JP2009220755A - Control device for vehicular driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicular driving device performing control in variable transmission attaining improvement in the durability of a variable transmission part in the vehicular driving device constituted to transmit driving force from a power source to driving wheels through the variable transmission part. <P>SOLUTION: When an engine starting request is made at the timing of a continuously variable transmission part 20 performing variable speed operation at a comparatively high variable transmission speed, the start of an engine 8 is delayed or stopped. The change of input torque in the middle of variable transmission of the continuously variable transmission part 20 is thereby avoided to prevent a slip between disks 23, 24 and a power roller 26 in the continuously variable transmission part 20 to thereby improve the durability of the continuously variable transmission part 20. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive device that transmits a drive force from a power source to drive wheels via a transmission unit.

  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.

  As a drive 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 first electric motor coupled to a rotating element of a differential unit, an engine output input to an input shaft of the differential unit, and a first electric motor and an output shaft (transmission shaft). And a power transmission path between the electric differential unit and the output shaft of the drive device. It is the structure provided with the transmission part (for example, stepped transmission) which comprises some. In such a vehicle drive device, the electric differential section operates as a continuously variable transmission mechanism (electric continuously variable transmission section) by controlling the operating states of the first motor and the second motor.

Further, in this type of hybrid vehicle, when a condition for starting the engine is satisfied when the engine is stopped, electric power is supplied to the first electric motor, and the driving force of the first electric motor is passed through the power distribution mechanism. Communicate to the engine. Thus, the engine speed is increased, the fuel injection operation into the cylinder and the ignition operation of the spark plug are performed, and the engine is started by burning the air-fuel mixture in the cylinder.
JP 2006-273305 A JP 2005-264762 A

  By the way, the inventors of the present invention, when applying a continuously variable transmission mechanism such as a belt type or a toroidal type as the transmission unit (application of a toroidal continuously variable transmission mechanism has not been disclosed). Considered in view of enhancing the nature.

  If the transmission speed of the transmission unit is too high, for example, in a case where a toroidal-type continuously variable transmission mechanism is applied, the disks respectively arranged on the input / output side and the power transmission between them are arranged. There may be a situation where the friction coefficient between the power roller and the installed power roller is lowered. In such a situation, the slip amount between the disk and the power roller becomes large. Even in the case of applying a belt-type continuously variable transmission mechanism, the friction coefficient between the belt and the pulley may be reduced. In such a situation, the slip between the belt and the pulley may occur. The amount increases. The inventors of the present invention have paid attention to the possibility that the durability may deteriorate in such a situation. The inventors of the present invention have found that such a situation is likely to occur when the input torque of the transmission unit is changing. Also, the control for avoiding this slip may be difficult.

  The problems as described above are unknown matters and have been newly found by the inventors of the present invention.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle drive device that transmits a driving force from a power source toward a driving wheel via a transmission unit. On the other hand, an object of the present invention is to provide a control device for a vehicle drive device capable of control at the time of shifting, which can improve the durability of the transmission unit.

  In order to achieve the above object, the solution means of the present invention is a control device for a vehicle drive device including a power source and a transmission unit, wherein the transmission unit has a transmission speed of a predetermined speed or higher. In some cases, power source rotation limiting means for delaying or stopping the operation of increasing the rotational speed of the power source is provided.

  As a result, the speed increase operation of the power source is not performed when the speed change operation is performed at a relatively high speed, and the occurrence of slip due to the change in the input torque of the speed change unit is avoided. Can do. Thereby, durability improvement of a transmission part can be aimed at.

  Preferably, the first electric motor, the second electric motor, and a differential mechanism are provided, and the electric state in which the differential state between the input shaft rotational speed and the output shaft rotational speed is controlled by controlling the operating state of the first motor. An equation differential unit is provided on the output side of the power source.

  Thereby, the differential state of the input shaft rotational speed and the output shaft rotational speed of the differential mechanism can be electrically controlled by the differential operation of the differential mechanism accompanying the control of the operating state of the first electric motor.

  Preferably, the transmission unit is constituted by a continuously variable transmission mechanism.

  For example, when a toroidal-type continuously variable transmission mechanism is applied, in the present invention, the slip amount between the disk and the power roller can be suppressed by delaying or stopping the above-described speed increase operation of the power source. . Further, when a belt type continuously variable transmission mechanism is applied, the slip amount between the pulley and the belt can be suppressed. Thereby, durability improvement of a transmission part can be aimed at.

  Preferably, the transmission unit is constituted by a toroidal-type continuously variable transmission mechanism, and the predetermined speed of the transmission speed of the transmission unit is changed according to the pressing force of the disk against the power roller.

  As a result, an appropriate value can be obtained as the predetermined speed of the shift speed, which is a determination value for determining whether to delay or stop the operation of increasing the rotational speed of the power source. As a result, it is possible to reliably avoid the occurrence of slip due to the change in the input torque of the transmission unit.

  Preferably, as the operation for increasing the rotational speed of the power source in the apparatus equipped with the electric differential section, a reaction force is taken by the second electric motor, and the rotational speed of the power source is increased by the first electric motor. Yes.

  In the present invention, when performing such an operation for increasing the rotational speed of the power source, the operation for increasing the rotational speed of the power source is delayed or stopped in a situation where the shift speed of the transmission unit is equal to or higher than a predetermined speed. . That is, the situation where the input torque of the transmission unit increases due to the influence of the reaction torque when the speed change operation is performed at a relatively high speed is avoided. As a result, slip at the transmission unit can be avoided, and durability of the transmission unit can be improved.

  Preferably, when the speed increase operation of the power source is delayed, the speed increase operation is started when the speed change speed of the transmission section decreases below the predetermined speed.

  As a result, the rotational speed increasing operation of the power source is performed at a timing when slip does not occur in the transmission even when the rotational speed increasing operation of the power source is started. For this reason, it is possible to start the rotational speed increasing operation of the power source at an early stage while realizing avoidance of slip at the transmission unit.

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

(First embodiment)
In the present embodiment, a case will be described in which the present invention is applied to a vehicle drive device mounted on a hybrid vehicle that includes two motors / generators and is configured as an FR (front engine / rear drive) type vehicle.

<Overall configuration of hybrid system>
FIG. 1 is a skeleton diagram showing a vehicle drive device 10 (hereinafter referred to as “drive device 10”) constituting a hybrid system mounted on a hybrid vehicle according to the present embodiment.

  In FIG. 1, a drive device 10 includes an input shaft 14 as an input rotating member disposed on a common shaft center in a transmission case 12 (hereinafter referred to as “case 12”), and an input shaft 14 directly connected to the input shaft 14. Alternatively, an electrical differential unit 11 connected via a pulsation absorbing damper (vibration damping device) (not shown) and a transmission member 18 that is an output rotating member of the electrical differential unit 11 are provided. The drive device 10 is connected to the transmission member 18 and is a mechanical stepless machine that constitutes a part of a power transmission path between the electric differential section 11 and the drive wheels 3 (see FIG. 8). A transmission 20 (hereinafter referred to as “continuously variable transmission 20”) and an output shaft 22 connected to the output side of the continuously variable transmission 20 are provided. The driving device 10 is composed of an internal combustion engine such as a gasoline engine or a diesel engine as a driving power source for driving (power source) connected to the input shaft 14 directly or via a pulsation absorbing damper (not shown). An engine 8 is provided. The power from the engine 8 is transmitted to the drive wheels 3 via the electric differential section 11, the continuously variable transmission section 20, and the differential device (final reduction gear: see FIG. 8) 2.

-Electric differential part 11-
The electric differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor MG1 and the input shaft 14, and transmits the output of the engine 8 to the first electric motor MG1. A power distribution mechanism (differential mechanism) 16 that distributes to the member 18 and a second electric motor MG2 provided to rotate integrally with the transmission member 18 are provided. The first motor MG1 and the second motor MG2 in the present embodiment are so-called motor generators that have not only a motor (motor) function but also a power generation function, but the first motor MG1 that is a differential motor is a reaction force. The second electric motor MG2, which is a traveling motor, has at least a motor (electric motor) function for outputting driving force as a driving force source for traveling.

  The power distribution mechanism 16 includes a single pinion type differential planetary gear unit 17 having a predetermined gear ratio ρ0 of about “0.436”, for example, a switching clutch C0, and a switching brake B0. The differential unit planetary gear unit 17 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). When the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

  In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor MG1, and the differential ring gear R0 is connected to the transmission member 18. ing.

The switching brake B0 is provided between the differential sun gear S0 and the case 12, and the switching clutch C0 is provided between the differential sun gear S0 and the differential carrier CA0. When both the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 has a differential unit sun gear S0, a differential unit carrier CA0, and a differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 17. Each of them can rotate relative to each other, so that a differential action is possible, that is, a differential state in which the differential action works. Thereby, the output of the engine 8 is distributed to the first electric motor MG1 and the transmission member 18, and the electric energy generated from the first electric motor MG1 is stored in a part of the distributed output of the engine 8, The second electric motor MG2 is rotationally driven by this electric energy. For this reason, the electric differential section 11 (power distribution mechanism 16) functions as an electric differential device, and is in a so-called continuously variable transmission state (electric CVT state), regardless of the rotational speed of the engine 8, a transmission member. The 18 rotations can be changed continuously (steplessly). That is, when the power distribution mechanism 16 is in a differential state, the electrical differential unit 11 is also in a differential state, and the electrical differential unit 11 has a gear ratio γ0 (the rotational speed N _1N of the input shaft 14 / the transmission member 18). The speed N ₁₈ ) is continuously variable from the minimum value γ0 min to the maximum value γ0 max, and functions as an electric continuously variable transmission. When the power distribution mechanism 16 is in the differential state as described above, each operation of the first electric motor MG1, the second electric motor MG2, and the engine 8 connected to the power distribution mechanism 16 (electrical differential unit 11) so as to be able to transmit power is performed. By controlling the state, the differential state of the power distribution mechanism 16, that is, the differential state between the rotational speed of the input shaft 14 and the rotational speed of the transmission member 18 is controlled.

  When the switching clutch C0 or the switching brake B0 is engaged in this state, the power distribution mechanism 16 does not perform the differential action, that is, enters a non-differential state where the differential action is not possible. Specifically, when the switching clutch C0 is engaged and the differential sun gear S0 and the differential carrier CA0 are integrally engaged, the power distribution mechanism 16 includes the three elements of the differential planetary gear unit 17. The differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0 are all rotated, that is, in a locked state in which the differential part is in a non-differential state where the differential action is impossible. As a result, the electrical differential section 11 is also in a non-differential state. Further, since the rotational speed of the engine 8 and the rotational speed of the transmission member 18 coincide with each other, the electric differential unit 11 (power distribution mechanism 16) is a transmission in which the speed ratio γ0 is fixed to “1”. A functioning constant shift state, that is, a stepped shift state is set.

  On the other hand, when the differential part sun gear S0 is connected to the case 12 by engaging the switching brake B0 instead of the switching clutch C0, the power distribution mechanism 16 enters a locked state in which the differential part sun gear S0 is in a non-rotating state. As a result, the differential action is impossible and the electric differential section 11 is also in the non-differential state. Further, since the differential portion ring gear R0 rotates at a higher speed than the differential portion carrier CA0, the power distribution mechanism 16 functions as a speed increase mechanism, and the electric differential portion 11 (power distribution mechanism 16) has a gear ratio γ0. A constant shift state, that is, a stepped shift state, which functions as a speed increasing transmission fixed at a value smaller than “1”, for example, “0.696”.

  As described above, in the present embodiment, the switching clutch C0 and the switching brake B0 change the shift state of the electric differential unit 11 (power distribution mechanism 16) between the differential state, that is, the non-locked state, and the non-differential state, that is, the locked state. Selectively switch to state. In other words, a differential state in which the electric differential unit 11 (power distribution mechanism 16) can be operated as an electric differential device (for example, an electric non-transmission that operates as a continuously variable transmission in which a gear ratio can be continuously changed). A continuously variable transmission state in which a stepless speed change operation is possible) and a speed change state in which an electric stepless speed change operation is not performed (for example, the stepless speed change operation is not performed but the stepless speed change operation is not operated and the gear ratio is locked to a constant value). It functions as a differential state switching device that selectively switches to a locked state, that is, a constant transmission state (non-differential state) that operates as a single-stage or multiple-stage transmission with one or more gear ratios.

  When the switching clutch C0 and the switching brake B0 are released and the first electric motor MG1 is in a free rotation state that does not generate a reaction force, the electric differential unit 11 has a power transmission path in the electric differential unit 11. In this state, the power transmission is cut off. On the other hand, when the first electric motor MG1 generates a reaction force, or when one of the switching clutch C0 or the switching brake B0 is engaged, it is possible to transmit power in the power transmission path in the electric differential section 11. Power transmission is possible. And when the electric differential part 11 is made into a power transmission interruption | blocking state or a power transmission possible state, the whole drive device 10 will be in a power transmission interruption | blocking state or a power transmission possible state. However, in the present embodiment, the power transmission path between the second electric motor MG2 and the drive wheels 3 is not interrupted. Therefore, in order for the entire drive device 10 to be in the power transmission interrupted state, the second electric motor MG2 must Free rotation is made.

  The switching clutch C0 and the switching brake B0 are hydraulic friction engagement devices often used in conventional stepped automatic transmissions for vehicles, and a plurality of overlapping friction plates are pressed by a hydraulic actuator. The wet-type multi-plate type to be used, and one or two bands wound around the outer peripheral surface of the rotating drum are constituted by a band brake or the like on which one end of the band is tightened by a hydraulic actuator. Are selectively connected.

