JP2009261178A - Controller for vehicular drive assembly - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a vehicular drive assembly having a speed changer unit making up part of a power transmission path from a driving source (engine) to a driving wheel and a motor that transmits a torque not through the speed changer unit but directly to a wheel, the controller capable of improving transition characteristics on stepping on or releasing an accelerator. <P>SOLUTION: When a speed change rate at a stepless speed changer unit is low in a driving mode, a third motor MG3 carries out torque assist (torque raising) to compensate a delay in the rise of output torque at the stepless speed changer unit. When a speed change rate at the stepless speed changer unit is low in a nondriving mode, the third motor MG3 carries out torque reduction to compensate a delay in generation of regenerative torque of output torque from the speed changer unit. In this manner, the transition characteristics of a vehicle is improved. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a drive device mounted on a vehicle. More specifically, a vehicular drive apparatus including a speed change portion that forms part of a power transmission path between a drive source (engine) and drive wheels, and an electric motor that generates torque (assist torque or regenerative torque). The present invention relates to a control device.

  In recent years, from the viewpoint of environmental protection, it has been desired to reduce exhaust gas emissions from engines mounted on vehicles and to improve fuel consumption (fuel consumption). Hybrid vehicles equipped with a hybrid system are the vehicles that satisfy these requirements. Vehicles are in practical use.

  The hybrid vehicle includes a driving source such as a gasoline engine or a diesel engine, and an electric motor (for example, a motor generator or a motor) that is driven by electric power generated or stored by the output of the engine, and either or both of the engine and the electric motor are provided. It is used as a driving source.

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

  As a driving device for a hybrid vehicle, for example, a first electric motor coupled to a rotating element of a differential unit, and an engine output input to an input shaft of the differential unit are distributed to the first electric motor and an output shaft (transmission shaft) ( Alternatively, a power distribution mechanism that combines the output of the engine and the output of the first electric motor and outputs it to the transmission shaft), an electric differential unit configured by a second electric motor connected to the output shaft, and the like It is possible to charge the generated power from the first and second electric motors and supply the electric power to the first and second electric motors, the transmission unit that constitutes a part of the power transmission path between the type differential unit and the drive wheels A drive device provided with a power storage device (for example, a battery) is known (see, for example, Patent Documents 1 and 2). In such a vehicle drive device, the electric differential unit operates as a continuously variable transmission mechanism (electric continuously variable transmission unit) by controlling the operating states of the first motor and the second motor.

In this type of vehicle drive device, a continuously variable transmission unit such as a belt-type CVT (CVT: Continuously Variable Transmission) is applied as a transmission unit disposed in a power transmission path on the rear stage side of the electric differential unit. (For example, refer to Patent Document 3). It is also possible to apply toroidal CVT to the second transmission unit (application of toroidal CVT has not been disclosed).
JP 2005-264762 A JP 2006-273305 A Japanese Patent Application Laid-Open No. 11-217025 JP 2006-240608 A JP 2002-89687 A

  By the way, for example, the above-described vehicle drive device, that is, a drive source (engine) and a speed change portion (continuously variable speed change portion) constituting a part of a power transmission path between the drive source and the drive wheels are provided. In the drive device, when the speed change portion is constituted by, for example, a toroidal CVT, if the speed change speed of the speed change portion is too high, the discs respectively arranged on the input / output side and the power transmission between them are arranged. The friction coefficient between the power roller and the power roller may suddenly decrease. In such a situation, the slip amount between the disk and the power roller increases and the durability decreases. there is a possibility. And, for such reasons, when the shift speed of the speed change unit is limited including the case where the belt type CVT is configured, the transient characteristics of the vehicle change when the accelerator is depressed or the accelerator is off, Drivability may be adversely affected. Such a problem is an unknown matter.

  The present invention has been made in view of such circumstances, and a transmission unit that constitutes a part of a power transmission path from a drive source (engine) to a drive wheel, and torque is transmitted to the wheel without using the transmission unit. An object of the present invention is to realize a control capable of improving the transient characteristics of a vehicle in a control device for a vehicle drive device including an electric motor for transmission.

  The present invention provides a control device for a vehicle drive device including a speed change portion that constitutes a part of a power transmission path between a drive source and drive wheels, and an electric motor according to the speed change speed of the speed change portion. It is characterized by controlling the torque of the electric motor.

  As a result, it is possible to compensate for the rise delay of the output torque (output torque) of the transmission unit and the generation delay of the regenerative torque when the transmission speed of the transmission unit is slow, and the transient characteristics of the vehicle are improved.

  In the present invention, preferably, the torque of the electric motor is controlled when the speed change speed of the speed change portion is less than a predetermined value.

  Preferably, the electric motor may be connected to an output system of the transmission unit, or the electric motor may be connected to a wheel different from the drive wheel of the output unit of the transmission unit.

  Preferably, the assist torque of the electric motor is controlled in the driving state, and the regenerative torque of the electric motor is controlled in the non-driving state. Specifically, for example, when the shift portion is in a driving state when the shift speed is low (when the shift speed is less than a predetermined value), torque assist is performed by an electric motor that transmits torque to the wheels without passing through the shift portion. By performing (torque rising), it is possible to compensate for the rising delay of the output torque (output torque) of the transmission unit. Further, when the speed change speed of the speed change portion is low and the motor is in the non-driven state, the generation delay of the regenerative torque of the output torque of the speed change portion can be compensated by performing torque reduction with the electric motor. In this way, by controlling the torque of the electric motor in accordance with the shift speed of the transmission unit, the transient characteristics of the vehicle are improved and the drivability is improved.

  Preferably, when the speed of the speed change portion is low, the torque of the motor is increased or decreased more quickly than when the speed is high. By adopting such a configuration, it is possible to effectively compensate for the delay in the rise of the output torque of the transmission unit when the transmission speed of the transmission unit is slow or the generation delay of the regenerative torque of the output torque of the transmission unit. .

  In the present invention, a specific configuration of the transmission unit may be a continuously variable transmission. Preferably, a toroidal continuously variable transmission (hereinafter also referred to as toroidal CVT) can be used as the transmission.

  When the transmission unit is a toroidal CVT, a predetermined value (determination value for determining whether the transmission speed is slow) set for the transmission speed of the transmission unit is based on the pressing force of the power roller of the toroidal CVT. Set to variable. By adopting such a configuration, it is possible to improve the transient characteristics when the accelerator is stepped on or when the accelerator is off, while reliably preventing deterioration in the durability of the transmission unit.

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

-Vehicle drive system-
FIG. 1 is a skeleton diagram showing an example of a drive device to which the control device of the present invention is applied.

  The drive device 1 of this example is used for an FR (front engine / rear drive) type hybrid vehicle, and is an engine (for example, a gasoline engine) 10 as a driving power source for traveling, and an electric difference described later. The moving part 20 and the continuously variable transmission part 30 are provided.

  The drive device 1 is connected directly to an input shaft 11 disposed on a common axis in a transmission case 1A (hereinafter also referred to as a case 1A) as a non-rotating member attached to the vehicle body, and the input shaft 11 Or, it is connected to an electric differential unit 20 indirectly connected via a pulsation absorbing damper (vibration damping device) (not shown) and the like, and a transmission shaft 23 which is an output rotating member of the electric differential unit 20, and is electrically A mechanical continuously variable transmission 30 that forms part of a power transmission path between the differential unit 20 and the output shaft 32 (drive wheel 3), and an output shaft connected to the output side of the continuously variable transmission 30 32 (see FIG. 8), and the motive power from the engine 10 is supplied via an electric differential section 20, a continuously variable transmission section 30, and a differential device (final reduction gear) 2 as shown in FIG. To transmit to the left and right drive wheels 3 Going on.

−Electric differential section−
The electric differential unit 20 is a mechanical mechanism that mechanically distributes / synthesizes the output of the engine 10 input to the first electric motor MG1 and the input shaft 11, and outputs the output of the engine 10 to the first electric motor MG1 and A power distribution mechanism 21 that distributes the power to the transmission shaft 23 or combines the output of the engine 10 and the output of the first electric motor MG1 to output the power to the transmission shaft 23, and is provided to rotate integrally with the transmission shaft 23. And a second electric motor MG2. The first electric motor MG1 and the second electric motor MG2 in this example are motor generators that function as an electric motor (drive source) and also as a generator.

