaft 22 determined by the vehicle speed and the gear position of the mechanical transmission unit 30, The distribution mechanism 21 is caused to function as an electric continuously variable transmission. That is, the hybrid control unit 102 obtains a target value of the total gear ratio γT of the drive device 1 so that the engine 10 operates based on an optimum fuel consumption rate curve that achieves both drivability and fuel consumption during continuously variable speed travel. The speed ratio γ0 of the power distribution mechanism 21 is controlled so that the target value is obtained, and the total speed ratio γT is controlled within the changeable range of the speed change, for example, 13 to 0.5.

  At this time, since the hybrid control unit 102 supplies the electric energy generated by the first electric motor MG1 to the power storage device 70 and the second electric motor MG2 through the inverter 60, the main part of the power of the engine 10 is mechanically a transmission shaft. However, a part of the motive power of the engine 10 is consumed for power generation of the first electric motor MG1 and converted into electric energy. This electric energy is supplied to the second electric motor MG2 or the first electric motor MG1 via the inverter 60, and is transmitted from the second electric motor MG2 or the first electric motor MG1 to the transmission shaft 22 of the electric differential section 20. An electric path from conversion of part of the power of the engine 10 to 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 MG2 Composed.

  Further, the hybrid control unit 102 can drive the motor by the electric CVT function of the electric differential unit 20 regardless of whether the engine 10 is stopped or in an idle state. Further, the hybrid control unit 102 operates the first electric motor MG1 and / or the second electric motor MG2 even when the electric differential unit 20 is in the stepped speed change state (constant speed change state) while the engine 10 is stopped. It can also be run.

  The engine control unit 106 executes various controls of the engine 10 including throttle valve opening control (intake air amount control), fuel injection amount control, ignition timing control, and the like.

  In addition to the various controls described above, the ECU 100 executes “shift point changing control” to be described later.

-Shift operation device-
Next, a shift operation device which is a manual transmission operation device will be described with reference to FIG.

  The shift operation device 80 of this example includes a shift lever 81 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 81 is in a neutral state (neutral state) in which both the clutch C <b> 1 and the clutch C <b> 2 are released and the power transmission path in the mechanical transmission unit 30 is blocked. At the same time, the parking position “P (parking)” for locking the output shaft 12 of the mechanical transmission unit 30, the reverse traveling position “R (reverse)” for reverse traveling, and the power transmission path in the drive device 1 are interrupted. The neutral position “N (neutral)”, the forward automatic shift travel position “D (drive)”, or the forward manual shift travel position “M (manual)” is manually operated. It is provided as follows.

  The “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling, and the “R” position, “D” position, and “M” position are selected when the vehicle is traveling. It is a running position. Further, the “D” position is also the highest speed traveling position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine braking effect can be obtained.

  The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position in the longitudinal direction of the vehicle, for example, and when the shift lever 81 is operated to the “M” position, Any one of the “D” range to the “L” range is changed according to the operation of the shift lever 81. Specifically, at the “M” position, an upshift position “+” and a downshift position “−” are provided in the front-rear direction of the vehicle, and the shift lever 81 has their upshift position “+”. Alternatively, when the downshift position “−” is operated, the range is switched from the “D” range to the “L” range.

  For example, the five shift ranges from the “D” range to the “L” range at the “M” position are the high speed side (the gear ratio is the minimum side) in the change range of the total gear ratio γT in which the automatic shift control of the drive device 1 is possible The speed range of the gear stage (gear stage) is limited so that the maximum speed side gear stage in which the mechanical transmission unit 30 can change the speed is different. is there.

  The shift lever 81 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. The shift operation device 80 is provided with a shift position sensor (see FIG. 4) for detecting each shift position of the shift lever 81. The shift position of the shift lever 81, the number of operations at the “M” position, etc. Is output to the ECU 100.

  For example, when the “D” position is selected by operating the shift lever 81, the switching control unit 101 executes automatic switching control of the shift state of the drive device 1 based on the shift diagram of FIG. The continuously variable transmission control of the electric differential unit 20 is executed by the unit 102, and the automatic transmission control of the mechanical transmission unit 30 is executed by the transmission control unit 103. For example, when the drive device 1 is switched to the stepped speed change state, the drive device 1 is automatically controlled to shift within the range of the first gear to the fifth gear, for example, as shown in FIG. When the driving device 1 is in a continuously variable speed driving state where the driving device 1 is switched to a continuously variable transmission state, the driving device 1 has a continuously variable transmission ratio width of the electric differential unit 20 and the first to fourth gears of the mechanical transmission unit 30. Automatic shift control is performed within the change range of the total gear ratio γT that can be shifted of the drive device 1 obtained by each gear stage that is automatically controlled in the range of the speed gear stage. The “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which the automatic shift control of the drive device 1 is executed.