-Continuously variable transmission unit 20-
Stepless transmission 20 is an automatic transmission of a continuously variable which can be continuously changed by mechanical action (the rotational speed N _OUT of the rotational speed N ₁₈ / output shaft 22 of the = power transmitting member 18) that the gear ratio gamma _CVT It is constituted by a so-called toroidal CVT transmission (hereinafter referred to as “toroidal continuously variable transmission 20” or “continuously variable transmission 20”) that functions as a machine. In this embodiment, a case where a double cavity type half toroidal continuously variable transmission 20 is applied will be described. However, a full toroidal continuously variable transmission may be applied.

  The toroidal-type continuously variable transmission unit 20 connected to the rear side of the transmission member 18 has two input disks 23a and 23b that are opposed to each other on the rotation shaft of the transmission member 18 (hereinafter referred to as “ Between the two input disks 23a and 23b and coaxially with each of the input disks 23a and 23b, and on the output shaft 22 via the output gear 27 and the counter shaft 25. Are connected to two output disks 24a and 24b (hereinafter referred to as "output disk 24" unless otherwise specified). The continuously variable transmission unit 20 includes a total of four power rollers 26a, 26b, two between each of the opposing input disks 23a, 23b and the output disks 24a, 24b, each having a rotational axis as a symmetry axis. 26c and 26d (hereinafter referred to as “power roller 26” unless otherwise specified).

  Then, the opposing input disk 23 and output disk 24 are pressed in a direction in which they approach each other, and their opposing surfaces generate frictional force and contact with the outer peripheral surfaces of the two power rollers 26 provided therebetween, The contact surface of the input disk 23 and the output disk 24 with the opposing power roller 26 has a substantially arc-shaped cross section so that the rotating shaft of the power roller 26 can swing while maintaining the contact.

  In the toroidal-type continuously variable transmission section 20 configured in this way, a pair of input disk 23a, power rollers 26a and 26b, and output disk 24a that form a first power transmission path, and a second power transmission path. The set of input disks 23b, power rollers 26c and 26d, and output disks 24b are provided in series on the rotating shaft of the transmission member 18 as a mechanical arrangement, and are provided in parallel as a power transmission path. The driving torque input from the transmission member 18 is transmitted in the order of the input disk 23, the power roller 26, and the output disk 24 through two parallel power transmission paths in the toroidal-type continuously variable transmission unit 20, respectively. 24 is transmitted to the drive wheel 3 through an output shaft 22 connected to the counter shaft 25 via the counter shaft 25.

In the toroidal-type continuously variable transmission 20, by simultaneously changing the rotation (tilt) angles of the four power rollers 26 a to 26 d that are in frictional contact with the input disk 23 and the output disk 24 on the outer peripheral surface, The ratio of the radius (effective diameter) of the contact point with the power roller 26 in the input disk 23 and the radius (effective diameter) of the contact point with the power roller 26 in the output disk 24 changes, and the toroidal-type continuously variable transmission 20 The gear ratio γ _CVT changes continuously. Hereinafter, a mechanism for changing the gear ratio γ _CVT will be described in detail.

  2 and 3 are diagrams schematically showing the toroidal-type continuously variable transmission 20. As described above, in the toroidal-type continuously variable transmission unit 20, the input disk 23 and the output disk 24 having the toroidal surfaces opposed to each other are arranged on the same axis, and output between the output disks 24a and 24b. A gear 27 is arranged. The output gear 27 transmits power to the counter shaft 25.

  The transmission member 18 passes through the central portions of the disks 23 and 24 and the output gear 27, and the input disks 23a and 23b rotate integrally with the transmission member 18 and can move in the axial direction. Is attached. On the other hand, the output disks 24a and 24b and the output gear 27 are fitted so as to be relatively rotatable with respect to the transmission member 18, and the output disks 24a and 24b and the output gear 27 rotate together. So that they are connected.

  A lock nut 40 is attached to one end of the transmission member 18 (the left end of FIG. 2) as a lock member for preventing the input disk 23a from coming off. A hydraulic cylinder 41 is attached to the opposite end (the right end in FIG. 2). The hydraulic cylinder 41 is a clamping pressure generating mechanism for generating a clamping pressure that presses each pair of the input disk 23 and the output disk 24 toward each other, and the cylinder 42 is fixed to the transmission member 18. In addition, a piston 43 accommodated in the cylinder 42 so as to be movable in the axial direction is in contact with the back surface of the input disk 23b. Accordingly, by supplying hydraulic pressure between the cylinder 42 and the piston 43, the piston 43 is configured to press one input disk 23b toward the input disk 23a disposed on the opposite side. Has been. Note that this clamping pressure generating mechanism may be constituted by another mechanism such as a cam mechanism or a screw mechanism that changes the torque into an axial thrust instead of the hydraulic cylinder 41.

  A power roller 26 sandwiched between each pair of the input disk 23 and the output disk 24 is a so-called transmission member that mediates transmission of torque between the input disk 23 and the output disk 24. It has a disk shape and is arranged between the input disk 23 and the output disk 24 at equal intervals in the circumferential direction of the disks 23 and 24. Each power roller 26 is held by a trunnion 45 so as to rotate as the disks 23 and 24 rotate, and to tilt (tilt) between the disks 23 and 24.

  Each trunnion 45 is for holding the power roller 26 so as to rotate and tilt freely, and is formed by extending trunnion shafts 47 and 47 on both upper and lower sides of a holding portion 46 having a flat surface facing the center. Has been. The upper trunnion shaft 47 in FIG. 3 is fitted to the upper yoke 48 via a bearing, and the lower trunnion shaft 47 in FIG. 3 is fitted to the lower yoke 49 via a bearing. Accordingly, the trunnions 45 are connected to each other by the yokes 48 and 49 so as to be rotatable about the trunnion shafts 47 and 47, respectively. Therefore, the central axis of the trunnion shaft 47 is the tilt axis.

  Each power roller 26 is rotatably held by a pivot shaft 50 attached to the holding portion 46 in each trunnion 45, and a thrust bearing 51 is interposed between each power roller 26 and each trunnion 45. .

  The lower trunnion shaft 47 in each trunnion 45 in FIG. 3 is connected to an actuator that performs a linear longitudinal operation. The actuator is composed of a fluid pressure cylinder, an electric cylinder that changes torque to a thrust, and the like. In this embodiment, a hydraulic cylinder 52 is employed. Specifically, the trunnion shaft 47 is connected to a piston 52 a of a hydraulic cylinder 52 provided corresponding to each power roller 26. These hydraulic cylinders 52 are configured to move one power roller 26 upward in FIG. 3 and simultaneously move the other power roller 26 downward in FIG. 3. For example, in FIG. 3, the upper hydraulic chamber is a high oil chamber 52 </ b> H for shifting to a high speed side with a small gear ratio from the piston 52 a in the left hydraulic cylinder 52, and the lower hydraulic chamber opposite thereto is shifted. The low oil chamber 52L is used for shifting to a low speed side having a large ratio. 3 is a low oil chamber 52L for shifting the upper hydraulic chamber from the piston 52a in the right hydraulic cylinder 52 in FIG. 3 to the low speed side where the gear ratio is large, and the lower hydraulic chamber opposite thereto is shifted. The high oil chamber 52H is used for shifting to a high speed side with a small ratio. The high oil chambers 52H and 52H and the low oil chambers 52L and 52L communicate with each other.

  The mechanism for shifting the power roller 26 from the neutral position to the upshift side or the downshift side will be described. The mechanism is configured to operate an actuator such as the hydraulic cylinder 52. The mechanism shown in the figure is constituted by an electromagnetic valve 53 that is duty-controlled. This type of control valve may be provided with two valves, the above-described valve for controlling supply / discharge of hydraulic pressure to the high oil chambers 52H, 52H and the valve for controlling supply / discharge of hydraulic pressure to the low oil chambers 52L, 52L. Alternatively, a single control valve may be configured to simultaneously control the supply and discharge of hydraulic pressure to each of the oil chambers 52H, 52H, 52L, and 52L.

  The electromagnetic valve 53 shown in the figure includes a high-side port 53a that communicates with the high oil chambers 52H and 52H, a low-side port 53b that communicates with the low oil chambers 52L and 52L, and an input port 53c that receives line pressure. , Two drain ports 53d and 53e, and a spool 56 that is moved in the axial direction by a solenoid 54 and a spring 55 disposed on the opposite side thereof to switch the communication state of each port. The spool 56 closes the input port 53c and the drain ports 53d and 53e with respect to both the high-side port 53a and the low-side port 53b, and simultaneously connects the input port 53c to the high-side port 53a. An upshift state in which the low-side port 53b communicates with the drain port 53e, on the contrary, a downshift state in which the low-side port 53b communicates with the input port 53c and at the same time the high-side port 53a communicates with the drain port 53d. It is configured to switch to.

  The shift control using the electromagnetic valve 53 is configured to be executed electrically. That is, a stroke sensor 61 is provided to detect the position of each power roller 26 as the position or displacement of the trunnion 45. As an example, the stroke sensor 61 is attached to a trunnion shaft 47 of one trunnion 45, and is configured to electrically detect the amount of displacement in the axial direction and output it as a detection signal. Here, the amount of displacement is the amount of movement in the direction of the tilting axis from the neutral position where no side slip force or tilting force acts on the power roller 26.

  Further, a tilt angle sensor 62 is provided on any trunnion shaft 47. In the figure, a tilt angle sensor 62 is attached to another trunnion shaft 47 on the same axis as the trunnion shaft 47 to which the stroke sensor 61 is attached. The tilt angle sensor 62 electrically detects the rotation angle of the trunnion shaft 47 and outputs a signal. For example, the rotation speed of the input disk 23 and the output disk 24 is equal, that is, the gear ratio is “ The angle of the trunnion shaft 47 in the state of “1” is set to “0”, the rotation angle of the trunnion shaft 47 from this state is detected as the tilt angle, and an electrical signal corresponding to the tilt angle is output. It has become.

  Further, an input rotational speed sensor 63 that detects the rotational speed of any one of the input disks 23 and outputs an electrical signal, and an output that detects the rotational speed of any one of the output disks 24 and outputs an electrical signal. A rotation speed sensor 64 is provided. Therefore, the actual gear ratio can be obtained based on the respective rotational speeds detected by these rotational speed sensors 63 and 64.

  Each of these sensors 61, 62, 63, 64 is electrically connected to an electronic control unit (ECU) 60 (see FIG. 6) for controlling the transmission ratio and the clamping pressure described above. The electronic control device 60 is configured mainly with a microcomputer, and performs various calculations in accordance with an input signal, data stored in advance and a program, and outputs a control command signal based on the calculation result. It is configured to output.

  The torque transmission and shifting by the toroidal-type continuously variable transmission 20 will be described. When torque is input from the transmission member 18 to the input disks 23a and 23b, the input disks 23a and 23b come into contact with the input disks 23a and 23b via traction oil. Torque is transmitted to the power rollers 26a to 26d, and torque is transmitted from the power rollers 26a to 26d to the output disks 24a and 24b via traction oil. In that case, since the traction oil undergoes a glass transition by being pressurized and torque is transmitted by the accompanying large shearing force, the disks 23 and 24 seem to generate a pressure corresponding to the input torque with the power roller 26. Pressed.

  Further, the peripheral speed of the power roller 26 and the peripheral speed at the torque transmission point of each disk 23, 24 (the point where the power roller 26 is in contact via the traction oil) are substantially the same. Of each of the disks 23 and 24 according to the radius from the rotation center axis of the torque transmission point to the input disk 23 and the radius from the rotation center of the torque transmission point to the output disk 24. The rotational speed (rotational speed) is different, and the ratio of the rotational speed is the gear ratio.

  The tilting of the power roller 26 that sets the gear ratio in this way is caused by moving the power roller 26 in the vertical direction in FIG. For example, when the line pressure is supplied to the high oil chambers 52H and 52H of the hydraulic cylinders 52 and 52 by controlling the electromagnetic valve 53, the left side power roller 26a in FIG. 3 moves downward and the right side in FIG. The power roller 26b moves upward. As a result, a force (side slip force) for tilting the power rollers 26a and 26b is generated between the power rollers 26a and 26b, and the power rollers 26a and 26b tilt. The amount of displacement of the power rollers 26a and 26b is controlled based on the deviation between the actual tilt angle and the target tilt angle. Therefore, when the power rollers 26a and 26b gradually tilt to coincide with the target tilt angle. The power rollers 26a and 26b are returned to the neutral position, and their tilting stops. As a result, a target gear ratio is set.

  The electronic control unit (ECU) 60 obtains a tilt angle corresponding to a target gear ratio based on a required drive amount represented by a throttle opening or the like, a vehicle speed, and the like so as to achieve the tilt angle. A command signal is output to the solenoid valve 53. Since the target tilt angle can be achieved by causing the power roller 26 to stroke with the trunnion 45, the stroke amount of the power roller 26 is detected by the stroke sensor 61, and the deviation between the detected stroke amount and the stroke command amount is detected. As a control deviation, a command signal (for example, duty ratio) for the electromagnetic valve 53 is feedback-controlled.

The above basic shift control is conceptually shown in a block diagram in FIG. In FIG. 4, first, a deviation between the target tilt angle φo corresponding to the target gear ratio and the actual tilt angle φ is obtained. The calculation of the target gear ratio and the tilt angle corresponding to the target gear ratio can be performed in the same manner as conventionally performed in the shift control in the toroidal-type continuously variable transmission. For example, the required driving force is calculated based on the required driving amount represented by the accelerator opening and the vehicle speed, and the target output is obtained from the required driving force and the vehicle speed, and the target output is achieved with the minimum fuel consumption. The rotational speed of the engine 8 is obtained, and the target gear ratio and the target tilt angle φ ₀ are obtained so that the engine 8 is driven at the rotational speed.