  The power distribution mechanism 21 includes a single pinion type planetary gear device 22 having a predetermined gear ratio ρ0 (for example, “0.436”), a switching clutch C0, and a switching brake B0. The planetary gear device 22 includes a sun gear S0, a planetary gear P0, a carrier CA0 that supports the planetary gear P0 so that it can rotate and revolve, and a ring gear R0 that meshes with the sun gear S0 via the planetary gear P0. When the number of teeth of the sun gear S0 is ZS0 and the number of teeth of the ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

  In this power distribution mechanism 21, the carrier CA 0 is connected to the input shaft 11, that is, the engine 10, the sun gear S 0 is connected to the first electric motor MG 1, and the ring gear R 0 is connected to the transmission shaft 23.

  The switching brake B0 is provided between the sun gear S0 and the transmission case 1A, and the switching clutch C0 is provided between the sun gear S0 and the carrier CA0. When the switching clutch C0 and the switching brake B0 are released, the sun gear S0, the carrier CA0, and the sun gear S0 are in a differential state in which the differential action is performed so that the sun gear S0, the carrier CA0, and the sun gear S0 can rotate relative to each other. The power storage device (for example, battery) 5 is charged with the electric energy generated from the first electric motor MG1 by a part of the output of the distributed engine 10 while being distributed to the transmission shaft 23. Further, since the second electric motor MG2 is rotationally driven by the generated electric energy, for example, a continuously variable transmission state is set, and the rotation of the transmission shaft 23 is continuously changed regardless of the predetermined rotation of the engine 10. In other words, the electrical differential unit 20 is in a differential state where the gear ratio γ0 (the rotational speed of the input shaft 11 / the rotational speed of the transmission shaft 23) is electrically changed from the minimum value γ0min to the maximum value γ0max, for example, the gear ratio γ0. Functions as an electric continuously variable transmission that continuously changes from the minimum value γ0min to the maximum value γ0max0.

  On the other hand, when the switching clutch C0 is engaged and the sun gear S0 and the carrier CA0 are integrally engaged during traveling of the vehicle by the output of the engine 10, the three elements constituting the planetary gear device 22, that is, the sun gear S0 and the carrier Since CA0 and the ring gear R0 are in a non-differential state in which they rotate together, the rotational speed Ne of the engine 10 and the rotational speed of the transmission shaft 23 coincide with each other, so the electric differential unit 20 has a gear ratio γ0 of “1”. It becomes a constant speed change state (stepped speed change state) that functions as a transmission fixed to.

  Further, when the switching brake B0 is engaged instead of the switching clutch C0, the sun gear S0 enters the non-rotating state (non-differential state), and the ring gear R0 is rotated at a higher speed than the carrier CA0. The unit 20 is in a constant transmission state (stepped transmission) that functions as a speed increasing transmission in which the speed ratio γ0 is fixed to a value smaller than “1”, for example, “0.696”.

  As described above, in this example, the switching clutch C0 and the switching brake B0 have the continuously variable transmission state in which the electric differential unit 20 operates as an electric continuously variable transmission whose gear ratio can be continuously changed; Selectively switch to a locked state that locks the gear ratio change without operating as a continuously variable transmission, that is, a constant gear state that can operate as a single-stage or multiple-stage transmission with one or two speed ratios. Functions as a differential state switching device.

  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 20 A power transmission cut-off state that cuts off power transmission in the transmission path is established. On the other hand, when the first electric motor MG1 generates a reaction force or when either the switching clutch C0 or the switching brake B0 is engaged, the power transmission in the power transmission path in the electric differential unit 20 is performed. The power transmission is enabled. And when the electric differential part 20 is made into a power transmission interruption | blocking state or a power transmission possible state, the whole drive device 1 will be in a power transmission interruption | blocking state or a power transmission possible state. However, in this example, since the power transmission path between the second electric motor MG2 and the drive wheels 3 is not interrupted, the second electric motor MG2 is free to rotate in order to place the entire drive device 1 in the power transmission interrupted state. State.

  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-
The continuously variable transmission unit 30 continuously changes the gear ratio γ _CVT (γ _CVT = rotational speed N ₂₃ of the input shaft (transmission shaft 23) / rotational speed Nout of the output shaft 32) by a mechanical action. It is a toroidal CVT that functions as a continuously variable automatic transmission that can be changed. In this example, a case where a double cavity type half-toroidal CVT is applied to the continuously variable transmission unit 30 will be described. However, a full toroidal CVT can also be applied to the continuously variable transmission unit 30.

  The continuously variable transmission 30 includes two input disks 33a and 33b (hereinafter referred to as “input disks 33” unless otherwise specified) opposed to each other on the rotation shaft of the transmission shaft 23, and these two input disks 33a and 33b. The two output disks 34a and 34b are provided coaxially opposite to each of the input disks 33a and 33b between the output disks 33a and 33b and connected to the output shaft 32 via the output gear 37 and the counter shaft 35. (Hereinafter referred to as “output disk 34” unless otherwise specified).

  In addition, the continuously variable transmission unit 30 of this example includes a total of four power rollers 36a, 2 each between the respective input disks 33a and 33b and the output disks 34a and 34b, which are opposed to each other, with the rotational axis as a symmetry axis. 36b, 36c, and 36d (hereinafter referred to as “power roller 36” unless otherwise specified).

  The input disk 33 and the output disk 34 facing each other are pressed in a direction in which they approach each other, and their facing surfaces generate contact with the outer peripheral surfaces of the two power rollers 36 provided therebetween, and are in contact with each other. The contact surface of the input disk 33 and the output disk 34 with the opposing power roller 36 has a substantially arc-shaped cross section so that the rotation shaft of the power roller 36 can swing while maintaining the contact.

  In the continuously variable transmission 30 configured as described above, a set of input disks 33a, power rollers 36a and 36b and an output disk 34a that form a first power transmission path, and a second power transmission path. The set of input disk 33b, power rollers 36c and 36d, and output disk 34b to be formed are provided in series on the rotating shaft of the transmission shaft 23 as a mechanical arrangement, and provided in parallel as a power transmission path. ing. The drive torque input from the transmission shaft 23 is transmitted in the order of the input disk 33, the power roller 36, and the output disk 34 through two parallel power transmission paths in the continuously variable transmission 30, and is transmitted to the output disk 34. It is transmitted to the drive wheel 3 (see FIG. 8) via the output shaft 32 connected via the counter shaft 35.

In the continuously variable transmission unit 30, the input disk 33 and the output disk 34 are simultaneously changed in rotation (tilt) angles of the four power rollers 36a to 36d that are in frictional contact with the outer peripheral surface of the input disk 33 and the output disk 34, respectively. The ratio of the radius (effective diameter) of the contact point with the power roller 36 in 33 and the radius (effective diameter) of the contact point with the power roller 36 in the output disk 34 changes, and the gear ratio γ _{CVT of the} continuously variable transmission 30 is changed. 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 continuously variable transmission unit 30. FIG. As described above, in the continuously variable transmission unit 30, the two pairs of the input disk 33 and the output disk 34 with the toroidal surfaces facing each other are disposed on the same axis, and the output gear 37 is disposed between the output disks 34a and 34b. Has been. The output gear 37 transmits power to the counter shaft 35.

  The transmission shaft 23 passes through the center of each of the disks 33 and 34 and the output gear 37, and each of the input disks 33a and 33b rotates integrally with the transmission shaft 23 and can move in the axial direction. It is attached as follows. On the other hand, the output disks 34a and 34b and the output gear 37 are fitted so as to be rotatable relative to the transmission shaft 23, and the output disks 34a and 34b and the output gear 37 rotate together. To be connected.

  A lock nut 40 is attached to one end of the transmission shaft 23 (the left end in FIG. 2) to prevent the input disk 33a 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 33 and the output disk 34 toward each other, and the cylinder 42 is fixed to the transmission shaft 23. 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 33b. Accordingly, by supplying hydraulic pressure between the cylinder 42 and the piston 43, the piston 43 presses one input disk 33b toward the input disk 33a 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 to an axial thrust instead of the hydraulic cylinder 41.

  The power roller 36 sandwiched between each pair of the input disk 33 and the output disk 34 is a substantially disc-shaped transmission member that mediates transmission of torque between the input disk 33 and the output disk 34. Thus, the discs 33 and 34 are arranged at equal intervals in the circumferential direction between the input disc 33 and the output disc 34. Each power roller 36 is held by a trunnion 45 so as to rotate as the disks 33 and 34 rotate and to tilt (tilt) between the disks 33 and 34.