  On the other hand, when the “M” position is selected by operating the shift lever 81, the switching control unit 101, the hybrid control unit 102, and the gear change are performed so as not to exceed the highest speed side gear stage or gear ratio of the shift range. The control unit 103 performs automatic transmission control within the range of the total transmission ratio γT that can be changed in each transmission range of the drive device 1. For example, when the driving device 1 is switched to the stepped speed change state, the driving device 1 is automatically controlled in the range of the total gear ratio γT in which the driving device 1 can change the speed in each speed range, or the driving device 1 In the continuously variable speed driving in which the gear is switched to the continuously variable speed state, the drive device 1 determines the stepless gear ratio range of the electric differential section 20 and the shift speed of the mechanical transmission section 30 corresponding to each shift range. The automatic shift control is performed in the range of the total gear ratio γT that can be shifted in each shift range of the drive device 1 obtained by each gear stage that is automatically controlled in the range. The “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which the manual shift control of the drive device 1 is executed.

-Shift point change control-
Next, shift point change control, which is a control operation characteristic of the present embodiment, will be described. This shift point change control is to change the shift point of the mechanical transmission unit 30 when the operable range of the first electric motor MG1 changes (shift point change control by the shift point changing means). In other words, the shift line that is a set of shift points is changed. Specifically, the upshift line and the downshift line in the shift diagram shown in FIG. 6 are changed. Instead of this, a plurality of maps having shift diagrams with different shift-up lines and shift-down lines are stored in the shift diagram storage unit 105, and the operable range of the first electric motor MG1 is stored. When the change occurs, the map may be switched so that the shift diagram used for the shift control of the mechanical transmission unit 30 is switched. This will be specifically described below.

  For example, the remaining power in the power storage device 70 is low, or the magnet temperature of the first electric motor MG1 increases and the magnetic force decreases as the temperature of the hydraulic oil supplied to the electric differential unit 20 increases. When the temperature of the inverter 60 rises, or the inverter performance decreases due to the temperature of the inverter 60 rising, the output of the first electric motor MG1 decreases and the operable region is limited. For example, as shown in FIG. 16 described above, the operable region of the first electric motor MG1 indicated by the solid line is limited as indicated by the broken line. Thereby, the upper limit values (the upper limit value of the positive rotation and the upper limit value of the negative rotation) of the controllable first motor MG1 are limited.

  In this embodiment, when the operation possible region of the first electric motor MG1 is restricted (the operation possible region of the first electric motor MG1 changes to a decrease side of the electric motor output) in this embodiment, Both the upshift line, which is a set of shift points for shifting up the transmission unit 30, and the downshift line, which is a set of shift points for downshifting, are switched to the low vehicle speed side. That is, in the shift diagram shown in FIG. 6, the up-shift line and the down-shift line indicated by the solid line (the shift line when the operable range of the first electric motor MG1 is not limited) are shown by the up-shift indicated by the broken line. The line is changed to the low vehicle speed side so as to be a line and a downshift line (see the arrow indicated by the broken line in FIG. 6), or the map is switched.

  More specifically, a sensor that detects the voltage value of the power storage device 70, an oil temperature sensor that detects the temperature of the hydraulic oil supplied to the electric differential unit 20, a temperature sensor that detects the temperature of the inverter 60, and the like. It is determined whether or not the output of the first electric motor MG1 is reduced from the output, that is, whether or not the operable region of the first electric motor MG1 is restricted, and is determined to be the situation where the operable region is restricted ( If the determination is affirmative, in the shift diagram shown in FIG. 6, the shift-up line and the shift-down line indicated by the solid line are changed to the shift-up line and the shift-down line indicated by the broken line. Change to As a result, the shift timing of the mechanical transmission unit 30 is shifted to the low vehicle speed side. That is, when shifting up the mechanical transmission 30 during vehicle acceleration, the shift-up execution timing is made earlier (lower vehicle speed side), and conversely, when the vehicle is decelerated, etc. When the downshifting of the mechanical transmission unit 30 is performed, the downshift execution timing is delayed (lower vehicle speed side).

  A specific control procedure of the shift point change control will be described with reference to the flowchart of FIG. This shift point change control is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds.

  First, in step ST1, it is determined whether or not the output of the first electric motor MG1 is reduced based on the output of each sensor, that is, whether or not the operable range of the first electric motor MG1 is limited. If the operable region of the first electric motor MG1 is not limited and the determination is NO in step ST1, this routine is terminated.

  On the other hand, in a situation where the operable region of the first electric motor MG1 is limited, and when a Yes determination is made in step ST1, the process proceeds to step ST2 to change the upshift line and the downshift line (shift line). . That is, in the shift diagram shown in FIG. 6, the upshift line and the downshift line indicated by the solid line are changed to the low vehicle speed side so as to be the upshift line and the downshift line indicated by the broken line. As a result, the shift timing of the mechanical transmission unit 30 is shifted to the low vehicle speed side.

  In a state where the shift operation of the mechanical transmission unit 30 is performed according to the shift-up line and the shift-down line thus changed, in step ST3, the situation where the operable region of the first electric motor MG1 is limited is released. Until this situation is canceled, the shift operation of the mechanical transmission unit 30 using the up-shift line and the down-shift line changed as described above (shifted to the low vehicle speed side) is performed. Do. Details of the shift operation of the mechanical transmission unit 30 using the shift line shifted to the low vehicle speed side will be described later.

  Then, the situation where the operable region of the first electric motor MG1 is restricted is canceled, and if the determination is YES in step ST3, the process proceeds to step ST4 to return the upshift line and the downshift line to the original state. The shift point return operation is executed. Details of this shift point return operation will also be described later.