The above-described deviation is processed by a predetermined gain K1, and the stroke amount (stroke amount from the neutral point) X _{0 of} the power roller 26 is obtained. The deviation between the stroke amount X ₀ and the actual stroke amount X is processed by a predetermined gain K 2 to obtain a command signal (for example, duty ratio) for the solenoid valve 53, and the hydraulic pressure output from the solenoid valve 53. As a result, the power roller 26 is displaced, and the power roller 26 is tilted accordingly, whereby the continuously variable transmission 20 is shifted.

-Speed change operation-
In the drive device 10 configured as described above, the power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0 as described above, and either the switching clutch C0 or the switching brake B0 is engaged. Thus, in addition to the above-described continuously variable transmission state that operates as a continuously variable transmission, the electric differential unit 11 can configure a constant transmission state that operates as a transmission having a constant gear ratio γ0. Therefore, in the driving device 10, a mechanical continuously variable transmission is performed by the electric differential unit 11 and the continuously variable transmission unit 20 which are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0. A continuously variable transmission state that operates as a machine is configured, and the electric differential portion 11 and the continuously variable transmission portion 20 that are in a continuously variable transmission state by engaging neither of the switching clutch C0 and the switching brake B0 are electrically operated. A continuously variable transmission state that operates as a mechanical and mechanical continuously variable transmission is configured. Note that when the neutral “N” state in which the power transmission path in the drive device 10 is interrupted is established, for example, the switching clutch C0 and the switching brake B0 are released, and both the first electric motor MG1 and the second electric motor MG2 are in a free rotating state. It is said.

When the switching clutch C0 and the switching brake B0 are both released in the drive device 10, the electric differential unit 11 thereby functions as an electrical continuously variable transmission, and the continuously variable transmission unit 20 in series therewith is a machine. specific functions as the continuously variable transmission, the electric differential unit 11 the speed ratio γ0 and overall speed ratio of the entire drive device 10 is the product of the gear ratio gamma _CVT of the continuously variable transmission unit 20 of the (overall speed ratio ) ΓT (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 22) is obtained steplessly.

FIG. 5 shows each rotation element of the electric differential unit 11 in the driving apparatus 10 including the electric differential unit 11 functioning as the first transmission unit and the continuously variable transmission unit 20 functioning as the second transmission unit. 2 shows a nomograph (collinear chart in a specific power transmission state) that can represent the relative relationship of the number of rotations (rotational speed) on a straight line. The collinear diagram of FIG. 5 is a two-dimensional coordinate composed of a horizontal axis indicating each rotational element and a vertical axis indicating the relative rotational speed (rotational speed), and the lower horizontal line X1 of the two horizontal lines. There indicates the rotation number zero, the upper horizontal line X2 indicates the rotating speed N _E of the engine 8 connected to the rotational speed of "1.0" that is, the input shaft 14.

  Also, the three vertical lines Y1, Y2, Y3 corresponding to the respective rotating elements of the electric differential section 11 indicate the differential section sun gear S0, the first corresponding to the second rotating element (second element) RE2 from the left side. A differential part carrier CA0 corresponding to one rotation element (first element) RE1 and a differential part ring gear R0 corresponding to a third rotation element (third element) RE3 are shown. In the planetary gear unit 17 in the relationship between the vertical axes of the nomograph, if the distance between the differential sun gear S0 and the differential carrier CA0 is set to an interval corresponding to “1”, the differential carrier CA0 and the differential gear An interval corresponding to the gear ratio ρ of the planetary gear unit 17 is defined between the ring gear R0 and the partial ring gear R0. That is, in the electric differential section 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ0. Is done.

  If expressed using the collinear diagram of FIG. 5 described above, the drive device 10 of the present embodiment is the first rotating element RE1 of the differential planetary gear device 17 in the power distribution mechanism 16 (electrical differential unit 11). The (differential part carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential part sun gear S0) RE2 via the switching clutch C0. The second rotating element RE2 Is connected to the first electric motor MG1 and selectively connected to the case 12 via the switching brake B0, and the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor MG2. The rotation of the input shaft 14 is transmitted (inputted) to the continuously variable transmission 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential sun gear S0 and the rotational speed of the differential ring gear R0 is indicated by a straight line L0 passing through the intersection of Y2 and X2.

For example, when the electric differential section 11 is switched to the continuously variable transmission state (differential state) by releasing the switching clutch C0 and the switching brake B0, the straight line L0 is controlled by controlling the rotational speed of the first electric motor MG1. When the rotation of the differential sun gear S0 indicated by the intersection of the vertical line Y1 is raised or lowered and the rotational speed of the differential ring gear R0 is substantially constant, the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by is increased or decreased. When the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 includes the differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0. since There are non-differential state to rotate integrally, the straight line L0 is aligned with the horizontal line X2, so that the power transmitting member 18 rotates at the same speed as the engine rotation speed N _E. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so the straight line L0 is the state shown in FIG. next, the rotation speed of the differential portion ring gear R0, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is inputted to the continuously variable transmission unit 20 at a rotation speed higher than the engine speed N _E The

In the continuously variable transmission unit 20, the gear ratio γ _CVT continuously changes and power is transmitted toward the output shaft 22.

-Electronic control device 60-
FIG. 6 shows signals input to the electronic control device 60 that is a control device for controlling the driving device 10 and signals output from the electronic control device 60. The electronic control unit 60 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance using the temporary storage function of the RAM. By performing filling, drive control such as hybrid drive control related to the engine 8, the first electric motor MG1, and the second electric motor MG2 and the shift control of the continuously variable transmission unit 20 is executed.

In addition to the signals from the stroke sensor, the tilt angle sensor, the input rotation speed sensor, and the output rotation speed sensor, the electronic control device 60 includes a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position _PSH , a first A signal representing the rotational speed N _{MG1 of the} electric motor _MG1 (hereinafter referred to as “first electric motor rotational speed N _MG1 ”), and a rotational speed N _{MG2 of} the second electric motor _MG2 (hereinafter referred to as “second electric motor rotational speed N _MG2 ”). signal, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal indicating the gear ratio setting value, a signal for commanding the M mode (manual shift running mode), air conditioning signal indicating the operation of the air conditioner, the output shaft 22 the rotational speed N _OUT (hereinafter, referred to as "output shaft speed N _OUT") signal representing the vehicle speed V corresponding to the oil temperature showing the working oil temperature TEMP _CVT of the continuously variable transmission 20 detected by the CVT fluid temperature sensor , A signal indicating a side brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, and an accelerator opening indicating an accelerator opening Acc (accelerator pedal operation amount Acc) corresponding to a driver's required output amount Signal, cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight, wheel speed of each wheel A wheel speed signal, a signal indicating the air-fuel ratio A / F of the engine 8, a signal indicating the opening of the throttle valve, and the like are supplied.

Further, the electronic control device 60 sends a control signal to an engine output control device 71 (see FIG. 8) for controlling the engine output, for example, the opening θ _TH of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8. A drive signal to the throttle actuator 97 for operating the fuel, a fuel supply amount signal for controlling the fuel supply amount into each cylinder of the engine 8 by the fuel injection device 98, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 99, A supercharging pressure adjustment signal for adjusting the supercharging pressure, an electric air conditioner driving signal for operating the electric air conditioner, a command signal for instructing the operation of the electric motors MG1 and MG2, and a shift position for operating the shift indicator (operation position) ) Display signal, gear ratio display signal for displaying gear ratio, snow for displaying the snow mode Mode display signal, ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, M mode display signal for indicating that M mode is selected, electric differential unit 11 and continuously variable transmission A valve command signal for operating an electromagnetic solenoid valve included in a hydraulic control circuit 72 (see FIG. 8) to control the hydraulic actuator of the unit 20, and a line pressure control for adjusting the line pressure supplied to the electromagnetic solenoid valve A valve command signal for operating the solenoid valve, a drive command signal for operating the electric hydraulic pump that is the hydraulic pressure source of the hydraulic control circuit 72, a signal for driving the electric heater, a signal to the cruise control control computer, etc. Each is output.

-Shift operation device 66-
FIG. 7 is a diagram showing an example of a shift operation device 66 as a switching device for switching a plurality of types of shift positions _PSH by an artificial operation. The shift operation device 66 includes a shift lever 68 that is disposed, for example, in the vicinity of the driver's seat and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 68 is in a neutral state where the power transmission path in the driving device 10 is interrupted, that is, in a neutral state, and a parking position “P (parking)” for locking the output shaft 22, and a reverse traveling position for reverse traveling “R (reverse)”, a neutral position “N (neutral)” for achieving a neutral state in which the power transmission path in the drive device 10 is interrupted, and within a change range of the total gear ratio γT at which the drive device 10 can change gears. A forward automatic shift travel position “D (drive)” for executing automatic shift control or a manual shift travel mode (manual mode) is established to set a so-called shift range for limiting the high-speed gear stage in the automatic shift control. Therefore, it is provided to be manually operated to the forward manual shift travel position “M (manual)”.

Then, for example, the hydraulic control circuit 72 is electrically switched in accordance with the shift position _PSH selected by manual operation of the shift lever 68, and the power transmission path in the driving device 10 is changed to the selected shift position _PSH. It will be changed according to. For example, if the "P" position or the "N" position is selected as a shift position P _SH is released and the switching clutch C0 and the switching brake B0 are both the first motor MG1 and the second motor MG2 free rotation The power transmission path in the drive device 10 is set to the power transmission cutoff state.

<Control unit>
FIG. 8 is a functional block diagram for explaining a main part of the control function by the electronic control unit 60. In FIG. 8, the hybrid control unit 74 operates the engine 8 in a highly efficient operating range in the differential state of the electric differential unit 11, while distributing the driving force between the engine 8 and the second electric motor MG2 The transmission ratio γ0 of the electric differential section 11 as an electric continuously variable transmission is controlled by changing the reaction force generated by the electric power of the single electric motor MG1 to be optimum. For example, at the traveling vehicle speed at that time, the vehicle target (request) output is calculated from the accelerator opening (accelerator pedal operation amount) Acc and the vehicle speed V as the driver output request amount, and the vehicle target output and the charge request value are calculated. The required total target output is calculated from the above, and the target engine output is calculated in consideration of transmission loss, auxiliary load, assist torque of the second electric motor MG2, etc. so that the total target output can be obtained. so that the resulting engine speed N _E and engine torque T _E to control the amount of power generated by the first electric motor MG1 controls the engine 8.

The hybrid control unit 74 executes the control in consideration of the speed ratio γ _CVT of the continuously variable transmission unit 20 in order to improve power performance and fuel consumption. In such hybrid control, the rotational speed N _{18 of the} transmission member 18 determined by the engine speed N _E determined in order to operate the engine 8 in an efficient operating range, the vehicle speed V, and the gear ratio γ _CVT of the continuously variable transmission 20. In order to match these, the electric differential section 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control unit 74 performs, for example, continuously variable speed travel in two-dimensional coordinates using the engine speed N _E and the output torque (engine torque) T _{E of the} engine 8 as parameters as shown in the fuel consumption map of FIG. Combustion efficiency optimum line L _EF (optimum fuel consumption rate curve L _EF , fuel consumption map, which is an operation curve of the engine 8 that has been experimentally determined in advance to improve the fuel consumption of the engine 8 so as to achieve both drivability and fuel efficiency. ) Is stored in advance and, for example, the engine output necessary to satisfy the target output (total target output, required driving force) is generated so that the engine 8 can be operated along the combustion efficiency optimum line L _EF. engine determines the target value of the overall speed ratio γT of the drive system 10 so that the torque T _E and the engine speed N _E, so the target value is obtained electrical to Controlling the speed ratio γ0 of the moving unit 11.

  At this time, the hybrid control unit 74 supplies the electric energy generated by the first electric motor MG1 to the power storage device 94 and the second electric motor MG2 through the inverter 92, so that the main part of the power of the engine 8 is mechanically a transmission member. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor MG1 and is converted into electric energy there, and the electric energy is supplied to the second electric motor MG2 through the inverter 92, Second electric motor MG2 is driven and transmitted from second electric motor MG2 to transmission member 18. An electric path from conversion of part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related to the generation of the electric energy until it is consumed in the second electric motor MG2 Composed.

The hybrid control unit 74 controls the opening and closing of the electronic throttle valve 96 by the throttle actuator 97 for throttle control, and also controls the fuel injection amount and injection timing by the fuel injection device 98 for fuel injection control. Therefore, an engine output control for executing the output control of the engine 8 so as to generate a necessary engine output by outputting a command for controlling the ignition timing by the ignition device 99 such as an igniter alone or in combination to the engine output control device 71. Functionally equipped. For example, the hybrid controller 74 basically drives the throttle actuator 97 based on the accelerator opening signal Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Execute throttle control to increase.

  A solid line A in FIG. 10 indicates a driving force for switching the driving force source for starting / running the vehicle (hereinafter referred to as running) between the engine 8 and the electric motor, for example, the second electric motor MG2. Engine travel region and motor travel for switching between so-called engine travel for starting / running (hereinafter referred to as travel) the vehicle as a source and so-called motor travel for traveling the vehicle using the second electric motor MG2 as a driving power source for travel. This is the boundary line with the region. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 10 is a drive constituted by two-dimensional coordinates using vehicle speed V and accelerator opening Acc as parameters. It is an example of a force source switching diagram (driving force source map). This driving force source switching diagram is stored in advance in the hybrid controller 74, for example.

Then, the hybrid control unit 74 determines whether the motor travel region or the engine travel region is based on the vehicle state indicated by the vehicle speed V and the accelerator opening Acc from the driving force source switching diagram of FIG. Then, motor running or engine running is executed. As described above, as shown in FIG. 10, the motor running by the hybrid control unit 74 is generally performed at a relatively low accelerator opening Acc, that is, when the engine efficiency is poor compared to the high torque range, that is, the low engine torque T. It is executed at _E or when the vehicle speed V is relatively low, that is, in a low load range.