  Each trunnion 45 is for holding the power roller 36 so as to rotate and tilt freely. Trunnion shafts 47 and 47 are integrally formed on both upper and lower sides of a holding portion 46 having a flat surface facing the center. ing. The upper trunnion shaft 47 in FIG. 3 is fitted to the upper yoke 48 via a bearing (not shown), and the lower trunnion shaft 47 in FIG. 3 is connected to the lower yoke 49 via a bearing (not shown). Is fitted. 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, and the central axis of the trunnion shaft 47 serves as a tilting axis.

  Each power roller 36 is rotatably held by a pivot shaft 50 attached to the holding portion 46 in each trunnion 45, and a thrust bearing 51 is provided between each power roller 36 and each trunnion 45.

  A hydraulic cylinder 52 is connected to the trunnion shaft 47 below each trunnion 45 (the lower side in FIG. 3) as an actuator that performs a linear longitudinal operation. Specifically, the trunnion shaft 47 is connected to a piston 52 a of a hydraulic cylinder 52 provided corresponding to each power roller 36. These hydraulic cylinders 52 are configured to move one power roller 36 upward in FIG. 3 and simultaneously move the other power roller 36 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 actuator connected to the trunnion shaft 47 may be an electric cylinder that outputs torque by changing it to a thrust, in addition to a fluid pressure cylinder.

  The mechanism for shifting the power roller 36 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 FIG. 3 includes a solenoid valve (control valve) 53 that is duty-controlled. This type of control valve is provided with two control valves, a valve for controlling supply / discharge of hydraulic pressure to the high oil chambers 52H, 52H and a 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.

  3 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, an input port 53c to which line pressure is input, It has 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 arranged on the opposite side to switch the communication state of each port. When the input port 53c and the drain ports 53d and 53e are closed with respect to both the high side port 53a and the low side port 53b, the spool 56 communicates with the high side port 53a. At the same time, the up-shift state in which the low-side port 53b is connected to the drain port 53e, and the down-shift state in which the low-side port 53b is connected to the input port 53c and the high-side port 53a is connected to the drain port 53d. It is configured to switch to the shift state.

  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 36 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 displacement amount is a movement amount (hereinafter also referred to as an offset amount) in the tilt axis direction from a neutral position where no side slip force or tilt force acts on the power roller 36.

  Further, a tilt angle sensor 62 is provided on any trunnion shaft 47. In the example shown in FIG. 3, the tilt angle sensor 62 is attached to another trunnion shaft 47 that is 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 33 and the output disk 34 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.

  Furthermore, an input shaft rotation speed sensor 63 that detects the rotation speed of any one of the input disks 33 and outputs an electrical signal, and detects the rotation speed of any one of the output disks 34 and outputs an electrical signal. An output shaft rotational speed sensor 64 is provided. Therefore, based on the respective rotational speeds detected by the input shaft rotational speed sensor 63 and the output shaft rotational speed sensor 64, the actual gear ratio (input shaft rotational speed / output shaft rotational speed) of the continuously variable transmission unit 30 is determined. Can be sought.

  The stroke sensor 61, the tilt angle sensor 62, and the input shaft rotational speed sensors 63 and 64 are connected to an ECU (Electronic Control Unit) 100.

  Next, torque transmission and speed change by the continuously variable transmission 30 having the above structure will be described.

  First, when torque is input from the transmission shaft 23 to the input disks 33a and 33b, the torque is transmitted to the power rollers 36a to 36d that are in contact with the input disks 33a and 33b via traction oil, and the power rollers Torque is transmitted from 36a to 36d to the output disks 34a and 34b via traction oil. In that case, since the traction oil is subjected to a glass transition by being pressurized and torque is transmitted by the accompanying large shearing force, each disk 33, 34 seems to generate a pressure corresponding to the input torque with the power roller 36. Pressed.

  Further, the peripheral speed of the power roller 36 is substantially the same as the peripheral speed of the torque transmission point of each disk 33, 34 (the point where the power roller 36 is in contact via traction oil). 36 is tilted and each of the disks 33 and 34 depends on the radius from the rotation center axis of the torque transmission point to the input disk 33 and the radius from the rotation center of the torque transmission point to the output disk 34. , And the ratio of the rotation speeds becomes the transmission ratio of the continuously variable transmission unit 30.

  The tilting of the power roller 36 that sets the gear ratio in this way is caused by moving the power roller 36 in the vertical direction in FIG. For example, when the solenoid valve 53 is controlled to supply line pressure to the high oil chambers 52H and 52H of the hydraulic cylinders 52 and 52, the left power roller 36a in FIG. 3 moves downward and the right power roller 36b Move up. As a result, a force (side slip force) that tilts the power rollers 36a and 36b is generated between the power rollers 36a and 36b and the disks 33a and 34a, and the power rollers 36a and 36b tilt.

  The amount of displacement of the power rollers 36a and 36b is controlled based on the deviation between the actual tilt angle and the target tilt angle. Accordingly, when the power rollers 36a and 36b gradually tilt to coincide with the target tilt angle, the power rollers 36a and 36b are returned to the neutral position, and the tilting is stopped. As a result, a target gear ratio is set.

  The ECU 100 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, and sends a command signal to the electromagnetic valve 53 so as to achieve the tilt angle. Output. The target tilt angle can be achieved by causing the power roller 36 to stroke with the trunnion 45. Therefore, the stroke amount of the power roller 36 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 basic shift control will be described with reference to the block diagram of FIG.

In FIG. 4, first, the 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 that conventionally performed in the shift control in the toroidal CVT. For example, the required driving force is calculated based on the required driving amount represented by the accelerator opening degree Acc and the like and the vehicle speed V, and the target output is obtained from the required driving force and the vehicle speed, and the target output is obtained with the minimum fuel consumption. The rotational speed of the engine 10 to be achieved is obtained, and the target gear ratio and the target tilt angle φ ₀ are obtained so that the engine 10 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 36 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 36 is displaced, and the power roller 36 is tilted accordingly, whereby the continuously variable transmission 30 is shifted. The speed of the continuously variable transmission unit (toroidal CVT) 30 can be increased or decreased by controlling the solenoid valve 53 (controlling the hydraulic pressure).

-Speed change operation-
In the drive device 1 configured as described above, the power distribution mechanism 21 includes the switching clutch C0 and the switching brake B0, and when one of the switching clutch C0 and the switching brake B0 is engaged, an electrical difference is achieved. In addition to the above-mentioned continuously variable transmission state that operates as a continuously variable transmission, the moving unit 20 can constitute a constant transmission state that operates as a transmission having a constant gear ratio γ0.

  Therefore, in the drive device 1 of this example, when either one of the switching clutch C0 and the switching brake B0 is engaged, the electric differential unit 20 and the continuously variable transmission unit 30 that are set to the constant transmission state are mechanically connected. A continuously variable transmission state operating as a continuous variable transmission is configured. When neither the switching clutch C0 nor the switching brake B0 is engaged, an electrical and mechanical continuously variable transmission is realized by the electric differential unit 20 and the continuously variable transmission 30 that operate as a continuously variable transmission. The continuously variable transmission state that operates as follows is configured. Note that, when the neutral “N” state in which the power transmission path in the drive device 1 is cut off is established, for example, both 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 released. It is in a free rotation state.

In the drive device 1, when both the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 21 functions as an electric continuously variable transmission and is arranged in series with the electric differential unit 20. The continuously variable transmission unit 30 functions as a mechanical continuously variable transmission, and the drive device 1 as a whole is the product of the transmission ratio γ0 of the electric differential unit 20 and the transmission ratio γ _CVT of the continuously variable transmission unit 30. The total transmission ratio (total transmission ratio) γT (= the rotational speed Nin of the input shaft 11 / the rotational speed Nout of the output shaft 32) is obtained steplessly.

  FIG. 5 shows a linear relationship between the rotational speeds (rotational speeds) of the rotating elements of the electric differential unit 20 in the driving device 1 including the electric differential unit 20 and the continuously variable transmission unit 30. FIG. 2 shows a nomograph (collinear chart in a specific power transmission state) that can be performed. The collinear diagram of FIG. 5 is a two-dimensional coordinate having a horizontal axis indicating each rotating element and a vertical axis indicating the relative rotational speed (rotational speed), and the lower horizontal line X1 of the two horizontal lines. Indicates the rotational speed “0”, and the upper horizontal line X2 indicates the rotational speed “1”, that is, the rotational speed Ne of the engine 10 connected to the input shaft 11.