  Then, after this shift point return operation is completed and the up-shift line and the down-shift line return to the original state (the state indicated by the solid line in FIG. 6), this routine is finished.

  Next, the shift operation of the mechanical transmission unit 30 using the shift line shifted to the low vehicle speed side in the step ST2 will be described.

  As described above, when the operable range of the first electric motor MG1 is limited, the shift-up line and the shift-down line are changed to the low vehicle speed side. As a result, the shift timing of the mechanical transmission unit 30 shifts to the low vehicle speed side, and the following operation is performed. In the following description, a description is mainly given of the upshifting operation of the mechanical transmission unit 30.

  When the operable range of the first electric motor MG1 is limited, the usable range of the rotation speed of the first electric motor MG1 is reduced (refer to the operable range indicated by a broken line in FIG. 16) and set in advance. Even if the shift operation of the mechanical transmission unit 30 is performed according to the shift-up line (shown by the solid line in FIG. 6), there is a possibility that the situation where the vehicle speed exceeds the shift-up line cannot be obtained. That is, as described in FIG. 18C described above, N1 (the number of revolutions corresponding to the vehicle speed exceeding the upshift line indicated by the solid line in FIG. 6) is obtained as the number of revolutions of the output shaft 12 of the mechanical transmission unit 30. It may not be possible. In this case, the conventional control operation causes a situation where the first electric motor MG1 must be driven outside the operable region, and the controllability is deteriorated. In the present embodiment, when the drivable region of the first electric motor MG1 is limited as described above, by changing the shift point (shift line) of the mechanical transmission unit 30 to the low vehicle speed side, The shift operation of the mechanical transmission unit 30 can be executed before the rotational speed of the first electric motor MG1 reaches a state outside the operable range. For example, in FIG. 18C, the shift point is shifted to N2 in the drawing (shifted to the low vehicle speed side), so that the shift of the mechanical transmission unit 30 is performed at the timing shown in FIG. 18C. The up operation can be executed. Thereby, even in a situation where the operable region of the first electric motor MG1 is limited, the shift operation of the mechanical transmission unit 30 is performed while controlling the first electric motor MG1 within the limited operable region. Therefore, the controllability of the first electric motor MG1 can be ensured satisfactorily.

  Further, in the present embodiment, the change width (change width of the vehicle speed value that determines the shift timing) from the shift line before the change (shift up line and shift down line) to the shift line after change is the driving load. It is set to change accordingly. Specifically, as shown in FIG. 6, as the driving load is higher, the change width from the shift line before change (solid line) to the shift line after change (broken line) (change width to the left in FIG. 6). ) Is set so that the upshift line and the downshift line after the change are set to be large. The reason will be described below.

  When the driving load is high (for example, when the driver's accelerator depression amount is large), the vehicle acceleration is high, and the amount of change in the rotational speed of the first electric motor MG1 for making the electric differential section 20 differential (electrical The amount of change in the rotational speed of the first electric motor MG1 for increasing the vehicle speed due to the differential of the expression differential unit 20 also increases. That is, a control operation is performed in which the rotation speed of the first electric motor MG1 changes abruptly. On the other hand, the time from when the vehicle speed reaches the shift-up line and the execution of the shift operation is determined until the actual shift operation of the mechanical transmission unit 30 is started is substantially constant regardless of the driving load (mechanical mechanism). Determined time). That is, the time (time lag) from when the shift operation is determined to be started until the shift operation of the mechanical transmission unit 30 is started is constant regardless of the amount of change in the rotation speed of the first electric motor MG1. For this reason, in a situation where the rotational speed of the first electric motor MG1 changes rapidly as described above (at the time of a high operating load), the first electric motor MG1 is in a state before the shifting operation of the mechanical transmission unit 30 is started. There is a concern that the rotational speed may reach the outside of the operable range. Therefore, in this embodiment, when the driving load is high, the change width (change width to the low vehicle speed side) when changing the upshift line and the downshift line is increased, and the speed change operation of the mechanical transmission unit 30 is performed. It is possible to avoid a situation in which the engine speed is delayed and the rotation speed of the first electric motor MG1 reaches beyond the operable range.

  Next, the shift point return operation executed in step ST4 will be described. When the situation in which the operable range of the first electric motor MG1 is restricted is released, the changed shift-up line and shift-down line (the state indicated by the broken line in FIG. 6) are changed to the original state (the solid line in FIG. 6). The shift point returning operation for returning to the state shown in FIG. In this shift point return operation, each time the shift operation of the mechanical transmission unit 30 is executed, the shift point (shift up line and shift down line) is gradually changed to the shift point before the change (shift up line indicated by a solid line). And shift down line). That is, the upshift line and the downshift line are gradually returned to the original state. Specifically, a shift line indicated by a broken line in FIG. 6 (a shift line changed in accordance with a limitation of the operable region of the first electric motor MG1) and a shift line indicated by a solid line (the first shift line) For example, a two-stage intermediate shift line is defined between the motor MG1 and the drive range where the driveable region of the electric motor MG1 is not limited. Each time the shift operation of the mechanical transmission unit 30 is executed, a solid line is defined. Control is performed so as to return one step at a time toward the shift line indicated by. It should be noted that the control for returning the shift line is executed substantially simultaneously for all the shift lines. As a result, it is possible to avoid a driver's uncomfortable feeling due to a sudden change in the shift line (for example, a situation in which the acceleration feeling when the vehicle travels greatly changes due to a sudden change in the shift line), thereby improving drivability. You can plan.