At the time of motor driving, to improve the fuel economy by suppressing the drag of the engine 8 is stopped, to zero or substantially zero engine speed N _E by the differential action of the electric differential unit 11.

  The hybrid control unit 74 selectively switches between engine travel and motor travel. Therefore, the hybrid control unit 74 includes an engine start / stop control unit 76 that starts and stops the engine 8. The engine start / stop control unit 76 starts or stops the engine 8 when the hybrid control unit 74 determines, for example, switching between motor traveling and engine traveling based on the vehicle state from the driving force source switching diagram of FIG. Perform a stop.

For example, the engine start / stop control unit 76 operates the accelerator pedal to increase the accelerator opening Acc as indicated by the point a → b of the solid line B in FIG. 10, and the vehicle state changes from the motor travel region to the engine travel region. In the case of a change, the first motor MG1 is energized to increase the first motor speed _NMG1 , that is, the first motor MG1 functions as a starter, for example, the engine speed reaches a speed at which it can rotate independently. The number _NE is raised and ignited by the ignition device 99 to start the engine 8 to switch from motor running to engine running. At this time, engine start stop control unit 76, by raising the first electric motor rotation speed N _MG1 quickly performs engine startup by quickly avoid the resonance region in the following engine speed range idle speed N _EIDL, You may make it suppress the vibration at the time of the starting.

Further, the engine start / stop control unit 76 returns the accelerator pedal to reduce the accelerator opening Acc as indicated by a point b → a in the solid line B in FIG. 10, and the vehicle state changes from the engine travel region to the motor travel region. If changed, the fuel supply by the fuel injection device 98 is stopped, that is, the engine 8 is stopped by fuel cut, and the engine running is switched to the motor running. At this time, engine start stop control unit 76 may lower the engine speed N _E to promptly zeroed or nearly zeroed by lowering the first electric motor rotation speed N _MG1 quickly. As a result, the resonance region can be quickly avoided, and vibration during stoppage is suppressed.

  In addition, even in the engine travel region, the hybrid control unit 74 supplies electric energy from the power storage device 94 to the second electric motor MG2, and drives the second electric motor MG2 to assist the power of the engine 8. Is possible. Therefore, in the present embodiment, the traveling of the vehicle using both the engine 8 and the second electric motor MG2 as the driving power source for traveling is included in the engine traveling instead of the motor traveling.

Further, the hybrid control unit 74 can maintain the operation state of the engine 8 by the electric CVT function (differential action) of the electric differential unit 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the remaining charge SOC of the power storage device 94 decreases when the vehicle is stopped and the first motor MG1 needs to generate power, the first motor MG1 is in the power generation state by the power of the engine 8, and the first motor MG1 Even if the second motor speed N _MG2 becomes zero (substantially zero) when the vehicle is stopped, the engine speed _NE is equal to or greater than the speed at which the engine speed NE can rotate independently due to the differential action of the power distribution mechanism 16. Maintained.

The hybrid controller 74 controls the first motor rotation speed N _MG1 and / or the second motor rotation speed N _MG2 by the electric CVT function of the electric differential section 11 regardless of whether the vehicle is stopped or traveling. It is to maintain the engine speed N _E to any speed by. For example, as can be seen from the collinear chart of FIG. 5, when the hybrid controller 74 increases the engine speed N _E , the first motor speed N _MG1 is maintained while maintaining the second motor speed N _MG2 substantially constant. Perform a pull-up.

  The switching control unit 78 switches the engagement / release of the differential state switching device (the switching clutch C0 and the switching brake B0) based on the vehicle state, so that the electric differential unit 11 and the continuously variable transmission state are present. The step shift state is selectively switched between the differential state and the locked state. For example, the switching control unit 78 stores in advance a differential state switching diagram (differential state switching map) indicated by a broken line, a one-dot chain line, and a two-dot chain line expressed in the same coordinate system as FIG. It is determined from the differential state switching diagram whether or not the switching brake B0 or the switching clutch C0 should be engaged (locked) based on the vehicle state indicated by the vehicle speed V and the accelerator opening degree Acc, and the hydraulic control circuit 72 By outputting the command signal, the switching brake B0 or the switching clutch C0 is engaged, or the switching brake B0 and the switching clutch C0 are released. For example, when the accelerator opening degree Acc is a high opening degree that exceeds the determination accelerator opening degree Acc1 in FIG. 10, the vehicle state is in the C0 lock region, so the switching control unit 78 engages the switching clutch C0 to make the electric type. The gear ratio γ0 of the differential unit 11 is fixed to “1” (the gear ratio is fixed to low). Further, since the accelerator opening Acc is relatively low, the vehicle state does not enter the C0 lock region, and the vehicle state is in the B0 lock region when the vehicle speed V is a high vehicle speed exceeding the determination vehicle speed V1 of FIG. The switching control unit 78 engages the switching brake B0 to cause the electric differential unit 11 to function as a speed-up transmission with the speed ratio γ0 fixed at “0.696” (the speed ratio is fixed to high). .

  When the switching brake B0 or the switching clutch C0 is engaged, the switching control unit 78 causes the hybrid control unit 74 to function the electric differential unit 11 as an electrical continuously variable transmission. On the other hand, in FIG. 10, the vehicle state of the low accelerator opening Acc and the low vehicle speed V, that is, the continuously variable control region of the electric differential unit 11 in which the vehicle state does not belong to the B0 lock region or the C0 lock region. If it is, the switching brake B0 and the switching clutch C0 are released, and the hybrid control unit 74 is allowed to perform the differential control.

  10 will be described in detail. A thick broken line in FIG. 10 indicates a determination accelerator opening Acc1 for determining the stepless control region and the C0 lock region of the electric differential unit 11 by the switching control unit 78. A thick one-dot chain line in FIG. 10 indicates a determination vehicle speed V1 for determining the stepless control region and the B0 lock region of the electric differential section 11, and the high accelerator opening Acc exceeds the determination accelerator opening Acc1. If the vehicle speed V is higher than the determination vehicle speed V1, the C0 lock region is set. Further, the determination accelerator opening Acc1 and the determination vehicle speed V1 indicated by the thick broken line, the one-dot chain line, and the two-dot chain line in FIG. 10 are provided with hysteresis as indicated by the thin broken line, the one-dot chain line, and the two-dot chain line, respectively. Yes. 10 may include at least one of the determination accelerator opening Acc1 and the determination vehicle speed V1, or any one of the accelerator opening Acc and the vehicle speed V is used as a parameter. A switching line stored in advance may be used.

  Further, when an electric control device such as an electric motor for operating the electric differential unit 11 as an electric continuously variable transmission is malfunctioning or deteriorated in function, for example, the electric energy is generated from the generation of electric energy in the first electric motor MG1. Degradation of equipment related to the electrical path until the energy is converted into mechanical energy, that is, failure (failure) of the first electric motor MG1, the second electric motor MG2, the inverter 92, the power storage device 94, the transmission line connecting them, When the vehicle state is such that a malfunction or a function deterioration due to low temperature occurs, the switching control unit 78 preferentially secures the vehicle travel even in the continuously variable control region of the electric differential unit 11. The switching brake B0 or the switching clutch C0 may be engaged.

  Further, for example, the determination vehicle speed V1 is returned when the electric differential unit 11 is brought into a differential state in high speed running, and fuel consumption is reduced. Therefore, the electric differential unit 11 in the high speed running is controlled so as to suppress this. Is set to be in a non-differential state. Further, the determination accelerator opening degree Acc1 does not correspond the reaction torque of the first electric motor MG1 to the high output range of the engine 8 when the vehicle is traveling at high output.

  As described above, the electric differential unit 11 (drive device 10) of the present embodiment can be selectively switched between the continuously variable transmission state and the stepped transmission state (constant transmission state), and the switching control unit 78 described above. Based on the vehicle state, the shift state to be switched of the electric differential unit 11 is determined, and the electric differential unit 11 is selectively switched between the continuously variable transmission state and the stepped shift state. In the present embodiment, the hybrid controller 74 executes motor travel or engine travel based on the vehicle state. In order to switch between engine travel and motor travel, the engine start / stop controller 76 controls the engine 8. Starts or stops.

The continuously variable transmission control unit 80 outputs a command signal to the hydraulic control circuit 72 and tilts the power roller 26 to change the speed ratio γ _CVT of the continuously variable transmission unit 20 to change the speed of the continuously variable transmission unit 20. It functions as a shift control unit that performs the above. For example, the continuously variable transmission control unit 80 determines the transmission ratio γ _CVT from the relationship between the vehicle speed V and the accelerator opening Acc set in advance according to the differential state of the electric differential unit 11, and the transmission ratio γ Shift control of the continuously variable transmission unit 20 is executed so that _CVT is obtained.

Since during engine traveling fuel efficiency by controlling the speed ratio γ0 of the electric differential unit 11 by the hybrid control unit 74, the operating state of the engine 8 indicated by such as the engine rotational speed N _E and engine torque T _E The engine 8 is operated so that the indicated engine operating point P _EG (see FIG. 9) is along the combustion efficiency optimum line L _EF (so as to be the fuel efficiency optimum point). Further, the engine 8 in the electric differential section 11 is operated. The fuel efficiency of the entire vehicle is improved by improving the transmission efficiency η ₁₁ of the output (drive energy) from the vehicle. The main part of the control function will be described below.

The continuously variable transmission control unit 80 executes the shift control of the continuously variable transmission unit 20 as described above, but when the electric differential unit 11 is in a differential state (continuously variable transmission state) while the engine is running. determining the gear ratio gamma _CVT of the continuously variable transmission unit 20 on the basis of the continuously variable transmission unit gear ratio map defining a relationship between the gear ratio gamma _CVT vehicle speed V and the continuously variable transmission unit 20 to the vehicle speed V as shown in FIG. 11 (setting ) In the continuously variable transmission part speed ratio map of FIG. 11, the speed ratio γ _CVT is determined from the vehicle speed V according to the continuously variable transmission part speed ratio map, and the engine 8 is operated at the engine operating point P _EG on the combustion efficiency optimum line L _EF. Ideally, the first motor speed N _MG1 is zero or substantially zero when operated, that is, the mechanical lock indicating that the first motor speed N _MG1 is stopped in the collinear diagram of FIG. The relationship between the vehicle speed V and the gear ratio γ _CVT , which is obtained and set in advance through experiments or the like, is set so as to become points. Accordingly, the continuously variable transmission control unit 80 that determines the speed ratio γ _CVT of the continuously variable transmission unit 20 according to FIG. 11 is based on the vehicle speed V and the combustion efficiency optimum line L _EF , and the engine operating point P _{EG is set} to the combustion efficiency optimum line L _EF. The gear ratio γ _CVT of the continuously variable transmission unit 20 is set so that. Since the transmission efficiency η ₁₁ of the electric differential section 11 improves as the first motor rotation speed N _MG1 approaches zero, the basic shift that is the speed ratio γ _CVT of the continuously variable transmission section 20 determined according to FIG. ratio, so transmission efficiency eta ₁₁ of the electrically controlled differential portion 11 is sufficiently high, it embodies them if the transmission efficiency eta ₁₁ set to be equal to or greater than a predetermined lower limit value (determined) Is the transmission gear ratio.

The continuously variable transmission control unit 80 also has the vehicle speed V shown in FIG. 11 even when the switching brake B0 is engaged, the first electric motor MG1 is maintained at the mechanical lock point, and its rotation is stopped. Based on the vehicle speed V, the transmission ratio γ _CVT of the continuously variable transmission unit 20 is determined (set) from the continuously variable transmission unit transmission ratio map that defines the relationship with the transmission ratio γ _CVT of the continuously variable transmission unit 20. Further, when the switching clutch C0 is engaged and the first electric motor MG1 rotates integrally with the input shaft 14, the engine operating point _PEG is set along the combustion efficiency optimum line _LEF . The gear ratio γ _CVT is set smaller than when the switching brake B0 is engaged.

The hybrid control unit 74 has a differential control unit 82 in order to increase the transmission efficiency η ₁₁ of the electric differential unit 11. When the electric differential unit 11 is in the differential state (continuously variable transmission state) while the engine is running, the continuously variable transmission control unit 80 changes the speed of the continuously variable transmission unit 20 according to the continuously variable transmission unit speed ratio map of FIG. When the ratio γ _CVT is determined, the differential control unit 82 controls the first motor rotation speed N _MG1 so as to increase the transmission efficiency η ₁₁ of the output from the engine 8 in the electric differential unit 11 to thereby control the electric differential unit. 11 is determined (set) and changed. The transmission efficiency η ₁₁ of the electric differential section 11 is such that the amount of electric path that is electric energy transmitted to the electric path between the first electric motor MG1 and the second electric motor MG2, that is, the electric power of the first electric motor MG1 approaches zero. Therefore, the differential control unit 82 increases the transmission efficiency η ₁₁ of the electric differential unit 11 by bringing the electric power of the first electric motor MG1 that is a differential motor close to zero.