  The three vertical lines Y1, Y2, Y3 corresponding to the respective rotating elements of the driving device 1 are the sun gear S0 (vertical line Y1), the first corresponding to the second rotating element (second element) RE2 in order from the left side. A carrier CA0 (vertical line Y2) corresponding to the rotating element (first element) RE1 and a ring gear R0 (vertical line Y3) corresponding to the third rotating element (third element) RE3 are shown. In the relationship between the vertical axes of the nomograph, if the distance between the sun gear S0 and the carrier CA0 is a distance corresponding to “1” in the planetary gear device 22, the gear ratio of the planetary gear device 22 is between the carrier CA0 and the ring gear R0. The interval corresponds to ρ. That is, in the electric differential section 20, 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 1 of this example includes the first rotating element RE1 (carrier CA0) of the planetary gear device 22 in the power distribution mechanism 21 (electrical differential unit 20). Is coupled to the input shaft 11, that is, the engine 10, and is selectively coupled to the second rotating element (sun gear S0) RE2 via the switching clutch C0. In addition, the second rotating element RE2 is coupled to the first electric motor MG1 and is selectively coupled to the case 1A via the switching brake B0. Further, the third rotating element (ring gear R0) RE3, which is the remaining rotating element, is connected to the transmission shaft 23 and the second electric motor MG2, and the rotation of the input shaft 11 is transmitted to the continuously variable transmission 30 via the transmission shaft 23 ( Input). At this time, the relationship between the rotational speed of the sun gear S0 and the rotational speed of the ring gear R0 is indicated by a straight line L0 passing through the intersection of Y2 and X2.

  For example, when the electric differential unit 20 is switched to the continuously variable transmission state (differential state) by releasing the switching clutch C0 and the switching brake B0, the reaction force (the number of rotations) generated by the first motor MG1 is generated. When the rotation of the sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 rises or falls and the rotation speed of the ring gear R0 is substantially constant, the control is performed at the intersection of the straight line L0 and the vertical line Y2. The number of rotations of the carrier CA0 shown increases or decreases.

  Further, when the sun gear S0 and the carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 21 is in a non-differential state in which the sun gear S0, the carrier CA0, and the ring gear R0 rotate together, so the straight line L0 is The transmission shaft 23 rotates at the same rotational speed as the engine 10 in line with the horizontal line X2. On the other hand, when the rotation of the sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 21 is in a non-differential state that functions as a speed increasing mechanism, so the straight line L0 becomes the state shown in FIG. The rotation speed of the ring gear R0, that is, the transmission shaft 23 indicated by the intersection of L0 and the vertical line Y3 is input to the continuously variable transmission 30 in a state where the rotation speed is higher than the engine rotation speed Ne.

In the continuously variable transmission unit 30, the gear ratio γ _CVT continuously changes and power is transmitted toward the output shaft 32.

  Here, in this example, the third electric motor MG3 is connected to the output shaft 32 connected to the output side of the continuously variable transmission unit 30. The third electric motor MG3 is a motor generator that functions as an electric motor (driving source) and also functions as a generator. When the speed of the continuously variable transmission unit 30 is low in a driving state (accelerator on state), as will be described later. When it is less than the predetermined value, the third electric motor MG3 is operated to output a transient assist torque to the output shaft 32. Further, when the speed of the continuously variable transmission 30 is low in the non-driven state (accelerator off state), the third electric motor MG3 is subjected to transient regenerative torque control. Even when not in a transient state, the third electric motor MG3 may be operated according to the magnitude of the required amount of drive torque to output assist torque to the output shaft 32.

  The third electric motor MG3 and the first electric motor MG1 and the second electric motor MG2 described above are connected to the power storage device 5 via the inverter 4, as shown in FIG. The inverter 4 is controlled by the ECU 100, and regeneration or power running (assist) of the first electric motor MG1, the second electric motor MG2, and the third electric motor MG3 is set by the control of the inverter 4. The regenerative power at that time is charged into the power storage device 5 via the inverter 4. In addition, driving power of the first electric motor MG1, the second electric motor MG2, and the third electric motor MG3 is supplied from the power storage device 5 through the inverter 4, for example.

-ECU-
The ECU 100 includes a CPU, a ROM, a RAM, a backup RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using the temporary storage function of the RAM, thereby Each drive control of the 1st electric motor MG1 of the differential part 20, the 2nd electric motor MG2, and the 3rd electric motor MG3, and drive controls, such as the shift control of the continuously variable transmission part 30, are performed.

The ECU 100 receives various signals from the sensors and switches shown in FIG. 6, for example, signals from the above-described stroke sensor and tilt angle sensor, and input of the continuously variable transmission unit 30 detected by the input shaft rotation speed sensor. A signal representing the shaft speed, a signal representing the output shaft speed (vehicle speed V) of the output shaft 32 detected by the output shaft speed sensor, a signal representing the cooling water temperature of the engine 10 detected by the water temperature sensor, and a shift signal representing the shift position detected by the position sensor, a signal indicative of the rotational speed N _MG1 of the first electric motor MG1, a signal indicative of the rotational speed N _MG2 of the second electric motor MG2, represents the rotational speed N _MG3 third motor MG3 Signal, a signal representing the engine speed Ne which is the rotational speed of the output shaft (crankshaft) of the engine 10 detected by the engine speed sensor, M mode (manual transmission travel mode) A signal indicating the operation of the air conditioner, a signal indicating the temperature of the ATF (hydraulic oil) of the electric differential unit 20 and the continuously variable transmission unit 30 detected by the oil temperature sensor, and a side brake operation A signal, a signal indicating a foot brake operation, an accelerator opening signal indicating an accelerator opening Acc detected by an accelerator opening sensor (an operation amount of an accelerator pedal corresponding to a driver's output request amount), a throttle opening sensor A signal indicating the opening of the throttle valve detected in this manner, a signal indicating the air-fuel ratio of the engine 10 detected by the A / F sensor, a snow mode setting signal indicating the snow mode setting, and a vehicle detected by the vehicle acceleration sensor Acceleration signal indicating longitudinal acceleration, auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight detected by vehicle weight sensor, each vehicle Such as wheel speed signal indicating wheel speed is supplied.

  Further, the ECU 100 sends a control signal to the engine output control device 201 (see FIG. 8) for controlling the engine output, for example, an opening degree (throttle opening degree) of the electronic throttle valve 13 provided in the intake pipe 12 of the engine 10. A drive signal for driving the throttle actuator 14 to be operated; a fuel supply amount signal for controlling the fuel supply amount into each cylinder of the engine 10 by the fuel injection device 15; an ignition signal for instructing the ignition timing of the engine 10 by the ignition device 16; In addition, a supercharging pressure adjustment signal for adjusting the supercharging pressure is output.

  Further, from the ECU 100, an air conditioner driving signal for operating the electric air conditioner, a command signal for instructing each operation of the first electric motor MG1, the second electric motor MG2, and the third electric motor MG3, and a shift position for operating the shift indicator ( Operation position) Display signal, Snow mode display signal for displaying that it is in the snow mode, ABS operation signal for operating the ABS actuator to prevent the wheel from slipping during braking, and that the M mode is selected An M mode display signal to be displayed is output.

  The ECU 100 also receives a valve command signal for operating an electromagnetic solenoid valve included in the hydraulic control circuit 202 (see FIG. 8) to control the hydraulic actuators of the electric differential unit 20 and the continuously variable transmission unit 30, and the electromagnetic A valve command signal for operating a line pressure control solenoid valve for adjusting the line pressure supplied to the solenoid valve, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 202, and driving an electric heater A signal for driving, a signal to a cruise control computer, etc. are output.

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

  The shift operation device 7 of this example includes a shift lever 71 that is disposed, for example, near the driver's seat and is operated to select a plurality of types of shift positions.

  The shift lever 71 is in a neutral state (neutral state) in which the power transmission path in the drive device 1 is interrupted, a parking position “P (parking)” for locking the output shaft 32, and a reverse drive for reverse travel Traveling position “R (reverse)”, neutral position “N (neutral)” in which the power transmission path in the driving device 1 is interrupted, neutral forward traveling position “D (drive)”, or forward manual It is provided so that it can be manually operated to any position of the shift running position “M (manual)”.

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

  The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position in the longitudinal direction of the vehicle, for example, and the shift lever 71 is operated to the “M” position. Any one of the shift ranges (for example, five shift ranges including the “D” range) is changed according to the operation of the shift lever 71. Specifically, at the “M” position, an upshift position “+” and a downshift position “−” are provided in the front-rear direction of the vehicle, and the shift lever 71 has their upshift position “+”. Alternatively, when the downshift position “−” is operated, one of the five shift ranges including the “D” range is switched.