  FIG. 10 is a timing chart showing changes in vehicle speed, engine speed, first motor MG1, and second motor MG2 when the vehicle starts. FIG. FIG. 10B shows changes in a situation where the operable range of the first electric motor MG1 is not restricted, that is, changes in a situation where the operable area of the first electric motor MG1 is restricted, that is, mechanical type. Each change according to the shift line used for the shift control of the transmission unit 30 being changed to the low vehicle speed side is shown.

  First, as shown in FIG. 10 (a), in a situation where the operable region of the first electric motor MG1 is not limited, the negative rotation speed of the first electric motor MG1 can be sufficiently increased, and accordingly the machine The vehicle speed can be increased up to the shift line (shift-up line) without the shift operation of the type transmission unit 30.

  Specifically, from the timing T1 in FIG. 10 (a), the rotational speed on the positive side of the first electric motor MG1 is decreased, and then the rotational speed is shifted to the negative side to increase the rotational speed. Increase the vehicle speed. At timing T2, the vehicle speed becomes V2 in the figure, and the shift-up operation of the mechanical transmission unit 30 is performed beyond the shift-up line on the shift diagram (shift-up line indicated by a solid line in FIG. 6). Accordingly, the rotational speed of the first electric motor MG1 is reversed to the positive side, and the rotational speed of the second electric motor MG2 that is rotating to the positive side is decreased (the down-shifting operation of the electric differential unit 20). ). Further, the shifting operation of the mechanical transmission unit 30 ends at the timing T3, and then the vehicle speed is increased by decreasing the positive rotation speed of the first electric motor MG1 again.

  On the other hand, as shown in FIG. 10 (b), the operating range of the first electric motor MG1 is limited (for example, the rotational speed of the first electric motor MG1 is increased to the rotational speed Ng1 shown in FIG. 10 (a)). (Situation where it cannot be increased to the negative side), the shift point of the mechanical transmission unit 30 is changed to the low vehicle speed side, so the vehicle speed shifts at the vehicle speed V3 (timing T4: V3 <V2) in the figure. The up line (shift up line indicated by a broken line in FIG. 6) is exceeded, and the upshifting operation of the mechanical transmission unit 30 is performed. For this reason, the negative side rotational speed Ng1 in a situation where the operating range of the first electric motor MG1 is not limited as shown in FIG. 10A is relatively low. The speed change operation of the mechanical speed changer 30 can be executed at a lower speed Ng1 ′. As a result, the situation where the rotation speed of the first electric motor MG1 reaches the outside of the operable region is avoided, and the speed change operation of the mechanical transmission unit 30 is controlled while controlling the first electric motor MG1 within the limited operable region. Can be executed. For this reason, the controllability of the first electric motor MG1 can be ensured satisfactorily. Further, in this case, the shifting operation of the mechanical transmission unit 30 ends at the timing T5.

  Here, the operation at the time of starting the vehicle has been described. However, the present invention is not limited to this. Similarly, during normal driving of the vehicle, the mechanical shift is performed when the operable range of the first electric motor MG1 is limited. The same effect can be obtained by changing the shift line used for the shift control of the unit 30 to the low vehicle speed side.

(Second Embodiment)
Next, a second embodiment will be described. The present embodiment is different from that of the first embodiment described above in the shift-up line and the shift-down line that are switched to the low vehicle speed side when the operable range of the first electric motor MG1 is limited. In addition, since the configuration and control operation of the driving device 1 are the same as those of the first embodiment, only the shift-up line and the shift-down line after the change will be described here.

  FIG. 11 is a diagram illustrating the relationship among the driving load, the gear position of the mechanical transmission unit 30, and the shift line change width (change line to the low vehicle speed side of the shift line) in the present embodiment. As described above, the shift line change width is increased as the driving load is higher and the shift speed is lower.

  FIG. 12 shows a shift diagram that is set based on the relationship between the driving load shown in FIG. 11, the gear position of the mechanical transmission unit 30, and the shift line change width. As described above, when the operable range of the first electric motor MG1 is limited, the shift-up line and the shift-down line indicated by the solid line in the drawing are replaced with the shift-up line and the shift-down line indicated by the broken line. It is changed to the low vehicle speed side so as to be a line. The change width (change width of the vehicle speed value that determines the shift timing) from the shift-up line and shift-down line (solid line) before the change to the shift-up line and shift-down line (broken line) after the change is the driving load. And it is set so that it may change according to the gear stage of the mechanical transmission unit 30. Specifically, the higher the operating load, the larger the shift-up line and shift after the change so that the range of change from the shift-up line and shift-down line before the change to the shift-up line and shift-down line after the change becomes larger. The down line is set. In addition, in the present embodiment, the lower the gear position (the greater the gear ratio in the mechanical transmission unit 30), the more the shift-up line after the change and the shift-up line after the change and The changed shift-up line and shift-down line are set so that the change width to the shift-down line is increased.