Specifically differential controller 82, to increase the transmission efficiency eta ₁₁ of the electric differential unit 11 by bringing the power of the first motor MG1 to zero, transmission efficiency eta ₁₁ of the electric differential unit 11 It is determined whether or not the electric power (electrical path amount) of the first electric motor MG1 is within an electric path allowable range that can be viewed as sufficiently high. If the determination is affirmative, that is, if the electric path amount is within the electric path allowable range, the differential control unit 82 maintains the current first motor rotation speed N _MG1 . On the other hand, when the above determination is negative, the differential control unit 82 changes the first motor rotational speed for correcting the first motor rotational speed _NMG1 as shown in FIG. Based on a preset relationship between the value ΔN _MG1 and the electric path amount, a first motor rotation speed change value ΔN _MG1 is determined based on the electric path amount, that is, the electric power of the first motor _MG1 , and the first motor rotation speed N _MG1 is determined. The first motor rotation speed N _MG1 is corrected by the first motor rotation speed change value ΔN _MG1 in the direction approaching zero, that is, the direction of approaching the electric path amount to zero. The relationship between the first motor rotation speed change value ΔN _MG1 and the electric path amount is such that the first motor rotation speed change value ΔN _MG1 increases as the electric path amount goes to the discharge side of the power storage device 94 as shown in FIG. Similarly to FIG. 12, the sign of the first motor rotation speed change value ΔN _MG1 is reversed with respect to the origin, but the first motor rotation speed change value ΔN _MG1 is absolute regardless of the electric path amount. The relationship may be a constant value. When the differential control unit 82 corrects the first motor rotation speed N _MG1 , whether or not the power consumption (electric path amount) of the first motor MG1 is within the electric path allowable range again. Judging. Thus, the differential control unit 82 repeats the determination and the correction for the first motor rotation speed N _MG1 until the determination on the power (electric path amount) of the first motor MG1 is affirmed.

As described above, the differential control unit 82 increases the transmission efficiency η ₁₁ of the electric differential unit 11 by bringing the electric power of the first motor MG1 close to zero, but the first motor rotation speed N _MG1 approaches zero. Since the electric power of the first electric motor MG1 approaches zero, the differential control unit 82 may increase the transmission efficiency η ₁₁ of the electric differential unit 11 by bringing the first electric motor rotation speed N _MG1 close to zero. . In such a case, the electrical path tolerance in determining the differential control unit 82 is performed is replaced with the first-motor rotation speed tolerance is acceptable for the first electric motor rotation speed N _MG1, differential controller 82, it is determined whether or not the first motor rotation speed N _MG1 is within the first motor rotation speed allowable range, and in FIG. 12 for determining the first motor rotation speed change value ΔN _MG1 , the horizontal axis indicates the above-mentioned. The first electric motor rotation speed _NMG1 is replaced from the electric path amount.

In this way, the continuously variable transmission control unit 80 determines the transmission ratio γ _CVT of the continuously variable transmission unit 20 from the continuously variable transmission unit transmission ratio map of FIG. 11, and the differential control unit 82 further determines the electric path amount or the first By further converging the motor rotation speed N _MG1 to zero, the transmission efficiency η ₁₁ of the electric differential section ₁₁ is increased.

FIG. 13 shows the main part of the control operation of the electronic control unit 60 of the present embodiment, that is, when the electric differential unit 11 is in the differential state (the continuously variable transmission state) while the engine is running. It is a flowchart explaining the control action for improving transmission efficiency (eta) ₁₁ , for example, is repeatedly performed by the very short cycle time of about several msec-several dozen msec.

First, in step (hereinafter, “step” is omitted) SA1, the first motor rotation speed change value ΔN _MG1 is initialized. Specifically, first motor rotation speed change value ΔN _MG1 is set to zero. After SA1, the process proceeds to SA2.

In SA2 corresponding to the continuously variable transmission control unit 80, the transmission ratio γ _CVT of the continuously variable transmission unit 20 is determined based on the vehicle speed V from the continuously variable transmission unit transmission ratio map of FIG. Then, the above-described tilting operation of the power roller 26 is performed so that the gear ratio γ _CVT is realized. After SA2, the process proceeds to SA3.

In SA3, the first electric motor rotation speed N _MG1 is corrected by the first electric motor rotational speed change value .DELTA.N _MG1 in a direction close to the direction, i.e. zero the electrical path amount close the first electric motor rotation speed N _MG1 to zero. Specifically, the target first motor speed N _MG1 is set and changed to the target speed by adding the first motor speed change value ΔN _MG1 to the current first motor speed N _MG1 . The first electric motor MG1 is controlled so as to be the first electric motor rotation speed _NMG1 . After SA3, the process proceeds to SA4.

In SA4, it is determined whether or not the electric power (electric path amount) of the first electric motor MG1 is within the electric path allowable range. For example, the allowable range of the electric path includes zero within the range, and the absolute value of the upper limit value and the lower limit value is a threshold value X _E determined experimentally in advance, and the absolute value of the electric path amount is It is determined whether or not the threshold value X _E or less. Here, the electric power of the first electric motor MG1 is used as the electric path amount, but another physical value, for example, the control current value of the first electric motor MG1 may be used as the electric path amount. The control current value of the first electric motor MG1 refers to a drive current value (consumption current value) corresponding to the power consumption or a generated current value corresponding to the output power. If this determination is affirmative, that is, if the electric power (electrical path amount) of the first electric motor MG1 is within the allowable electric path range, this flowchart ends. On the other hand, if this determination is negative, the operation goes to SA5.

The determination object of SA4 is the electric power (electrical path amount) of the first electric motor _MG1 , but it may be determined for the first electric motor rotation speed N _MG1 instead. In that case, SA4 is replaced as shown in FIG. 14, and in SA4, for example, the first upper limit value and the lower limit value are within the first motor rotation speed allowable range in which the absolute value of the upper limit value and the lower limit value is set to a threshold value X _NMG1 determined experimentally in advance. It is determined whether or not the motor speed N _MG1 is entered, in other words, whether or not the absolute value of the first motor speed N _MG1 is equal to or less than the threshold value X _NMG1 .

In SA5, the first motor rotation speed is determined based on the electric path amount, that is, the electric power of the first motor MG1, from the preset relationship between the first motor rotation speed change value ΔN _MG1 and the electric path amount as shown in FIG. The number change value ΔN _MG1 is determined. After SA5, the process proceeds to SA3. Note that SA1, SA3, SA4, and SA5 correspond to the differential control unit 82.

Further, the continuously variable transmission control unit 80 may execute the following shifting operation when the electric differential unit 11 is in a differential state (continuously variable transmission state) while the engine is running. That is, after determining the transmission ratio γ _CVT of the continuously variable transmission unit 20 from the continuously variable transmission unit transmission ratio map of FIG. 11 as the basic transmission ratio of the continuously variable transmission unit 20, the electric differential unit 11 from the engine 8 The gear ratio γ _CVT of the continuously variable transmission unit 20 is determined so as to increase the multiplication value η _P (hereinafter referred to as “multiplication efficiency η _P ”) of the output transmission efficiency η ₁₁ and the transmission efficiency η _CVT of the continuously variable transmission unit 20. (Set) and change.

More specifically, a transmission efficiency multiplication value map, which is a relationship between the transmission ratio γ _CVT that changes in accordance with the transmission ratio γ0 of the electrical differential section 11 and the multiplication efficiency η _P as shown in FIG. sought is stored in advance in the continuously variable transmission control section 80, continuously variable transmission control section 80 detects the speed ratio γ0 of the electric differential unit 11 from the engine speed N _E and the second electric motor rotation speed N _MG2 Prefecture Then, based on the transmission efficiency multiplication value map of FIG. 15 and the detected gear ratio γ0, the multiplication efficiency η _P corresponding to the current gear ratio γ _CVT of the continuously variable transmission 20 is grasped. Then, the continuously variable transmission control unit 80 has the continuously variable transmission determined by the continuously variable transmission part speed ratio map of FIG. 11 so that the multiplication efficiency η _P becomes higher on the transmission efficiency multiplication value map of FIG. The gear ratio γ _CVT is corrected with respect to the basic gear ratio of the unit 20, and the gear ratio γ _CVT is determined (set) and changed. Here, the gear ratio γ _CVT of the continuously variable transmission unit 20 is set to the basic gear ratio according to the continuously variable transmission unit gear ratio map of FIG. Since the rotational speed N _MG1 becomes zero or substantially zero and the transmission efficiency η ₁₁ is increased, the correction of the speed ratio γ _CVT with respect to the basic speed ratio is performed by the multiplication efficiency η _P (η ₁₁ × η _CVT ). Is to make the transmission efficiency η _CVT (hereinafter referred to as “CVT efficiency η _CVT ”) of the continuously variable transmission 20 higher.

Specifically, the continuously variable transmission control unit 80 determines the transmission ratio γ _CVT of the continuously variable transmission unit 20 from the continuously variable transmission unit transmission ratio map of FIG. 11, and then determines the current electric type from the transmission efficiency multiplication value map of FIG. 15. A transmission efficiency curve Lη corresponding to the transmission gear ratio γ0 of the differential unit 11 is selected, and the multiplication efficiency η _P corresponding to the current transmission gear ratio γ _CVT of the continuously variable transmission unit 20 in the selected transmission efficiency curve Lη is a point P. It is determined whether or not the transmission efficiency lower limit determination value is lower than the maximum efficiency indicated by _MAX (see FIG. 15) by a predetermined amount. This transmission efficiency lower limit determination value is the lower limit value of the target range of the multiplication efficiency η _P that can be regarded as the multiplication efficiency η _P being sufficiently high. If the determination is negative, that is, if the multiplication efficiency η _P exceeds the transmission efficiency lower limit determination value, the continuously variable transmission control unit 80 changes the speed ratio γ of the current continuously variable transmission unit 20. Maintain _CVT . On the other hand, when the above determination is affirmative, that is, when the multiplication efficiency η _P is equal to or less than the transmission efficiency lower limit determination value, the continuously variable transmission control unit 80 has a point P _MAX indicating the maximum efficiency (see FIG. 15). ), The difference between the target gear ratio γ _CVT and the current gear ratio γ _CVT is obtained, and the difference is set as the gear ratio change value Δγ _CVT which is the correction amount of the gear ratio γ _CVT , and the multiplication efficiency η _P increases. The speed ratio γ _CVT of the continuously variable transmission 20 is corrected by the speed ratio change value Δγ _{CVT in the} direction, that is, the direction approaching the point P _MAX . At this time, a correction guard value, which is an upper limit value of the gear ratio change value Δγ _CVT , is provided in advance so that the gear ratio γ _CVT of the continuously variable transmission unit 20 does not vary greatly. The speed ratio γ _CVT of the continuously variable transmission 20 is corrected within a range where the speed ratio change value Δγ _CVT (absolute value) does not exceed the correction guard value. Therefore, the continuously variable transmission control unit 80 performs a guard process for reducing the absolute value of the speed ratio change value Δγ _CVT obtained from FIG. 15 to the correction guard value when the absolute value exceeds the correction guard value. After that, the gear ratio γ _CVT of the continuously variable transmission unit 20 is corrected. As illustrated in FIG. 15, when the gear ratio γ _CVT of the continuously variable transmission unit 20 is only corrected once by the gear ratio change value Δγ _CVT , the corrected multiplication efficiency η _P is equal to the transmission efficiency lower limit determination value. May not exceed. When the continuously variable transmission control unit 80 corrects the speed ratio γ _CVT of the continuously variable transmission unit 20, the continuously variable transmission control unit 80 determines again whether the multiplication efficiency η _P is equal to or less than the transmission efficiency lower limit determination value. In this way, the continuously variable transmission control unit 80 repeats the determination regarding the multiplication efficiency η _P and the correction of the transmission ratio γ _CVT of the continuously variable transmission 20.

The continuously variable transmission control unit 80 corrects the gear ratio γ _CVT of the continuously variable transmission unit 20 as described above, exclusively by making the CVT efficiency η _CVT of the continuously variable transmission unit 20 higher. Therefore, the continuously variable transmission control unit 80 may set the determination target as the CVT efficiency η _CVT instead of the multiplication efficiency η _P. In such a case, the transmission efficiency multiplication value map of FIG. 15 is replaced with a continuously variable transmission part transmission efficiency map in which the vertical axis is the CVT efficiency η _CVT of the continuously variable transmission part 20, and the continuously variable transmission control part 80 is CVT efficiency η _CVT corresponding to the current gear ratio γ _CVT of the continuously variable transmission unit 20 is lower than the maximum efficiency indicated by the point P _MAX (see FIG. 15), and the CVT efficiency lower limit determination is not performed with respect to the multiplication efficiency η _P. It is determined whether or not it is less than or equal to the value.

FIG. 16 shows the main part of the control operation when correcting the gear ratio γ _CVT of the continuously variable transmission unit 20, that is, the electric differential unit 11 is in a differential state (continuously variable transmission state) while the engine is running. It is a flowchart explaining the control action | operation for improving the said multiplication efficiency (eta) _P in a certain case, for example, is repeatedly performed with the extremely short cycle time of about several msec-several dozen msec.

First, in SB1, the speed ratio change value Δγ _CVT that is a correction amount when the speed ratio γ _CVT of the continuously variable transmission 20 is corrected is initialized. Specifically, the gear ratio change value Δγ _CVT is set to zero. After SB1, the process proceeds to SB2.

In SB2, the gear ratio γ _CVT of the continuously variable transmission 20 is determined based on the vehicle speed V from the continuously variable transmission map of FIG. After SB2, the process proceeds to SB3.

In SB3, the gear ratio change value in which the gear ratio γ _CVT of the continuously variable transmission unit 20 is set and changed in SB5 and SB6, which will be described later, in the direction in which the multiplication efficiency η _P increases, that is, in the direction approaching the point P _MAX in FIG. Only Δγ _{CVT is} corrected. Specifically, the gear ratio γ _CVT of the target continuously variable transmission 20 is changed to a gear ratio obtained by adding the gear ratio change value Δγ _CVT to the current gear ratio γ _CVT , and the target gear ratio The above-described tilting operation of the power roller 26 is performed in the continuously variable transmission 20 so as to be γ _CVT . After SB3, the process proceeds to SB4.