  The shift lever 71 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. Further, the shift operation device 7 is provided with a shift position sensor (see FIG. 6) for detecting each shift position of the shift lever 71. The shift position of the shift lever 71, the number of operations at the “M” position, and the like. Is output to the ECU 100.

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

  The ECU 100 includes a hybrid control unit 101, a switching control unit 102, a continuously variable transmission control unit 103, and the like.

  The hybrid control unit 101 operates the engine 10 in a highly efficient operating range in the differential state of the electric differential unit 20, while distributing the driving force between the engine 10 and the second electric motor MG2 and the first electric motor MG1. The transmission ratio γ0 of the electric differential unit 20 as an electric continuously variable transmission is controlled by changing the reaction force generated by power generation so as to be optimal. For example, at the current traveling vehicle speed, 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. Calculate the required total target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second motor MG2, etc. so that the total target output can be obtained, and obtain the target engine output The engine 10 is controlled so that the engine speed Ne and the engine torque Te are set, and the power generation amount of the first electric motor MG1 is controlled.

The hybrid control unit 101 executes control in consideration of the gear ratio γ _CVT of the continuously variable transmission unit 30 for improving power performance and fuel consumption. In such hybrid control, the engine speed Ne for operating the engine 10 in an efficient operating range is matched with the speed of the transmission shaft 23 determined by the vehicle speed V and the speed ratio γ _CVT of the continuously variable transmission 30. In addition, the power distribution mechanism 21 is caused to function as an electric continuously variable transmission.

That is, the hybrid control unit 101 performs, for example, continuously variable speed travel in a two-dimensional coordinate system using the engine speed Ne and the output torque (engine torque) Te of the engine 10 as parameters as shown in the fuel consumption map of FIG. In addition, control is performed to achieve both driving performance and fuel efficiency. Specifically, the engine speed Ne and the engine torque Te are used as parameters, and the combustion efficiency optimum line L _EF (optimum fuel consumption rate curve), which is an operation curve of the engine 10 determined experimentally in advance for improving the fuel consumption of the engine 10. L _EF , fuel efficiency map) is used to determine the target value of the overall gear ratio γT of the drive device 1 so that the engine 10 operates along the combustion efficiency optimum line L _EF , and electric so that the target value can be obtained. The transmission gear ratio γ0 of the expression differential unit 20 is controlled.

  At this time, the hybrid control unit 101 supplies the electric energy generated by the first electric motor MG1 to the power storage device 5 and the second electric motor MG2 through the inverter 4, so that the main part of the power of the engine 10 is mechanically the transmission shaft 23. However, a part of the motive power of the engine 10 is consumed for power generation of the first electric motor MG1 and converted into electric energy. This electric energy is supplied to the second electric motor MG2 through the inverter 4, whereby the second electric motor MG2 is driven and the power from the second electric motor MG2 is transmitted to the transmission shaft 23. An electric path from conversion of part of the power of the engine 10 to electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor MG2 Composed. 9 is stored in advance in the hybrid control unit 101 of the ECU 100, for example.

  The hybrid control unit 101 includes an engine control unit 111. The engine control unit 111 controls the opening and closing of the electronic throttle valve 13 by the throttle actuator 14, controls the fuel supply amount into each cylinder of the engine 10 by the fuel injection device 15, and controls the ignition timing of the engine 10 by the ignition device 16. A control signal for executing the above is output to the engine output control device 201.

  Then, the hybrid control unit 101, for example, from the following driving force source switching diagram (FIG. 10), based on the vehicle state indicated by the vehicle speed V and the accelerator opening Acc, It is determined whether it is a region, and motor running or engine running is executed. Thus, as is apparent from FIG. 10, the motor running by the hybrid control unit 101 is generally performed at a relatively low accelerator opening degree Acc (low engine torque), which is generally considered to have poor engine efficiency compared to the high torque range. At Te) or at a relatively low vehicle speed of the vehicle speed V (low load range).

  The power source switching diagram of FIG. 10 is a two-dimensional map for determining the motor travel region and the engine travel region using the vehicle speed V and the accelerator opening Acc as parameters, and is stored in advance in the hybrid control unit 101, for example. ing. In the power source switching diagram of FIG. 10, a solid line A indicates engine traveling that starts / runs the vehicle (hereinafter referred to as “running”) using the engine 10 as a driving power source for traveling, and the second electric motor MG2 for traveling. This is a boundary line for switching between motor driving for driving the vehicle as a driving force source, that is, a boundary line between the engine driving region and the motor driving region.

  The hybrid control unit 101 controls the first electric motor MG1 with negative rotation (for example, idling) in order to suppress dragging of the stopped engine 10 and improve fuel efficiency during the motor running described above, The engine speed Ne is maintained at “0” or substantially “0” by the differential action of the electric differential section 20.

  The engine control unit 111 of the hybrid control unit 101 starts or stops the engine 10 when the switching between the motor traveling and the engine traveling is determined from the driving force source switching diagram of FIG. 10 based on the vehicle state, for example. .

For example, as shown by [Point a → Point b] of the solid line B in FIG. 10, the engine control unit 111 is operated by depressing the accelerator pedal, the accelerator opening Acc is increased, and the vehicle state changes from the motor travel region to the engine travel. When it changes to the area, it switches to engine running. Specifically, when the first motor MG1 is energized to increase the rotation speed NMG1 of the first motor _MG1 to increase the engine rotation speed Ne, and when the engine rotation speed Ne reaches an ignition speed or higher. Then, the ignition device 16 performs ignition to start the engine 10 and switch from motor running to engine running. At this time, the engine control unit 111, by raising the rotational speed N _MG1 of the first electric motor MG1 quickly performs engine startup by quickly avoid the resonance region in the following engine speed region idling speed, its starting You may make it suppress the vibration of time.

Further, as indicated by point b → point a of solid line B in FIG. 10, the engine control unit 111 returns the accelerator pedal to decrease the accelerator opening Acc, and the vehicle state changes from the engine travel region to the motor travel region. In this case, the fuel cut of the engine 10 is started, and the engine traveling is switched to the motor traveling by lowering the engine speed Ne and stopping the engine 10. At this time, the engine control unit 111, by lowering the rotational speed N _MG1 of the first electric motor MG1 quickly, may be lower the engine rotational speed Ne rapidly to "0" or approximately "0". Thereby, the said resonance area can be avoided quickly and the vibration at the time of an engine stop can be suppressed.

  Further, even in the engine travel region, the hybrid control unit 101 supplies electric energy from the power storage device 5 to the second electric motor MG2, and drives the second electric motor MG2 to assist the power of the engine 10 with torque assist. Is possible. In this example, it is assumed that traveling of a vehicle using both the engine 10 and the second electric motor MG2 as a driving force source for traveling is included in engine traveling instead of motor traveling.

Further, the hybrid control unit 101 can maintain the operating state of the engine 10 by the electric CVT function (differential action) of the electric differential unit 20 regardless of the vehicle stop state or the low vehicle speed state. For example, when the remaining charge SOC (State of Charge) of the power storage device 5 is reduced when the vehicle is stopped and the first motor MG1 needs to generate power, the power of the engine 10 causes the first motor MG1 to generate power. Even if the rotational speed N MG1 of the first electric motor _MG1 is increased and the rotational speed N _MG2 of the second electric motor _MG2 becomes “0” (substantially “0”) due to the vehicle stop state, the differential of the power distribution mechanism 21 As a result, the engine speed Ne can be maintained at a speed higher than the rotational speed at which the engine can rotate independently.

In addition, the hybrid control unit 101 controls the first electric motor MG1 and / or the second electric motor MG2 by the electric CVT function of the electric differential unit 20 regardless of whether the vehicle is stopped or traveling, and the engine speed Ne. Is maintained at an arbitrary rotation speed. For example, as can be seen from the nomogram of FIG. 5, when the engine speed Ne is increased, the hybrid control unit 101 rotates the first motor MG1 while maintaining the speed of the second motor MG2 substantially constant. _Increase the number N _MG1 .

  The switching control unit 102 switches the engagement / release of the switching clutch C0 and the switching brake B0, which are differential limiting means of the electric differential unit 20, based on the vehicle state, and thereby the electric differential unit 20 described above. The stepless speed change state (differential state) and the stepped speed change state (lock state) are selectively switched.