  Set the upshift line and downshift line after the change so that the range of change from the upshift line and downshift line before the change to the upshift line and downshift line after the change increases as the operating load increases. The reason for this is explained in the first embodiment, and the explanation is omitted here.

  Shift-up line and shift-down line after change so that the width of change from the shift-up line and shift-down line before change to the shift-up line and shift-down line after change becomes larger as the number of gears is lower. The reason for setting is described below.

  When the number of gears is low, the vehicle acceleration is high with respect to the driver's accelerator depression amount, and the amount of change in the rotation speed of the first electric motor MG1 for making the electric differential unit 20 differential (electrical difference) The amount of change in the rotational speed of the first electric motor MG1 for increasing the vehicle speed due to the differential of the moving part 20 also increases. That is, a control operation is performed in which the rotation speed of the first electric motor MG1 changes abruptly. On the other hand, the time from when the vehicle speed reaches the upshift line and the execution of the shift operation is determined until the actual shift operation of the mechanical transmission unit 30 is started is substantially constant regardless of the driving load. is there. For this reason, in the situation where the rotational speed of the first electric motor MG1 changes suddenly as described above (the situation where the speed stage is a low speed stage), the speed change operation of the mechanical transmission unit 30 is started before the first speed change operation. There is a concern that the rotational speed of the single electric motor MG1 may reach the outside of the operable range. Therefore, in this embodiment, when the number of shift stages is a low speed stage, the change width (change width to the low vehicle speed side) when changing the upshift line and the downshift line is increased, and the mechanical transmission unit 30 is changed. Thus, it is possible to avoid a situation in which the speed change operation is delayed and the rotation speed of the first electric motor MG1 reaches beyond the operable range.

  In this embodiment, the shift point return operation is executed in the same manner as in the first embodiment described above. In this case, the shift line indicated by the broken line in FIG. 12 (operable range of the first electric motor MG1). Is defined as a middle line defined between a shift line indicated by a solid line and a shift line indicated by a solid line (a shift line when the operable range of the first electric motor MG1 is not limited). The number of typical shift lines is set so that the number of low speed stages is greater than that of high speed stages. For example, one gear between the fourth gear and the fifth gear, two between the third gear and the fourth gear, the second gear and the third gear, Intermediate shift lines used during the shift point return operation are defined such that there are three gears between the first gear and four gears between the first gear and the second gear.

(Third embodiment)
Next, a third embodiment will be described. In the present embodiment, the structure of the mechanical transmission unit is different from that of the first embodiment. Specifically, a belt type continuously variable transmission (belt type CVT) is applied as the mechanical transmission unit, and is applied to an FF (front engine / front drive) type vehicle. In addition, since the configuration and control operation of the drive device 1 are the same as those of the first embodiment, only the configuration of the belt-type continuously variable transmission will be described here.

FIG. 13 is a skeleton diagram showing the drive device 1 of the present embodiment. The belt-type continuously variable transmission unit 130 connected to the rear stage side of the transmission member 22 has its gear ratio γ _CVT (= rotational speed N ₂₂ of the transmission member ₂₂ / rotational speed N _OUT of the output shaft 12) by mechanical action. It functions as a continuously variable automatic transmission that can be continuously changed. An input pulley 40 provided on the first axis RC1 and connected to the transmission member 22, and an output provided in parallel with the input pulley 40 on the second axis RC2 and connected to the output shaft 12. A side pulley 42 and a belt 44 that is wound between the pair of pulleys 40 and 42 and connects the pair of pulleys 40 and 42 so as to transmit power by frictional force are provided. Reference numeral 13 in FIG. 13 denotes a differential drive gear connected to the output side of the belt-type continuously variable transmission unit 130 via the output shaft 12, and reference numeral 14 denotes a differential ring gear that meshes with the differential drive gear 13. The differential ring gear 14 is connected to the differential gear device 2.

  The input side pulley 40 includes a conical input side slide pulley 46 slidable in the rotation axis direction and a conical input side fixed pulley 48 fixed so as not to slide. The input side fixed pulley 48 is combined with the apex facing each other to form a V-shaped input side pulley groove 50 with which the belt 44 contacts. The output pulley 42 has the same configuration as that of the input pulley 40. The output pulley 42 includes an output slide pulley 52 and an output fixed pulley 54, and the belt 44 contacts between them. A letter-shaped output side pulley groove 56 is formed.

In the belt-type continuously variable transmission unit 130, tension is applied to the belt 44 in order to obtain a frictional force for power transmission between each of the input pulley 40 and the output pulley 42 and the belt 44. Either the side pulley groove 50 or the output side pulley groove 56 is in contact with the belt 44 at the conical surface of each pulley 46, 48, 52, 54. Therefore, the closer the input side slide pulley 46 is to the input side fixed pulley 48 side in the input side pulley 40, and the more the input side pulley is moved away from the output side fixed pulley 54 side in the output side pulley 42 in synchronization therewith, The contact diameter (effective diameter) of the belt 40 with the belt 44 increases, the contact diameter (effective diameter) of the output pulley 42 with the belt 44 decreases, and the speed ratio γ _CVT of the continuously variable transmission 20 decreases. That is, the input side slide pulley 46 and the output side slide pulley 52 are slid in synchronization with each other by hydraulic control or the like, so that the speed ratio γ _CVT of the continuously variable transmission 20 changes continuously.