In SB4, the transmission efficiency curve Lη corresponding to the current gear ratio γ0 of the electric differential section 11 is selected from the transmission efficiency multiplication value map of FIG. 15, and the current continuously variable transmission is selected in the selected transmission efficiency curve Lη. It is determined whether or not the multiplication efficiency η _P corresponding to the gear ratio γ _CVT of the unit 20 is equal to or less than the transmission efficiency lower limit determination value. Here, the transmission efficiency lower limit determination value for reducing the control load should be determined where it should be determined whether or not the multiplication efficiency η _P has essentially reached the maximum efficiency in the transmission efficiency multiplication value map of FIG. It is judged using. If this determination is affirmative, that is, if the multiplication efficiency η _P is less than or equal to the transmission efficiency lower limit determination value, the process proceeds to SB5. On the other hand, when this determination is negative, this flowchart ends.

Although the determination target of the SB4 is the multiplication efficiency η _P , the CVT efficiency η _CVT of the continuously variable transmission unit 20 may be determined instead. In that case, SB4 is replaced as shown in FIG. 17, and in SB4, based on FIG. 15 as the continuously variable transmission unit transmission efficiency map in which the vertical axis represents the CVT efficiency η _CVT of the continuously variable transmission unit 20, It is determined whether or not the CVT efficiency η _CVT corresponding to the speed ratio γ _CVT of the continuously variable transmission unit 20 is equal to or less than the CVT efficiency lower limit determination value.

In SB5, the difference between the target gear ratio γ _CVT corresponding to the point P _MAX (see FIG. 15) indicating the maximum efficiency and the current gear ratio γ _CVT is obtained, and the difference is calculated as the gear ratio change value Δγ _CVT . It is determined. After SB5, the process proceeds to SB6.

In SB6, the guard process for the gear ratio change value Δγ _CVT is performed. Specifically, when the absolute value of the gear ratio change value Δγ _CVT determined in SB5 exceeds the correction guard value provided in advance, the absolute value is reduced to the correction guard value and The gear ratio change value Δγ _CVT is corrected. Therefore, the gear ratio change value Δγ _CVT determined in SB5 is determined through SB6. After SB6, the process proceeds to SB3. The above SB1 to SB6 correspond to the continuously variable transmission control unit 80.

  As a feature of the present embodiment, the hybrid control unit 74 starts the engine 8 even when a request for starting the engine 8 is generated when the speed of the continuously variable transmission 20 is equal to or higher than a predetermined speed. A power source rotation limiting unit (power source rotation limiting means) 84 for delaying or stopping is provided.

  For example, when the speed change operation of the continuously variable transmission unit 20 is executed in accordance with a change in vehicle speed, a change in accelerator opening, etc., the speed change is, for example, a change amount per unit time of the accelerator opening (depressing speed of the accelerator pedal). ) And so on. And, for example, when the change amount of the accelerator opening per unit time is large, and when the start request of the engine 8 is generated in the situation where the speed change speed of the continuously variable transmission 20 is equal to or higher than a predetermined speed. The power source rotation limiting unit 84 delays or stops the start of the engine 8.

  Specifically, the start of the engine 8 is delayed until the speed change speed of the continuously variable transmission unit 20 decreases below a predetermined speed or the speed change operation is completed. That is, the start operation of the engine 8 is started in response to the start request of the engine 8 after the shift speed of the continuously variable transmission unit 20 decreases below a predetermined speed or the shift operation is completed. Further, the current start request of the engine 8 may be canceled once (start of the engine 8 is stopped), and the start of the engine 8 may be started after the next engine start request is generated.

  As a result, the shifting operation of the continuously variable transmission 20 at a high shift speed and the start operation of the engine 8 are not parallel, and the input torque (no load) associated with the engine start operation in a situation where the shift operation is performed at a high shift speed. The change in the input torque of the step transmission 20 can be suppressed, and the slip (slip between the disks 23 and 24 and the power roller 26) at the continuously variable transmission 20 can be avoided.

  Hereinafter, the procedure of the control operation by the power source rotation restriction unit 84 will be described with reference to FIG. This flowchart is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds.

  First, in SC1, it is determined whether or not the speed change operation of the continuously variable transmission unit 20 is currently being performed and the speed change speed is equal to or higher than a predetermined speed. For example, the speed change operation of the continuously variable transmission 20 is performed in a state where the shift speed is high (specifically, the shift speed on the downshift side is high) due to a large amount of change in the accelerator opening per unit time. Determine whether it is done. As an example, it is determined whether or not the change amount of the gear ratio during 0.5 sec exceeds “2.0”, and it is determined whether or not the shift speed is high. This numerical value is merely an example, and is determined empirically through experiments and calculations, and is set as appropriate.

  Further, in this SC1, not only whether or not the speed change speed is equal to or higher than the predetermined speed at the present time, but also immediately after that, for example, the change amount per unit time of the accelerator opening is increased. In addition, it is determined by estimating whether or not the shift speed of the shift operation performed is high (determining whether or not the shift speed is equal to or higher than a predetermined speed).

  Further, the value of the predetermined speed (speed for determining whether or not the shift speed is high) may be changed according to the pressing force of the disks 23 and 24 against the power roller 26. . That is, the predetermined speed is set according to the pressing force (clamping pressure) against the power roller 26 between each pair of the input disk 23 and the output disk 24 generated by the hydraulic pressure applied to the hydraulic cylinder 41. . Specifically, the higher the clamping pressure, the less likely the slip between the disks 23, 24 and the power roller 26 occurs, so the value of the predetermined speed can be set higher. In other words, the lower the pressing force (clamping pressure) against the power roller 26 by the disks 23 and 24, the lower the predetermined speed (speed for determining whether or not the shift speed is high). Become.

  If the speed change operation of the continuously variable transmission unit 20 is not performed, or if the speed change speed is less than the predetermined speed even if the speed change operation is performed, NO is determined in SC1, and this routine ends.

  On the other hand, when the speed change operation of the continuously variable transmission unit 20 is performed at a predetermined speed or higher, YES is determined in SC1 and the process proceeds to SC2. In SC2, the engine 8 is started. That is, it is determined whether or not a start request for the engine 8 has occurred (whether a start command has been issued). For example, when the accelerator pedal is greatly depressed during motor travel and an engine start request is made (when the motor travel region shifts from the motor travel region to the engine travel region as indicated by the point a → b in the solid line B in FIG. 10). 8 start command is issued.

  If the start command for the engine 8 has not been issued and the NO determination is made in SC2, the process proceeds to SC3, and the speed change operation of the continuously variable transmission unit 20 is continued as it is. In this case, the speed change operation of the continuously variable transmission unit 20 is completed while the engine 8 is not started (the engine start request is not generated). In other words, even when the continuously variable transmission unit 20 performs a shift operation at a relatively high speed, the input torque does not change as the engine 8 starts, and therefore the slip at the continuously variable transmission unit 20 occurs. The speed change operation is executed in a state where there is nothing.

On the other hand, if the engine 8 is instructed to start and if YES is determined in SC2, the process proceeds to SC4, and the operation of delaying the start of starting control of the engine 8 is performed. That is, the engine 8 is started up (the first motor MG1 is energized while taking the reaction force by the second motor MG2 and the first motor speed _NMG1 is raised to reach the speed at which the engine can rotate independently). pulling the N _E, to postpone engine starting operation) such is ignited by the ignition device 99. As a result, the speed change operation of the continuously variable transmission 20 at a high speed change speed and the start operation of the engine 8 are not parallel.

  Thereafter, the process proceeds to SC5, and it is determined whether or not the speed change speed of the continuously variable transmission unit 20 has decreased to less than the predetermined speed. For example, when the speed change operation of the continuously variable transmission unit 20 is completed and the speed change speed becomes “0”, or when the control is executed such that the speed change speed changes during the speed change operation, If the shift speed decreases during the operation and reaches less than the predetermined speed, a YES determination is made in SC5.

If YES in SC5 because the speed of the continuously variable transmission unit 20 has decreased to below the predetermined speed, the process proceeds to SC6 and the engine 8 starts to start. That is, as described above, the first electric motor MG1 while taking the reaction force by the second electric motor MG2 pulling the first electric motor rotation speed N _MG1, thereby, raised the engine speed N _E to the rotational speed that can be self-rotation After that, fuel supply by the fuel injection device 98 and ignition (SC7) by the ignition device 99 are performed to start the engine 8.

  FIG. 19 shows the engine rotation speed, the torque of the second electric motor MG2, the rotation speed of the first electric motor MG1 during the speed change operation of the continuously variable transmission 20 when the start control of the engine 8 described above is postponed. 3 is a timing chart showing changes in the gear ratio of the step transmission unit 20 and the accelerator opening.

  As shown in FIG. 19, first, at timing T1, a shift operation (shift-down operation) is started such that the accelerator opening increases and the gear ratio of the continuously variable transmission unit 20 increases accordingly. At this time, the shift speed of the continuously variable transmission 20 is high due to the large amount of change in the accelerator opening per unit time. For this reason, even if the engine start request is made with the increase in the accelerator opening, the rotation speed of the first electric motor MG1 does not change, and the engine rotation speed remains “0”. In FIG. 19, an engine start request is generated at timing T2, but the start operation of the engine 8 is delayed (see the engine start delay period in the figure).

Then, the engine start operation is started at a timing T4 immediately after the timing T3 when the speed change operation of the continuously variable transmission unit 20 ends and the speed change speed becomes “0”. That is, the first motor MG1 is energized to increase the first motor rotation speed N _MG1 and increase the rotation speed of the engine 8. At the same time, the second electric motor MG2 is energized to increase the torque of the second electric motor MG2. That is, the torque of the second electric motor MG2 is increased so that the reaction torque of the second electric motor MG2 for canceling the inertia torque generated by the engine starting operation can be obtained.

  At timing T5, the engine 8 reaches a rotational speed at which it can rotate independently, performs fuel supply and ignition operation, starts the engine 8, and then ends the torque increase operation of the second electric motor MG2.

<Effect>
According to this embodiment, there are the following effects (A1) to (A10).

  (A1) As described above, when a request for starting the engine 8 is made in a situation where the speed of the continuously variable transmission 20 is equal to or higher than a predetermined speed, the start of the engine 8 is delayed or stopped. That is, the shifting operation at a high shifting speed and the starting operation of the engine 8 are not performed in parallel. As a result, it is possible to suppress a change in input torque (input torque of the continuously variable transmission unit 20) associated with the start of the engine 8 in a state where the continuously variable transmission unit 20 performs a shifting operation at a high transmission speed. Slip (slip between the disks 23 and 24 and the power roller 26) at the transmission unit 20 can be avoided, and durability of the continuously variable transmission unit 20 can be improved.

(A2) continuously variable transmission control section 80 for determining the gear ratio gamma _CVT of the continuously variable transmission 20 by 11 vehicle speed V and combustion efficiency optimal line L based on the _EF, the combustion efficiency optimal line L _EF to engine operating point P Since it can be said that the gear ratio γ _CVT of the continuously variable transmission 20 is set so that _EG follows, the state where the switching clutch C0 is engaged, the state where the switching brake B0 is engaged, the switching clutch C0 and the switching brake B0 The engine 8 can be operated with optimum fuel consumption in any state where both are released, and deterioration of fuel consumption due to the operating state of the engine 8 can be suppressed. Further, the continuously variable transmission 20 that can continuously change the transmission gear ratio γ _CVT constitutes a part of the power transmission path between the electric differential unit 11 and the drive wheels 3. it is possible to make the engine rotational speed N _E is not bound with the vehicle speed V by the electric motor rotational speed N _MG1 changes the gear ratio gamma _CVT of the continuously variable transmission unit 20 without being adjusted, electrically controlled differential The engine 8 can be operated so that the engine operating point _PEG is along the combustion efficiency optimum line L _EF while maintaining the portion 11 in a predetermined differential state with sufficiently high transmission efficiency η ₁₁ .

(A3) The differential control unit 82 controls the first motor rotation speed N _MG1 so as to increase the transmission efficiency η ₁₁ of the output from the engine 8 in the electric differential unit 11 to change the speed of the electric differential unit 11. since changes to determine the ratio [gamma] 0, the deterioration in fuel economy due to transmission efficiency eta ₁₁ decrease in the electric differential unit 11 can be suppressed.

(A4) The differential control unit 82 increases the transmission efficiency η ₁₁ of the electric differential unit 11 by bringing the power of the first electric motor MG1 close to zero, so that the control current value is detected if the power, for example, the voltage is constant. As a result, the transmission efficiency η ₁₁ can be easily increased.

(A5) The differential control unit 82 may increase the transmission efficiency η ₁₁ of the electric differential unit 11 by bringing the first motor rotational speed N _MG1 close to zero. In such a case, the first motor The transmission efficiency η ₁₁ can be easily increased by detecting the rotational speed N _MG1 .

(A6) The continuously variable transmission control unit 80 calculates a multiplication efficiency η _P that is a multiplication value of the transmission efficiency η ₁₁ of the output from the engine 8 in the electric differential unit 11 and the transmission efficiency η _CVT in the continuously variable transmission unit 20. Since the transmission gear ratio γ _CVT of the continuously variable transmission unit 20 is determined (set) and changed so as to increase, deterioration of fuel consumption due to a decrease in transmission efficiency of the electric differential unit 11 or the continuously variable transmission unit 20 can be suppressed.

(A7) The continuously variable transmission control unit 80 determines the above-mentioned of the continuously variable transmission unit 20 determined by the continuously variable transmission unit speed ratio map of FIG. 11 so that the multiplication efficiency η _P (CVT efficiency η _CVT ) becomes higher. Since the gear ratio γ _CVT is corrected with respect to the basic gear ratio, and the gear ratio γ _CVT is determined and changed, the correction is performed from a state where the multiplication efficiency η _P is somewhat high by determining the basic gear ratio according to FIG. Thus, the transmission gear ratio γ _CVT of the continuously variable transmission 20 can be corrected and set efficiently.