  For example, the switching control unit 102 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. Based on V and the accelerator opening degree Acc, it is determined whether or not the switching brake B0 or the switching clutch C0 should be engaged (locked) with reference to the differential state switching diagram of FIG. By outputting a command signal to the hydraulic control circuit 202, the switching brake B0 or the switching clutch C0 is engaged or released.

  Specifically, when the accelerator opening degree Acc is a high opening degree that exceeds the determined accelerator opening degree Acc1 in FIG. 10, the vehicle state is in the C0 lock region, so the switching control unit 102 sets the switching clutch C0. The gear ratio γ0 of the electric differential unit 20 is fixed to 1 by engaging (the gear ratio is fixed to low). Further, when the accelerator opening degree Acc is relatively low and the vehicle speed V is a high vehicle speed exceeding the determination vehicle speed V1 of FIG. 10, the vehicle state is in the B0 lock region. By engaging the switching brake B0, the electric differential unit 20 is caused to function as a speed increasing transmission in which the gear ratio γ0 is fixed at, for example, “0.696” (the gear ratio is fixed high).

  When the switching brake B0 or the switching clutch C0 is engaged, the switching control unit 102 performs differential control that causes the hybrid control unit 101 to function as the electric continuously variable transmission. Ban. On the other hand, in FIG. 10, when the vehicle state is the low accelerator opening Acc and the low vehicle speed V, that is, the vehicle state is the continuously variable control region that does not belong to the B0 lock region or the C0 lock region, the switch brake B0 and the switch The clutch C0 is released and the hybrid control unit 101 is allowed to perform the differential control.

  In addition, the switching control unit 102 engages the switching brake B0 or the switching clutch C0 when an electric control device for operating the electric differential unit 20 as an electric continuously variable transmission fails or when the function is lowered. Control may be executed. For example, when the equipment related to the electrical path from generation of electrical energy in the first motor MG1 to conversion of the electrical energy into mechanical energy deteriorates, that is, the first motor MG1, the second motor MG2, and the inverter 4. In the case of a vehicle state in which a failure (failure) of the power storage device 5 or a transmission line connecting them, or a functional failure due to failure or low temperature occurs, the control region of the electric differential unit 20 is not present. Even in the step control region, the switching control unit 102 may preferentially engage the switching brake B0 or the switching clutch C0 in order to ensure vehicle travel.

  Thus, the electric differential unit 20 (drive device 1) of this example can selectively switch the electric differential unit 20 between the continuously variable transmission state and the stepped transmission state (constant transmission state). In this case, the shift control unit 102 determines a shift state in which the electric differential unit 20 should be switched based on the vehicle state, and the electric differential unit 20 is in a continuously variable state or a stepped state. Can be selectively switched. In this example, the hybrid control unit 101 executes motor travel or engine travel based on the vehicle state. In order to switch between engine travel and motor travel, the engine control unit 111 starts or stops the engine 10. Is done.

  Here, the switching diagram of FIG. 10 will be described. First, in the switching diagram of FIG. 10, a thick broken line indicates a determination accelerator opening degree Acc1 for determining the stepless control region and the C0 lock region of the electric differential unit 20 by the switching control unit 102. Further, in the switching diagram of FIG. 10, a thick one-dot chain line indicates the determination vehicle speed V1 for determining the stepless control region and the B0 lock region of the electric differential unit 20, and the determination accelerator opening Acc1 is In the case where the accelerator opening Acc is greater and the vehicle speed V is higher than the determination vehicle speed V1, the C0 lock region is set. Further, in the switching diagram of FIG. 10, 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 are respectively indicated by the thin broken line, the one-dot chain line, and the two-dot chain line. Hysteresis is provided.

  In the switching diagram of FIG. 10, for example, the determination vehicle speed V <b> 1 is the electric type in the high-speed driving so as to suppress the reduction in fuel consumption when the electric differential unit 20 is in the differential state in the high-speed driving. The differential unit 20 is set to be in a non-differential state. Further, the determination accelerator opening Acc1 is, for example, the first electric motor MG1 in order to reduce the size of the first electric motor MG1 without causing the reaction force torque of the first electric motor MG1 to correspond to the high output range of the engine 10 in the high output traveling of the vehicle. Is set in accordance with the characteristics of the first electric motor MG1 that can be arranged with a smaller maximum output of electric energy from the first electric motor MG1. The differential state switching diagram of FIG. 10 may include at least one of the determination accelerator opening Acc1 and the determination vehicle speed V1, or preliminarily uses either the accelerator opening Acc or the vehicle speed V as a parameter. A stored switching line may be used.

  Next, the continuously variable transmission control unit 103 will be described.

The continuously variable transmission control unit 103 outputs a command signal to the hydraulic control circuit 202 and tilts the power roller 36 of the continuously variable transmission unit 30 to change the speed ratio γ _CVT of the continuously variable transmission unit 30 to change the speed. Do. For example, the continuously variable transmission control unit 103 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 20, and the transmission ratio γ Shift control of the continuously variable transmission unit 30 is executed so that _CVT is obtained.

Here, in this example, the operation of the engine 10 indicated by the engine speed Ne, the engine torque Te, and the like for improving fuel efficiency during engine running by controlling the speed ratio γ0 of the electric differential unit 20 by the hybrid control unit 101. The engine 10 is operated so that the engine operating point P _EG indicating the state (see FIG. 9) is along the combustion efficiency optimum line L _EF (so as to be the fuel efficiency optimum point). By improving the transmission efficiency η ₂₀ of the output (drive energy) from the engine 10 in the differential section 20, the fuel efficiency of the entire vehicle can be further improved. The specific control will be described below.

First, the continuously variable transmission control unit 103 executes the shift control of the continuously variable transmission unit 30 as described above, but the electric differential unit 20 is in a differential state (continuously variable transmission state) while the engine is running. In this case, the gear ratio γ _CVT of the continuously variable transmission unit 30 is determined (set) based on the vehicle speed V from the continuously variable transmission unit gear ratio map shown in FIG.

The continuously variable transmission gear ratio map of FIG. 11 is ideally the rotational speed N of the first electric motor MG1 when the engine 10 is operated at the engine operating point _PEG on the combustion efficiency optimum line _LEF shown in FIG. _The vehicle speed V and the gear ratio γ _CVT are set so that _MG1 becomes “0” or substantially “0”, that is, the mechanical lock point indicating the rotation stop of the first electric motor MG1 in the collinear diagram of FIG. The relationship is obtained by experiments and calculations in advance and is mapped. Therefore, by continuously variable transmission control section 103 by using a continuously variable transmission unit gear ratio map of FIG. 11 determines the gear ratio gamma _CVT of the continuously variable transmission unit 30, combustion efficiency optimal line L _EF to engine operating point P The gear ratio γ _CVT of the continuously variable transmission unit 30 can be set so that _EG follows.

Since transmission efficiency eta ₂₀ enough electric differential unit 20 rpm N _MG1 of the first electric motor MG1 approaches "0" is increased, continuously variable determined according to the continuously variable transmission unit gear ratio map of FIG. 11 If the transmission ratio γ _CVT (basic transmission ratio) of the transmission unit 30 is specifically expressed so that the transmission efficiency η ₂₀ of the electric differential unit ₂₀ is sufficiently high, the transmission efficiency η ₂₀ is predetermined. It can be said that the gear ratio is set (determined) to be equal to or greater than the lower limit value.

The continuously variable transmission control unit 103 also includes the continuously variable transmission 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 the rotation of the first electric motor MG1 is stopped. Based on the vehicle speed V, the transmission ratio γ _CVT of the continuously variable transmission unit 30 is determined (set) from the transmission unit transmission ratio map. On the other hand, when the switching clutch C0 is engaged and the first electric motor MG1 rotates integrally with the input shaft 11, the speed ratio γ _CVT is smaller than when the switching brake B0 is engaged. It is designed to be set smaller.

  Further, the continuously variable transmission control unit 103 includes the switching clutch C0 when the switching clutch C0 or the switching brake B0 of the electric differential unit 20 is engaged and the differential of the electric differential unit 20 is limited. And the differential operation of the electric differential unit 20 and the speed change operation of the continuously variable transmission unit 30 according to the case where both of the switching brake B0 are released and the differential of the electric differential unit 20 is not limited. Adjust.

Further, continuously variable transmission control section 103 adjusts the overall speed ratio of the drive device 1 by controlling the gear ratio gamma _CVT speed ratio γ0 and the continuously variable transmission portion 30 of the electric differential unit 20.