  As a more specific configuration for operating the continuously variable transmission unit 20, hydraulic actuators 47 and 53 are provided on the input side slide pulley 46 of the input side pulley 40 and the output side slide pulley 52 of the output side pulley 42, respectively. Is provided. That is, the slide pulleys 46 and 52 are moved forward and backward with respect to the fixed pulleys 48 and 54 by applying a predetermined hydraulic pressure to the working hydraulic chambers formed in the hydraulic actuators 47 and 53.

The hydraulic pressure is controlled and supplied to the hydraulic actuator 47 of the input side slide pulley 46 and the hydraulic actuator 53 of the output side slide pulley 52 via the hydraulic pressure control circuit 200 (see FIG. 5). . That is, the primary control oil pressure P _pri is supplied to the hydraulic actuator 47 provided in the input side slide pulley 46, and the secondary control oil pressure P _sec is supplied to the hydraulic actuator 53 provided in the output side slide pulley 52. It has become.

More specifically, hydraulic oil sucked from an oil pan (not shown) and discharged from an oil pump is regulated by a pressure-regulating valve that is duty-controlled and controlled as a line pressure PL. The hydraulic oil having the line pressure PL is made the primary control hydraulic pressure P _pri by the primary-side pressure reducing valve that is duty-controlled, and is supplied to the hydraulic actuator 47 on the input side (primary side). Further, the hydraulic oil having the line pressure PL is similarly duty-controlled, controlled by the secondary side pressure reducing valve to the secondary control hydraulic pressure _Psec, and supplied to the output side (secondary side) hydraulic actuator 53.

The speed change control unit 103 receives information such as the rotational speed N _{22 of the} transmission member (primary shaft) 22 and the rotational speed N _{OUT of the} output shaft (secondary shaft) 12, and further information such as the vehicle speed V and the accelerator opening Acc. In order to obtain the required gear ratio γ _CVT (= N ₂₂ / N _OUT ) and the belt clamping pressure based on a map or the like obtained in advance through experiments or the like, the primary control oil pressure P _pri and the secondary control oil pressure P described above are obtained. _sec is formed.

Then, the width of the input side pulley groove 50 is adjusted by controlling the primary control oil pressure P _pri that acts on the operating hydraulic chamber of the input side hydraulic actuator 47. As a result, the wrapping radius of the belt 44 in the input pulley 40 changes, and the ratio of the input rotational speed N ₁₈ and the output rotational speed N _OUT of the belt-type continuously variable transmission unit 130, that is, the speed ratio γ _CVT is stepless ( Will be controlled continuously).

Further, by controlling the secondary control oil pressure P _sec acting on the working hydraulic chamber of the output-side hydraulic actuator 53, the width of the output-side pulley groove 56 changes. That is, the belt clamping pressure (in other words, thrust) in the axial direction of the output-side pulley 42 with respect to the belt 44 is controlled. The tension of the belt 44 is controlled by this belt clamping pressure, and the contact surface pressure between the input side pulley 40 and the output side pulley 42 and the belt 44 is controlled. The secondary control oil pressure P _sec is controlled based on torque, a gear ratio, and the like input to the transmission member 18 connected to the input side pulley 40 of the continuously variable transmission unit 20.

  Also in the drive device 1 including the mechanical transmission unit 130 formed of the belt-type continuously variable transmission configured as described above, the operable range of the first electric motor MG1 is limited as in the case of the first embodiment described above. In such a situation, shift point change control for switching the shift point to the low vehicle speed side is executed.

FIG. 14 shows an automatic shift map in the present embodiment. In general, the speed ratio control of the belt type continuously variable transmission is performed by setting the accelerator operation amount θACC representing the driver's required output amount and the vehicle speed V (corresponding to the rotation speed of the output shaft 12) as indicated by the solid line in the figure. The belt-type continuously variable transmission is calculated in accordance with the deviation of the input rotational speed NINT from the predetermined automatic shift map so that the actual input shaft rotational speed Nin matches the target rotational speed NINT. The primary control oil pressure P _pri is controlled by feedback control of the gear shift control, specifically, the electromagnetic on-off valve of the hydraulic control circuit 200 and the like. Further, the target rotational speed NINT at which the gear ratio γ becomes larger as the vehicle speed V is lower and the accelerator operation amount θACC is larger is set. Further, since the vehicle speed V corresponds to the rotational speed of the output shaft 12, the target rotational speed NINT, which is the target value of the input shaft rotational speed Nin, corresponds to the target speed ratio, and the minimum speed ratio γmin of the belt type continuously variable transmission unit 130. And the maximum gear ratio γmax.

  With respect to such an automatic shift map, in the present embodiment, when the operable range of the first electric motor MG1 is limited, as shown by a broken line in FIG. Executed. That is, the target rotation speed is set to the lower side. Thereby, also in the case of this embodiment, the effect similar to the case of 1st Embodiment mentioned above can be show | played, and the controllability of 1st electric motor MG1 can be ensured favorable. As in the case of the first embodiment described above, automatic shift maps having different shift points are stored in the shift diagram storage unit 105, and the operable range of the first electric motor MG1 changes. The automatic shift map used for the shift control of the belt type continuously variable transmission unit 130 may be switched.