(A8) The continuously variable transmission control unit 80 determines that the CVT efficiency η _CVT corresponding to the current gear ratio γ _CVT of the continuously variable transmission 20 is lower by a predetermined amount than the maximum efficiency indicated by the point P _MAX (see FIG. 15). It is determined whether or not it is equal to or less than the lower limit determination value. If the determination is affirmative, the speed ratio γ _CVT of the continuously variable transmission 20 is set to the speed ratio change value Δγ _{CVT in a} direction approaching the point P _MAX. Since the correction is performed, the correction is completed when the transmission efficiency γ _CVT of the continuously variable transmission 20 is sufficiently high, and the control load can be reduced.

(A9) The above-described correction guard value is provided in advance, and the continuously variable transmission control unit 80 determines the transmission ratio of the continuously variable transmission unit 20 within a range in which the transmission ratio change value Δγ _CVT (absolute value) does not exceed the correction guard value. Since γ _CVT is corrected, it is possible to prevent the gear ratio γ _CVT of the continuously variable transmission unit 20 from changing significantly, and to prevent the passenger from feeling uncomfortable.

(A10) The transmission efficiency multiplication value map as shown in FIG. 15 is experimentally obtained and stored in advance in the continuously variable transmission control unit 80. The continuously variable transmission control unit 80 is based on the transmission efficiency multiplication value map. Since the gear ratio γ _CVT is corrected with respect to the basic gear ratio of the continuously variable transmission 20 and the gear ratio γ _CVT is determined (set) and changed, it is compared with the case where the multiplication efficiency η _P is calculated one by one. And control load can be reduced.

(Second Embodiment)
FIG. 20 is a functional block diagram illustrating a main part of a control function by the electronic control device 60 of the second embodiment. FIG. 20 is different from FIG. 8 which is a functional block diagram of the first embodiment in that an engine combustion system control unit 112 and an engine combustion system determination unit 114 are added. Hereinafter, the difference will be mainly described.

The engine 8 of the present embodiment employs a combustion system in which a plurality of fuel consumption characteristics are different, that is, a stoichiometric combustion system that combusts a stoichiometric air-fuel mixture and a lean combustion system that combusts an air-fuel mixture leaner than the stoichiometric air-fuel ratio. It is equipped with a combustion method suitable for the running state. Engine combustion system control unit 112 of FIG. 20, the throttle valve opening theta _TH, estimates the engine load and the like engine speed N _E, the combustion system of the engine 8 to the engine load in accordance with previously experimentally set conditions Switch to the appropriate stoichiometric or lean combustion method.

In the present embodiment, since there are a plurality of combustion systems of the engine 8, the hybrid control unit 74 does not use the combustion efficiency optimum line L _EF as shown in FIG. 9, but the FIG. 21 corresponding to each of the above-described stoichiometric combustion system and lean combustion system. The engine 8 combustion efficiency optimum line L _EF (optimum fuel efficiency curve L _EF , fuel efficiency map) is stored in advance. Then, the hybrid control unit 74 selects the combustion efficiency optimum line L _EF corresponding to the combustion method of the engine 8, and the engine along the selected combustion efficiency optimum line L _EF in the same manner as in the first embodiment. The transmission gear ratio γ0 of the electric differential section 11 is controlled so that 8 is operated.

  The engine combustion method determination unit 114 determines whether the combustion method of the engine 8 is switched to the stoichiometric combustion method or the lean combustion method.

The continuously variable transmission control unit 80 functions as a transmission control unit that performs a shift of the continuously variable transmission unit 20 as in the first embodiment, and the electric differential unit 11 is in a differential state (continuously variable) while the engine is running. In the case of the gear shift state), the gear ratio γ _CVT of the continuously variable transmission unit 20 is determined (set) based on the vehicle speed V from the continuously variable transmission unit gear ratio map. However, in the continuously variable transmission section speed ratio map, the speed ratio γ _CVT is determined from the vehicle speed V according to the continuously variable transmission section speed ratio map as in the first embodiment, and the engine operating point on the combustion efficiency optimum line L _EF is determined. When the engine 8 is operated by _PEG , ideally, the vehicle speed V is obtained and set in advance by experiments or the like so that the first motor rotational speed _NMG1 is zero or substantially zero (mechanical lock point). When set in relation to the gear ratio gamma _CVT, the engine 8 of this embodiment is provided with a stoichiometric combustion mode and the lean combustion system, the combustion efficiency optimal line L _EF is the stoichiometric combustion mode and the lean combustion system, respectively Since there are a total of two in accordance with the combustion method, FIG. 22 is the continuously variable transmission speed ratio map stored in advance by the continuously variable transmission control unit 80 and used for determining the transmission ratio γ _CVT of the continuously variable transmission 20. Each burning above It is different from FIG. 11 (first embodiment) in that it is composed of a total of two gear ratio curves according to the method. When the transmission gear ratio γ _CVT of the continuously variable transmission unit 20 is determined by the continuously variable transmission unit transmission ratio map shown in FIG. 22, the alignment chart showing the relative rotational speeds of the respective rotating elements RE1 to RE3 is as shown in FIG. In any combustion method, the rotational speed of the fourth rotating element RE4 (output shaft 22) constrained by the vehicle speed V does not change, and ideally, the first motor rotational speed _NMG1 is operated so as not to deviate from the mechanical lock point. The engine speed N _E is a different speed corresponding to the engine operating point P _EG along the combustion efficiency optimum line L _EF of each combustion method.

In this way, the continuously variable transmission control unit 80 needs to select one of the two gear ratio curves according to the combustion method of the engine 8, so the continuously variable transmission control unit 80 has the engine combustion method determination unit 114. When it is determined that the engine 8 has been switched to the stoichiometric combustion method, a gear ratio curve of the stoichiometric combustion method is selected from the continuously variable transmission unit speed ratio map of FIG. Is determined to be switched to the lean combustion method, a lean combustion method gear ratio curve is selected from the continuously variable transmission gear ratio map of FIG. The continuously variable transmission control unit 80 determines (sets) the transmission ratio γ _CVT of the continuously variable transmission unit 20 based on the vehicle speed V and the selected transmission ratio curve. In other words, the selected gear ratio curve is the vehicle speed V and the gear ratio γ _CVT when the engine 8 is operated at the engine operating point P _EG on the combustion efficiency optimum line L _EF corresponding to the current combustion method. Therefore, the continuously variable transmission control unit 80 determines (sets) the transmission ratio γ _CVT of the continuously variable transmission unit 20 based on the combustion efficiency optimum line L _EF corresponding to the current combustion method.

FIG. 24 shows the main part of the control operation of the electronic control unit 60 of the present embodiment, that is, according to the combustion method of the engine 8 when the electric differential unit 11 is in the differential state (continuously variable speed state) while the engine is running. 6 is a flowchart for explaining a control operation for determining the transmission gear ratio γ _CVT of the continuously variable transmission unit 20, and is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds.

  First, in SD1 corresponding to the engine combustion method determination unit 114, it is determined whether the combustion method of the engine 8 is switched to the lean combustion method. If this determination is affirmative, that is, if the combustion method of the engine 8 is switched to the lean combustion method, the process proceeds to SD2. On the other hand, if this determination is negative, that is, if the combustion method of the engine 8 is switched to the stoichiometric combustion method, the process proceeds to SD3.

  In SD2, a lean combustion type gear ratio curve is selected from the continuously variable transmission gear ratio map of FIG. After SD2, the process proceeds to SD4.

  In SD3, a gear ratio curve of the stoichiometric combustion method is selected from the continuously variable transmission speed ratio map of FIG. After SD3, the process proceeds to SD4.

In SD4, the gear ratio curve selected in SD2 or SD3 is stored in the memory as a gear ratio curve for determining the basic gear ratio of the continuously variable transmission 20. Based on the selected gear ratio curve and the vehicle speed V, the gear ratio γ _CVT of the continuously variable transmission 20 is determined. SD2 to SD4 correspond to the continuously variable transmission control unit 80.

  Also in the present embodiment, as in the case of the first embodiment described above, when the speed change speed of the continuously variable transmission unit 20 is equal to or higher than a predetermined speed, even if the engine 8 is requested to start, the engine 8 Is provided with a power source rotation limiter 84 that delays or cancels the starting of the power source. As a result, it is possible to suppress a change in input torque (input torque of the continuously variable transmission unit 20) associated with the start of the engine 8 in a state where the continuously variable transmission unit 20 performs a shifting operation at a high transmission speed. Slip (slip between the disks 23 and 24 and the power roller 26) at the transmission unit 20 can be avoided, and durability of the continuously variable transmission unit 20 can be improved.

  According to this embodiment, in addition to the effects (A1) to (A10) of the first embodiment, there are the following effects (B1).

(B1) The continuously variable transmission control unit 80 determines the transmission ratio γ _CVT of the continuously variable transmission unit 20 based on the transmission ratio curve (see FIG. 22) selected according to the combustion method of the engine 8 and the vehicle speed V. That is, since the gear ratio γ _CVT of the continuously variable transmission 20 is determined based on the combustion efficiency optimum line L _EF (see FIG. 21) corresponding to the current combustion method, the combustion is changed even if the combustion method of the engine 8 is changed. The transmission ratio γ _CVT of the continuously variable transmission unit 20 is determined (set) according to the system, and the engine 8 is operated to realize the optimum fuel consumption according to each combustion system, and the transmission efficiency η of the electric differential unit 11 is achieved. ₁₁ is improved, and it is possible to suppress a decrease in fuel consumption as a whole vehicle.

(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 10 are the same as those of the first embodiment or the second embodiment, here, the configuration of the continuously variable transmission unit configured by this belt type continuously variable transmission is described. Only explained.

FIG. 25 is a skeleton diagram showing the drive device 10 of the present embodiment. The belt-type continuously variable transmission unit 120 connected to the rear stage side of the transmission member 18 has its gear ratio γ _CVT (= the number of revolutions N ₁₈ of the transmission member ₁₈ / the number of revolutions N _OUT of the output shaft 22) by mechanical action. It functions as a continuously variable automatic transmission that can be continuously changed.

  A primary pulley 121 that is an input-side pulley provided on the first axis RC1 and connected to the transmission member 18, and a primary pulley 121 provided in parallel with the primary pulley 121 on the second axis RC2 and connected to the output shaft 22 A secondary pulley 122 that is an output-side pulley, and a belt 123 that is wound between the pair of pulleys 121 and 122 and connects the pair of pulleys 121 and 122 so as to transmit power by frictional force. . Reference numeral 32 in FIG. 25 is a differential drive gear connected to the output side of the belt-type continuously variable transmission 120 via the output shaft 22, and reference numeral 34 is a differential ring gear that meshes with the differential drive gear 32. The differential ring gear 34 is connected to the differential device 2.

  The primary pulley 121 includes a conical movable sheave 121a that is slidable in the direction of the rotation axis and a conical fixed sheave 121b that is fixed so as not to slide. The movable sheave 121a and the fixed sheave 121b face the apex. Thus, a V-shaped primary pulley groove 124 with which the belt 123 contacts is formed. The secondary pulley 122 has the same configuration as that of the primary pulley 121. The secondary pulley 122 includes a movable sheave 122a and a fixed sheave 122b. Is formed.

In this belt type continuously variable transmission unit 120, tension is applied to the belt 123 to obtain a frictional force for power transmission between each of the primary pulley 121 and the secondary pulley 122 and the belt 123, and the primary pulley groove 124 and the secondary pulley groove 125 are in contact with the belt 123 at the conical surfaces of the sheaves 121a, 121b, 122a, 122b. Therefore, the closer the movable sheave 121a of the primary pulley 121 is to the fixed sheave 121b and the further away the movable sheave 122a of the secondary pulley 122 from the fixed sheave 122b is, the larger the contact diameter (effective diameter) of the primary pulley 121 with the belt 123 becomes. The contact diameter (effective diameter) with the belt 123 of the secondary pulley 122 becomes smaller and the speed ratio γ _CVT of the belt type continuously variable transmission 120 becomes smaller. That is, the gear ratio γ _CVT of the belt type continuously variable transmission 120 is continuously changed by sliding the primary pulley 121 and the secondary pulley 122 in synchronization with each other by hydraulic control or the like.

  As a more specific configuration for operating the belt-type continuously variable transmission unit 120, the movable sheave 121a of the primary pulley 121 and the movable sheave 122a of the secondary pulley 122 are provided with hydraulic actuators 126 and 127, respectively. . That is, the movable sheaves 121a and 122a are moved forward and backward with respect to the fixed sheaves 121b and 122b by applying a predetermined hydraulic pressure to the working hydraulic chambers formed in the hydraulic actuators 126 and 127.

Further, the hydraulic pressure is controlled and supplied to the hydraulic actuator 126 of the primary pulley 121 and the hydraulic actuator 127 of the secondary pulley 122 via a hydraulic control circuit 72 (see FIG. 8). That is, the primary control oil pressure P _pri is supplied to the hydraulic actuator 126 provided in the primary pulley 121, and the secondary control oil pressure P _sec is supplied to the hydraulic actuator 127 provided in the secondary pulley 122.

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 duty-controlled primary side pressure reducing valve and supplied to the input side (primary side) hydraulic actuator 126. 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 127.

The continuously variable transmission control unit 80 includes information such as the rotational speed N _{18 of the} transmission member (primary shaft) ₁₈ and the rotational speed N _{OUT of the} output shaft (secondary shaft) 22 as well as vehicle speed V and accelerator opening Acc. Is input, and the primary control hydraulic pressure P _pri and the secondary control described above are obtained in order to obtain the required gear ratio γ _CVT (= N ₁₈ / N _OUT ) and the belt clamping pressure based on a map or the like obtained in advance through experiments or the like. A hydraulic pressure P _sec is formed.