  Specifically, the continuously variable transmission control unit 103, when the differential of the electric differential unit 20 is limited, the continuously variable transmission unit 30 so that the output of the engine 10 substantially matches the target output. The operating point of the engine 10 is set by adjusting the transmission gear ratio. On the other hand, when the differential of the electric differential unit 20 is not limited, the gear ratio of the electric differential unit 20 and the continuously variable transmission unit 30 are set so that the output of the engine 10 substantially matches the target output. The operating point of the engine 10 is set by adjusting the overall speed ratio γT with the speed ratio.

On the other hand, the hybrid control unit 101 includes a differential control unit 112 in order to increase the transmission efficiency η ₂₀ of the electric differential unit 20. Here, when the electric differential unit 20 is in the differential state (the continuously variable transmission state) while the engine is running, the continuously variable transmission control unit 103 is based on the continuously variable transmission unit speed ratio map of FIG. When the gear ratio γ _CVT of the step transmission unit 30 is determined, the differential control unit 112 controls the rotational speed N _MG1 of the first electric motor MG1 so as to increase the transmission efficiency η ₂₀ of the output from the engine 10, and the electric type The gear ratio γ0 of the differential unit 20 is determined (set) and changed. The transmission efficiency η ₂₀ of the electric differential unit 20 is an electric path amount that is electric energy transmitted to the electric path between the first motor MG1 and the second motor MG2, that is, power consumption or output of the first motor MG1. Since the power increases as the power approaches “0”, the differential control unit 112 increases the transmission efficiency η ₂₀ of the electric differential unit 20 by bringing the power consumption or output power of the first motor MG1 close to “0”. .

More specifically, the differential control unit 112 increases the transmission efficiency η ₂₀ of the electric differential unit 20 by bringing the power consumption or output power of the first electric motor MG1 close to “0”. determines whether transmission efficiency eta ₂₀ of the moving unit 20 is power or output power of the first electric motor MG1 (electrical path amount) entered into the electric path tolerance can be viewed as sufficiently high. When the determination result is affirmative determination (when the electric path amount is within the electric path allowable range), the differential control unit 112 maintains the current rotation speed N _MG1 of the first electric motor MG1.

On the other hand, when the determination result is negative (when the electric path amount is not within the electric path allowable range), the differential control unit 112 sets the rotation speed N _MG1 of the first electric motor _MG1 to “0”. A correction value for correcting in a direction approaching the first motor, that is, a first motor rotation speed change value ΔN _MG1 is determined. Specifically, for example, the relationship between the first motor rotation speed change value ΔN _MG1 and the electric path amount is obtained in advance through experiments and calculations, and mapped, and the electric path amount is referred to with reference to the map (FIG. 12). A first motor rotation speed change value ΔN _MG1 is determined based on (power consumption or output power of the first motor MG1), and the rotation speed N _MG1 of the first motor _MG1 is determined by using the rotation speed change value ΔN _MG1. Correction is performed in a direction approaching “0” (direction in which the electric path amount is brought closer to “0”).

Note that the relationship between the first motor rotation speed change value ΔN _MG1 and the electric path amount is as shown in FIG. 12, as the electric path amount goes to the discharge side (or charge side) of the power storage device 5. The change value ΔN _MG1 may be increased (or decreased to the negative side). Further, the sign of the first motor rotation speed change value ΔN _MG1 is reversed with respect to the origin, but the relationship may be such that the absolute value of the first motor rotation speed change value ΔN _MG1 is constant regardless of the electric path amount. .

When the differential control unit 112 corrects the rotational speed _NMG1 of the first electric motor MG1, the power consumption or output power (electrical path amount) of the first electric motor MG1 is again within the electric path allowable range. It is determined whether or not. As described above, the differential control unit 112 performs the determination process and the rotational speed correction process of the first electric motor MG1 until the determination process for the power consumption or the output power (electrical path amount) of the first electric motor MG1 becomes affirmative. Execute repeatedly.

As described above, the differential control unit 112 increases the transmission efficiency η ₂₀ of the electric differential unit 20 by bringing the power consumption or output power of the first electric motor MG1 close to “0”. In consideration of the fact that the power consumption or output power of the first electric motor MG1 approaches “0” as the rotational speed N _MG1 of the first electric motor MG1 approaches “0”, the differential control unit 112 , it may be to enhance the transmission efficiency eta ₂₀ of the electric differential unit 20 by bringing the rotational speed N _MG1 of the first electric motor MG1 to "0". In this case, in place of the electric path allowable range used for the determination process executed by the differential control unit 112, the first motor rotation speed allowable range that is the allowable range for the rotation speed N _MG1 of the first motor MG1 is used. controller 112 may be to determine whether or not the rotational speed N _MG1 of the first electric motor MG1 in the first motor speed tolerance is on. In this case, the first motor rotation speed change value ΔN _MG1 may be determined by replacing the horizontal axis of the map of FIG. 12 with the first electric motor rotation speed N _MG1 from the electric path amount.

As described above, the continuously variable transmission control unit 103 determines the transmission ratio γ _CVT of the continuously variable transmission unit 30 from the continuously variable transmission unit transmission ratio map of FIG. 11, and the differential control unit 112 further determines the electric path amount or by controlling the rotational speed N _MG1 of the first electric motor MG1 so as to converge to "0", it is possible to further enhance the transmission efficiency eta ₂₀ of the electric differential unit 20.

-Example of efficiency control (1)-
Next, the flow chart of FIG. 13 shows an example of control for improving the transmission efficiency η ₂₀ of the electric differential unit 20 when the electric differential unit 20 is in the differential state (continuously variable transmission state) while the engine is running. Will be described with reference to FIG. The control routine of FIG. 13 is repeatedly executed in the ECU 100 every predetermined time (for example, about several milliseconds to several tens of milliseconds).

First, in step ST101, the first motor rotation speed change value ΔN _MG1 is initialized. Specifically, first motor rotation speed change value ΔN _MG1 is set to “0”.

In step ST102, based on the vehicle speed V calculated from the output signal of the output shaft rotational speed sensor (see FIG. 6), the gear ratio of the continuously variable transmission unit 30 is referred to with reference to the continuously variable transmission unit gear ratio map of FIG. γ _CVT (basic transmission ratio) is determined, and transmission control of the power roller 36 of the continuously variable transmission unit 30 is performed so that the transmission ratio γ _CVT is realized.

Next, in step ST 103, so that the rotational speed N _MG1 is "0" of the first electric motor MG1 (the electrical path amount is "0") approaches, the first-motor rotation speed the rotational speed N _MG1 of the first electric motor MG1 The change value ΔN _{MG1 is} corrected. Specifically, the rotational speed N _MG1 current of the first electric motor MG1 by adding the first electric motor rotational speed change value .DELTA.N _MG1 calculates a target rotational speed, the first electric motor rotation speed N _MG1 to the target rotational speed The first electric motor MG1 is controlled so as to match.

In step ST104, it is determined whether or not the power consumption or output power (electrical path amount) of the first electric motor MG1 is within the allowable electric path range. More specifically, within the acceptable range for an electric path tolerance clogging upper and lower thresholds shown in FIG. 12, respectively X _E (absolute value) (including "0"), the absolute value of the electric path weight containing If the determination result is affirmative (| electrical path amount | ≦ threshold), the process returns. On the other hand, if the determination result of step ST104 is negative (| electrical path amount |> threshold), the process proceeds to step ST105.

  In the determination process of step ST104, the power consumption or output power of the first electric motor MG1 is used as the electric path amount. However, another physical quantity, for example, the control current value of the first electric motor MG1 is used as the electric path amount. Also good. 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.

In addition, the target of the determination process in step ST104 is the power consumption or the output power (electrical path amount) of the first electric motor MG1, but instead, the determination is performed on the rotational speed N _MG1 of the first electric motor MG1. Also good. In this case, what is necessary is just to replace the process of step ST104 with the process shown in FIG. Specifically, the upper limit threshold and the lower limit threshold of the first motor rotation speed allowable range are XN _MG1 (absolute value), and whether or not the first motor rotation speed N _MG1 is within the first motor rotation speed allowable range. If the determination result is affirmative (| N _MG1 | ≦ threshold), the process returns. When the determination result of step ST104 in FIG. 13 is negative (| N _MG1 |> threshold), the process proceeds to step ST105.