(Fourth embodiment)
Next, a fourth embodiment will be described. In the present embodiment, the structure of the mechanical transmission unit is different from those of the above-described embodiments. Specifically, a toroidal continuously variable transmission (toroidal CVT) is applied as a mechanical transmission, and is applied to an FR (front engine / rear drive) type vehicle. In addition, since the configuration and control operation of the drive device 1 are the same as those of the first embodiment, only the configuration of the toroidal continuously variable transmission will be described here.

FIG. 15 is a skeleton diagram showing the drive device 1 of the present embodiment. The toroidal continuously variable transmission 140 connected to the rear side of the transmission member 22 functions as a continuously variable automatic transmission whose speed ratio γ _CVT can be continuously changed by mechanical action. . The toroidal continuously variable transmission 140 is connected to the transmission member 22 and opposed to two input disks 142a and 142b (hereinafter referred to as “input disks 142” unless otherwise distinguished) on the rotation shaft. Between the two input disks 142a and 142b, two output disks 144a and 144b that are coaxially disposed opposite to each of the input disks 142a and 142b and connected to the output shaft 12 (hereinafter, not particularly distinguished) And a power roller 146a provided with a total of four power rollers 146a each having a rotational axis as a symmetrical axis between each of the opposing input disks 142a and 142b and the output disks 144a and 144b. , 146b, 146c, 146d (hereinafter referred to as "power roller 1 unless otherwise distinguished" It is equipped with a 6 "hereinafter) and. The opposing input disk 142 and output disk 144 are pressed in the direction in which they approach each other, and the opposing surfaces of the two power rollers 146 having a rotation axis that is provided therebetween and intersects with the rotation axis of the transmission member 22. The contact surface of the input disk 142 and the output disk 144 with the opposing power roller 146 so that the rotating shaft of the power roller 146 can swing while maintaining the contact by generating frictional force with the outer peripheral surface. Has an arcuate cross section. In the toroidal-type continuously variable transmission 140 configured in this way, a pair of input disk 142a, power rollers 146a and 146b, and output disk 144a that form a first power transmission path, and one that forms a second power transmission path. A pair of input disks 142b, power rollers 146c and 146d, and output disks 144b are provided in series on the rotating shaft of the transmission member 22 as a mechanical arrangement and in parallel as a power transmission path. The drive torque thus transmitted is transmitted in the order of the input disk 142, the power roller 146, and the output disk 144 through two parallel flow transmission paths in the toroidal-type continuously variable transmission 140, respectively, and is transmitted through the output shaft 12 connected to the output disk 144. Then, it is transmitted to the drive wheel 3.

In the toroidal-type continuously variable transmission unit 140, the angle θ _PR formed by the rotating shaft of the power roller 146 and the rotating shaft of the transmission member 22 that are in frictional contact with the input disk 142 and the output disk 144 on the outer peripheral surface is set to the four power rollers. By simultaneously changing to the same angle at 146, the ratio of the radius (effective diameter) of the contact point with the power roller 146 on the input disk 142 to the radius (effective diameter) of the contact point with the power roller 146 on the output disk 144 is The transmission ratio γ _{CVT of the} toroidal-type continuously variable transmission 140 changes continuously. Specifically, as the angle θ _PR is decreased, the radius of the contact point on the input disk 142 is increased and the radius of the contact point on the output disk 144 is decreased. The ratio γ _CVT is small.

  Also in the drive device 1 including the mechanical transmission unit 140 formed of the toroidal-type continuously variable transmission configured as described above, the operable range of the first electric motor MG1 is limited as in the case of the first embodiment described above. In such a situation, shift point change control for switching the upshift line and the downshift line to the low vehicle speed side is executed.

  Thereby, also in the case of this embodiment, the effect similar to the case of 1st Embodiment mentioned above can be show | played, and the controllability of 1st electric motor MG1 can be ensured favorable.

-Other embodiments-
In the first and second embodiments described above, a planetary gear type automatic transmission with four forward speeds is used as the mechanical transmission unit 30, but the present invention is not limited to this, and any other arbitrary A planetary gear type automatic transmission having the following shift stages may be applied to the mechanical transmission unit 30.

  In the above embodiment, the power distribution mechanism 21 of the electric differential unit 20 is configured by a set of planetary gear devices. However, the present invention is not limited to this, and the power distribution mechanism of the electric differential unit. May be constituted by two or more sets of planetary gear devices, and the power distribution mechanism may function as a transmission having three or more stages in a constant speed state.

  In the above example, the example in which the present invention is applied to the control of a vehicle drive device equipped with a gasoline engine as a drive source is shown. However, the present invention is not limited to this, and another engine such as a diesel engine is installed. The present invention can also be applied to control of a vehicle drive device. Further, the present invention is not limited to an FR (front engine / rear drive) type vehicle or an FF (front engine / front drive) type vehicle, and can also be applied to control of a four-wheel drive vehicle.