Then, the width of the primary pulley groove 124 is adjusted by controlling the primary control oil pressure P _pri that acts on the working hydraulic chamber of the primary hydraulic actuator 126. As a result, the winding radius of the belt 123 in the primary pulley 121 changes, and the ratio of the input rotation speed N ₁₈ and the output rotation speed N _OUT of the belt-type continuously variable transmission unit 120, that is, the transmission gear ratio γ _CVT is stepless (continuous Control).

Further, by controlling the secondary control oil pressure P _sec acting on the working oil pressure chamber of the secondary hydraulic actuator 127, the width of the secondary pulley groove 125 changes. That is, the belt clamping pressure (in other words, thrust) in the axial direction of the secondary pulley 122 with respect to the belt 123 is controlled. The tension of the belt 123 is controlled by the belt clamping pressure, and the contact surface pressure between the primary pulley 121 and the secondary pulley 122 and the belt 123 is controlled. The secondary control hydraulic pressure P _sec is controlled based on torque and a gear ratio input to the transmission member 18 connected to the primary pulley 121 of the continuously variable transmission unit 120.

  Also in the driving apparatus 1 including the continuously variable transmission unit 120 that is configured by the belt type continuously variable transmission configured as described above, the transmission speed of the continuously variable transmission unit 120 is predetermined as in the case of the first embodiment described above. When the speed is higher than the speed, there is provided a power source rotation limiter 84 that delays or stops the start of the engine 8 even if a start request for the engine 8 is generated. As a result, it is possible to suppress a change in input torque (input torque of the continuously variable transmission unit 120) accompanying the start of the engine 8 in a state where the continuously variable transmission unit 120 performs a shifting operation at a high transmission speed. Slip (slip between the pulleys 121 and 122 and the belt 123) at the transmission unit 120 can be avoided, and durability of the continuously variable transmission unit 120 can be improved.

  According to this embodiment, since the mechanical structure of the continuously variable transmission unit 120 is different from that of the first embodiment, there are the same effects as the effects (A1) to (A10) of the first embodiment.

(Other embodiments)
As mentioned above, although embodiment of this invention was described in detail based on drawing, this is only one embodiment, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

In the embodiments described above, although the engine starting to perform the ignition operation of the spark plug after increasing the rotational speed N _E of the engine 8 so as to delay, the present invention is not limited thereto, and starts the engine 8 it not, in the case of simply increasing the rotational speed N _E of the engine 8, when the shift speed of the continuously variable transmission 20 is equal to or higher than the predetermined speed may the engine rotation speed increase operation to delay or cancel. For example, when the motor travel is continued for a long period of time, the control of the present invention can be applied to a case where the engine speed is temporarily increased in order to circulate the lubricating oil inside the engine.

  For example, in the above-described second embodiment, the case where the combustion system of the engine 8 is changed has been described. However, not only when the combustion system of the engine 8 which is the operation system of the engine 8 is changed, but also other operations. The same control operation can be used when the system is changed. For example, the engine 8 having a variable cylinder operation system in which the engine 8 is driven by four cylinders at a light load and is driven by an eight cylinder at a high load can be similarly handled by the above control operation.

  In the second embodiment described above, the combustion method of the engine 8 is two methods, that is, a lean combustion method and a stoichiometric combustion method, but three or more methods may be used.

Further, in the first to third embodiments described above, the operating state of the first electric motor MG1 is controlled, so that the electric differential unit 11 (power distribution mechanism 16) has a gear ratio γ0 from the minimum value γ0min. Although it functions as an electric continuously variable transmission that can be continuously changed to the maximum value γ0max, for example, the gear ratio γ0 of the electric differential unit 11 is not continuous but dares to use a differential action. It may be changed step by step. Further, the continuously variable transmission units 20 and 120 may also change the gear ratio γ _CVT in a stepwise manner.

  In the first to third embodiments described above, the engine 8 and the electric differential unit 11 are directly connected, but the engine 8 is connected to the electric differential unit 11 via an engagement element such as a clutch. It may be connected.

  In the first to third embodiments described above, the first electric motor MG1 and the second rotating element RE2 are directly connected, and the second electric motor MG2 and the third rotating element RE3 are directly connected. The first electric motor MG1 may be connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor MG2 may be connected to the third rotating element RE3 via an engaging element such as a clutch.

  In the first to third embodiments described above, the continuously variable transmission 20 is connected to the power transmission path from the engine 8 to the drive wheels 3 next to the electric differential unit 11. The order in which the electric differential unit 11 is connected next to the transmission unit 20 may be used. In short, the continuously variable transmission unit 20 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 3. In addition, the present invention can be applied to a system that does not include the electrical differential unit 11.

  In the first to third embodiments described above, according to FIG. 1, the electric differential unit 11 and the continuously variable transmission unit 20 are connected in series, but the drive device 10 as a whole is electrically connected. If the electric differential function capable of changing the differential state and the function of shifting on the principle different from the shift by the electric differential function are provided, the electric differential unit 11 and the continuously variable transmission unit 20 are The present invention is applicable even if it is not mechanically independent.

  In the first to third embodiments described above, the power distribution mechanism 16 is a single planetary, but may be a double planetary.

  In the first to third embodiments described above, the engine 8 is connected to the first rotating element RE1 constituting the differential planetary gear unit 17 so that power can be transmitted, and the first rotating element RE2 is connected to the first rotating element RE2. The electric motor MG1 is connected so as to be able to transmit power, and a power transmission path to the drive wheel 3 is connected to the third rotating element RE3. For example, two planetary gear devices are a part of the rotating elements that constitute the planetary gear device. In the mutually connected configuration, the engine, the electric motor, and the driving wheel are connected to the rotating element of the planetary gear device so that power can be transmitted, and the clutch or brake connected to the rotating element of the planetary gear device is controlled. The present invention is also applied to a configuration in which the electric differential unit 11 can be switched between a stepped transmission and a continuously variable transmission.

  In the first to third embodiments described above, the second electric motor MG2 is directly connected to the transmission member 18, but the connection position of the second electric motor MG2 is not limited thereto, and the engine 8 or the transmission member 18 It may be directly or indirectly connected to the power transmission path to the drive wheels 3 through a transmission, a planetary gear device, an engagement device, or the like.

  In the power distribution mechanism 16 of the first to third embodiments described above, the differential part carrier CA0 is connected to the engine 8, the differential part sun gear S0 is connected to the first electric motor MG1, and the differential part ring gear. Although R0 is connected to the transmission member 18, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor MG1, and the transmission member 18 are three elements of the differential planetary gear unit 17. It may be connected to any one of CA0, S0, and R0.

  In the first to third embodiments described above, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected via, for example, a gear, a belt, etc. There is also no need to be placed in.

  In the first to third embodiments described above, the first electric motor MG1 and the second electric motor MG2 are arranged concentrically with the input shaft 14, and the first electric motor MG1 is connected to the differential unit sun gear S0 to be the second electric motor. The MG2 is connected to the transmission member 18, but is not necessarily arranged as such. For example, the first electric motor MG1 is operatively connected to the differential unit sun gear S0 via a gear, a belt, a speed reducer, or the like. The second electric motor MG2 may be coupled to the transmission member 18.

  In the first to third embodiments described above, the power distribution mechanism 16 is composed of a pair of differential planetary gear devices 17, but is composed of two or more planetary gear devices and is non-differential. In the state (constant speed change state), it may function as a transmission having three or more stages.

  In the first to third embodiments described above, the second electric motor MG2 is connected to the transmission member 18 that constitutes a part of the power transmission path from the engine 8 to the drive wheels 3, but the second electric motor MG2 is used. Is coupled to the power transmission path, and can also be coupled to the power distribution mechanism 16 via an engagement element such as a clutch. The power distribution is performed by the second electric motor MG2 instead of the first electric motor MG1. The configuration of the driving device 10 that can control the differential state of the mechanism 16 may be used.

  Each of the plurality of embodiments described above can be implemented in combination with each other, for example, by providing a priority order.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

It is a skeleton figure explaining the composition of the hybrid vehicle drive device concerning a 1st embodiment. It is a figure which shows typically the structure of a toroidal type continuously variable transmission part, Comprising: It is sectional drawing seen from the direction orthogonal to the rotating shaft center of a disk. It is a figure which shows typically the structure of a toroidal type continuously variable transmission part, Comprising: It is sectional drawing seen from the direction in alignment with the rotating shaft center of a disk. It is the block diagram which showed notionally the shift control of a toroidal type continuously variable transmission part. FIG. 5 is a collinear diagram that represents the relative relationship of the rotational speeds of the rotary elements on a straight line in the hybrid vehicle drive device. It is a figure explaining the input-output signal of the electronic controller provided in the drive device for hybrid vehicles. It is a figure which shows an example of the shift operation apparatus provided with the shift lever for operating the drive device for hybrid vehicles. In the hybrid vehicle drive device according to the first embodiment, it is a functional block diagram for explaining the main part of the control function by the electronic control device. It is a figure showing the combustion efficiency optimal line of the engine in the hybrid vehicle drive device concerning a 1st embodiment. In the hybrid vehicle drive device according to the first embodiment, the vehicle is stored in advance as a basis for determining whether to switch the differential state of the differential unit, which is configured with the same two-dimensional coordinates using the vehicle speed and the accelerator opening as parameters. It is a figure which shows an example of a differential state switching diagram, and an example of the driving force source switching diagram memorize | stored beforehand which has the boundary line of the engine running area and motor running area for switching engine running and motor running. is there. FIG. 8 shows a continuously variable transmission ratio map showing a relationship between a vehicle speed used by the continuously variable transmission control unit in FIG. 8 to determine the transmission ratio as a basic transmission ratio of the continuously variable transmission and the transmission ratio of the continuously variable transmission. FIG. FIG. 9 is a diagram showing a preset relationship between a first motor rotation speed change value ΔN _MG1 and an electric path amount used by the differential control unit of FIG. 8 to correct the first motor rotation speed N _MG1 in a direction approaching zero. is there. In the first embodiment, the control operation for improving the transmission efficiency of the differential unit when the differential unit is in the differential state while the engine is running, that is, the control operation of the electronic control device of FIG. 6 will be described. It is a flowchart figure. It is a figure which shows the step which replaces SA4 of FIG. It is a figure which shows the relationship between the gear ratio of a continuously variable transmission part used in order for the continuously variable transmission control part to correct the gear ratio of a continuously variable transmission part, and transmission efficiency. FIG. 7 is a flowchart illustrating a control operation of the electronic control device of FIG. 6, that is, a control operation for improving multiplication efficiency when the differential unit is in a differential state while the engine is running. It is a figure which shows the step which replaces SB4 of FIG. It is a flowchart figure which shows the operation | movement procedure at the time of the speed change performed by a motive power source rotation limiting part. FIG. 7 is a timing chart showing changes in engine speed, torque of the second motor, rotation speed of the first motor, speed ratio of the continuously variable transmission, and accelerator opening during a speed change operation of the continuously variable transmission. In 2nd Embodiment, it is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In 2nd Embodiment, it is a figure showing the combustion efficiency optimal line of an engine, Comprising: It is a figure equivalent to FIG. 9 of 1st Embodiment. In the second embodiment, the continuously variable transmission control unit shown in FIG. 20 shows a relationship between the vehicle speed used for determining the transmission ratio as the basic transmission ratio of the continuously variable transmission unit and the transmission ratio of the continuously variable transmission unit. FIG. 12 is a partial gear ratio map corresponding to FIG. 11 of the first embodiment. In 2nd Embodiment, it is a collinear diagram which illustrated the relative relationship of the rotation speed of each rotation element when the combustion system of an engine is switched. In the second embodiment, the gear ratio of the continuously variable transmission unit is determined according to the combustion method of the engine when the essential part of the control operation of the electronic control unit of FIG. It is a flowchart figure explaining the control action to perform. It is a skeleton figure of 3rd Embodiment which replaced the continuously variable transmission part of the drive device for hybrid vehicles of FIG. 1 with the continuously variable transmission part of the structure different from it.

Explanation of symbols

8 Engine (Power source)
10. Drive device (vehicle drive device)
11 Differential part (Electric differential part)
14 Input shaft 16 Power distribution mechanism (differential mechanism)
18 Transmission member (differential mechanism output shaft)
20 continuously variable transmission unit 84 power source rotation limiting unit (power source rotation limiting means)
120 continuously variable transmission portions 23a, 23b input disks 24a, 24b output disks 26a, 26b, 26c, 26d power roller MG1 first motor MG2 second motor

Claims (6)

A control device for a vehicle drive device including a power source and a transmission unit,
A control device for a vehicle drive device, comprising: a power source rotation limiting means for delaying or stopping the rotation speed increase operation of the power source when the speed change speed of the speed change unit is equal to or higher than a predetermined speed. In the control device for a vehicle drive device according to claim 1,
An electric differential unit that includes a first motor, a second motor, and a differential mechanism, and that controls a differential state between an input shaft rotation speed and an output shaft rotation speed by controlling an operation state of the first motor. A control device for a vehicle drive device, wherein the control device is provided on the output side of the power source. In the control device for a vehicle drive device according to claim 1 or 2,
The control unit for a vehicle drive device, wherein the transmission unit is configured by a continuously variable transmission mechanism. In the control device for a vehicle drive device according to claim 3,
The transmission unit is constituted by a toroidal-type continuously variable transmission mechanism, and the predetermined speed of the transmission speed of the transmission unit is changed according to the pressing force of the disc against the power roller. Control device. In the control device for a vehicle drive device according to claim 2,
The control device for a vehicle drive device according to the invention, wherein the operation of increasing the rotational speed of the power source takes a reaction force with the second electric motor and increases the rotational speed of the power source with the first electric motor. In the control device for a vehicle drive device according to any one of claims 1 to 5,
The power source rotation limiting means is configured to start the rotation speed increasing operation when the speed increase speed of the power source decreases to less than the predetermined speed when delaying the rotation speed increasing operation of the power source. A control device for a vehicle drive device.

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