  In each of the above embodiments, the case where the shift line is changed when the maximum rotation speed of the first electric motor MG1 is limited has been described, but the same applies when the torque that can be output by the first electric motor MG1 is limited. Alternatively, the shift line may be changed.

1 is a skeleton diagram showing a schematic configuration of a hybrid vehicle drive device to which the present invention is applied. 2 is an operation table when the hybrid vehicle drive device of FIG. 1 performs a stepless or stepped speed change operation. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear when the hybrid vehicle drive device of FIG. It is a figure explaining the input and output signal of ECU which controls the hybrid vehicle of FIG. It is a block diagram which shows the principal part of the control function of ECU which controls the hybrid vehicle of FIG. It is a shift diagram used for calculation of a target gear stage and switching determination between a continuously variable control region and a stepped control region. FIG. 7 is a conceptual diagram for mapping a boundary between a stepless control region and a stepped control region in FIG. 6. It is a figure which shows the shift gate of a shift operation apparatus. It is a flowchart figure which shows the control routine of the shift point change control which ECU performs. FIG. 10A is a timing chart showing changes in vehicle speed, engine speed, first motor speed, and second motor speed when the vehicle starts, and FIG. FIG. 10B is a diagram showing each change in a situation where the operable range of the first electric motor is restricted. It is a figure which shows the relationship between the driving load in 2nd Embodiment, the gear stage of a mechanical transmission part, and a shift line change width | variety. FIG. 10 is a shift diagram used for calculation of a target gear and switching determination between a continuously variable control region and a stepped control region in the second embodiment. It is a skeleton figure which shows schematic structure of the drive device of the hybrid vehicle which concerns on 3rd Embodiment. It is a figure which shows the automatic transmission map in 3rd Embodiment. It is a skeleton figure which shows schematic structure of the drive device of the hybrid vehicle which concerns on 4th Embodiment. It is a figure which shows the driving | operation possible area | region of a 1st motor, Comprising: The driving | operation possible area | region in the state where the driving | operation possible area | region of a 1st motor is not restrict | limited is shown as a continuous line, and it can drive | operate in the state where the driving | operation possible area | region is restrict | limited It is a figure which shows an area | region with a broken line. It is a collinear diagram for demonstrating the operation | movement at the time of vehicle start in the state in which the driveable area | region of a 1st electric motor is not restrict | limited. It is a collinear diagram for demonstrating the operation | movement at the time of vehicle start in the state in which the driveable area | region of the 1st electric motor is restrict | limited.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Drive device 2 Differential gear apparatus 3 Drive wheel 10 Engine 11 Input shaft (input shaft of an electric differential part)
12 Output shaft (Output shaft of drive unit)
20 Electric differential part 21 Power distribution mechanism (differential mechanism)
22 Transmission shaft (Electric differential output shaft)
30 Mechanical transmission (transmission)
103 Transmission control unit (transmission unit control means)
130 belt type continuously variable transmission 140 toroidal continuously variable transmission MG1 first motor MG2 second motor S1 first sun gear (rotating element)
CA1 first carrier (rotating element)
R1 1st ring gear (rotating element)

Claims (9)

An electric differential unit that controls a differential state between an input shaft rotational speed and an output shaft rotational speed by controlling an operating state of an electric motor coupled to a rotating element of the differential mechanism so as to be capable of transmitting power; In the control device for a vehicle drive device comprising a speed change part that constitutes a part of the power transmission path,
Transmission unit control means for changing a transmission ratio of the transmission unit;
A control device for a vehicle drive device, comprising: a shift point changing means for changing a shift point for changing a gear ratio of the transmission portion when the operable region of the electric motor changes. The control device for a vehicle drive device according to claim 1,
The shift point changing means is configured to change a shift point for changing a gear ratio of the transmission unit to a low vehicle speed side when the operable region of the motor changes to a lower side of the motor output. A control device for a vehicle drive device. In the control device for a vehicle drive device according to claim 1 or 2,
The change in the operable region of the electric motor is a change in torque that can be output from the electric motor or a change in the maximum rotation speed that can be driven. In the control device for a vehicle drive device according to claim 1 or 2,
The change in the operable region of the electric motor is an output change that can be output from the electric motor. In the control device for a vehicle drive device according to any one of claims 1 to 4,
The shift point changing means changes the shift point in accordance with a change in the operable region of the electric motor, and then when the operable region of the motor returns to the original region or is returning to the original region. The control device for a vehicle drive device is configured to perform a shift point return operation for returning the shift point to the shift point before the change. In the control device for a vehicle drive device according to claim 5,
The shift point changing means is configured to gradually return the shift point to the shift point before the change every time the shift operation of the transmission unit is executed when the shift point return operation is executed. A control device for a vehicle drive device. In the control device for a vehicle drive device according to any one of claims 1 to 6,
The control device for a vehicle drive device, wherein the shift point is configured to be set based on a vehicle speed and a driving load. In the control device for a vehicle drive device according to any one of claims 1 to 7,
A control device for a vehicular drive device, wherein a change width when changing the shift point is configured to change according to a driving load. In the control device for a vehicle drive device according to any one of claims 1 to 8,
The control unit for a vehicle drive device, wherein the transmission unit is constituted by a stepped transmission mechanism in which a transmission ratio changes stepwise.

Images