In step ST105, based on the relationship shown in FIG. 12, that is, the relationship between the first motor rotation speed change value ΔN _MG1 and the electrical path amount, the first motor is calculated from the electrical path amount (power consumption or output power of the first motor MG1). The rotation speed change value ΔN _MG1 is determined. Thereafter, the process returns to step ST103. The processes in steps ST101 to ST105 described above are processes executed in the differential control unit 112.

On the other hand, the continuously variable transmission control unit 103 refers to the continuously variable transmission unit speed ratio map of FIG. 11 when the electric differential unit 20 is in a differential state (continuously variable transmission state) while the engine is running. After the transmission gear ratio γ _CVT (basic transmission gear ratio) of the step transmission unit 30 is determined, the transmission efficiency η ₂₀ of the output from the engine 10 in the electric differential unit 20 and the transmission efficiency η _CVT in the continuously variable transmission unit 30 The transmission ratio γ _CVT of the continuously variable transmission unit 30 is determined (set) and changed so as to increase the multiplication value η _P (hereinafter referred to as “multiplication efficiency η _P ”). This speed ratio control will be described.

First, the relationship between the gear ratio γ _CVT that changes in accordance with the gear ratio γ0 of the electric differential section 20 and the multiplication efficiency η _P as shown in FIG. 15 is obtained in advance by experiments and calculations, and the result is mapped. The transmission efficiency multiplication value map is stored in the continuously variable transmission control unit 103.

The continuously variable transmission control unit 103 detects the speed ratio γ0 of the electric differential unit 20 from the engine speed Ne and the second motor speed _NMG2, and the transmission efficiency multiplication value map of FIG. Based on the ratio γ0, the multiplication efficiency η _P corresponding to the current transmission ratio γ _CVT of the continuously variable transmission unit 30 is determined. Then, the continuously variable transmission control unit 103 continuously variable transmission determined by the continuously variable transmission unit 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 30, and the gear ratio γ _CVT is determined (set) and changed. Here, the gear ratio γ _CVT of the continuously variable transmission unit 30 is set to the basic gear ratio according to the continuously variable transmission unit gear ratio map of FIG. Since the motor speed N _MG1 becomes “0” or substantially “0” and the transmission efficiency η ₂₀ 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 ₂₀ × η _CVT ) may be made higher, but it is preferable to set the transmission efficiency η _CVT (hereinafter referred to as “CVT efficiency η _CVT ”) of the continuously variable transmission 30 to be higher.

Specifically, the continuously variable transmission control unit 103 determines the speed ratio γ _CVT of the continuously variable transmission unit 30 from the continuously variable transmission unit speed ratio map of FIG. 11, and then determines the current electric power from the transmission efficiency multiplication value map of FIG. The transmission efficiency curve Lη corresponding to the gear ratio γ0 of the differential equation unit 20 is selected, and in the selected transmission efficiency curve Lη, the multiplication efficiency η _P corresponding to the current gear ratio γ _CVT of the continuously variable transmission unit 30 is It is determined whether or not the transmission efficiency lower limit determination value is lower than the maximum efficiency indicated by the point P _MAX by a predetermined amount. The transmission efficiency lower limit determination value, which is the lower limit of the target range of the multiplication efficiency eta _P multiplication efficiency eta _P can be viewed as sufficiently high. When the determination result is negative, that is, when the multiplication efficiency η _P exceeds the transmission efficiency lower limit determination value, the continuously variable transmission control unit 103 sets the current transmission ratio γ _CVT of the continuously variable transmission 30. maintain.

On the other hand, when the determination result is affirmative, that is, when the multiplication efficiency η _P is equal to or lower than the transmission efficiency lower limit determination value, the continuously variable transmission control unit 103 reaches a point P _MAX (see FIG. 15) indicating the maximum efficiency. The difference between the corresponding gear ratio γ _CVT (target gear ratio) and the current gear ratio γ _CVT is obtained, and the gear ratio 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 The gear ratio γ _CVT of the continuously variable transmission unit 30 is corrected by the gear ratio change value Δγ _{CVT in the} direction in which the speed increases, that is, in the direction closer to the point P _MAX .

At this time, in order to prevent the gear ratio γ _CVT of the continuously variable transmission unit 30 from fluctuating greatly, a correction guard value that limits the upper limit value of the gear ratio change value Δγ _CVT is set in advance, and the continuously variable transmission control unit 103 corrects the gear ratio γ _CVT of the continuously variable transmission unit 30 within a range in which the gear ratio change value Δγ _CVT (absolute value) does not exceed the correction guard value. Therefore, when the absolute value of the speed ratio change value Δγ _CVT obtained from FIG. 15 exceeds the correction guard value, the continuously variable transmission control unit 103 performs a guard process that reduces the absolute value to the correction guard value. After that, the gear ratio γ _CVT of the continuously variable transmission unit 30 is corrected. For example, as shown in FIG. 15, the corrected multiplication efficiency η _P does not exceed the transmission efficiency lower limit determination value only when the transmission gear ratio γ _CVT of the continuously variable transmission 30 is corrected once by the transmission gear ratio change value Δγ _CVT. Sometimes. When the gear ratio γ _CVT of the continuously variable transmission unit 30 is corrected, the continuously variable transmission control unit 103 determines again whether the multiplication efficiency η _P is less than or equal to the transmission efficiency lower limit determination value. In this way, the continuously variable transmission control unit 103 repeats the determination process for the multiplication efficiency η _P and the correction process for the transmission ratio γ _CVT of the continuously variable transmission unit 30.

The correction of the transmission ratio γ _CVT of the continuously variable transmission unit 30 by the continuously variable transmission control unit 103 is also to exclusively increase the CVT efficiency η _CVT of the continuously variable transmission unit 30 as described above. Therefore, in consideration of this point, the target of the determination process in the continuously variable transmission control unit 103 may be the CVT efficiency η _CVT instead of the multiplication efficiency η _P. In this case, the continuously variable transmission control unit 103 does not use the map shown in FIG. 11, that is, 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 30. It is determined whether or not the CVT efficiency η _CVT corresponding to the gear ratio γ _CVT of the unit 30 is equal to or less than the CVT efficiency lower limit determination value that is lower by a predetermined amount than the maximum efficiency indicated by the point P _MAX (see FIG. 15). Make corrections.

-Example of efficiency control (2)-
Next, the control for improving the multiplication efficiency η _P when the electric differential section 20 is in the differential state (continuously variable transmission state) while the engine is running will be described with reference to the flowchart of FIG. The control routine of FIG. 16 is repeatedly executed in the ECU 100 every predetermined time (for example, about several milliseconds to several tens of milliseconds).

First, in step ST201, a gear ratio change value Δγ _CVT that is a correction amount for correcting the gear ratio γ _CVT of the continuously variable transmission unit 30 is initialized. Specifically, the gear ratio change value Δγ _CVT is set to “0”.

In step ST202, based on the vehicle speed V calculated from the output signal of the output shaft rotational speed sensor (see FIG. 6), the speed ratio γ of the continuously variable transmission 30 is referred to with reference to the continuously variable transmission speed map in FIG. Determine the _CVT (basic transmission ratio).

In step ST203, the gear ratio γ _CVT of the continuously variable transmission unit 30 is set in steps ST205 and ST206, which will be described later, so that the multiplication efficiency η _P becomes higher, that is, in the direction closer to the point P _MAX in FIG. Correct only the gear ratio change value Δγ _CVT to be changed. Specifically, the target gear ratio γ _CVT of the continuously variable transmission 30 is changed to the current gear ratio γ _CVT (input shaft rotational speed N ₃₀ / output shaft rotational speed Nout of the continuously variable transmission ₃₀ ). The speed change of the power roller 36 of the continuously variable transmission unit 30 described above is performed so that the speed change ratio obtained by adding the change value Δγ _CVT is changed to a target speed change ratio γ _CVT .

In step ST204, a transmission efficiency curve Lη corresponding to the current gear ratio γ0 of the electric differential section 20 is selected from the transmission efficiency multiplication value map of FIG. 15, and the current continuously variable 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 transmission unit 30 is equal to or less than the transmission efficiency lower limit determination value. Here, originally, it should be determined whether or not the multiplication efficiency η _P has reached the maximum efficiency in the transmission efficiency multiplication value map of FIG. 15, but in this example, in order to reduce the control load. The determination process is performed using the transmission efficiency lower limit determination value.

If the determination result in step ST204 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 step ST205, and if the determination result in step ST204 is negative, the process returns.

Note that although the target of the determination process in step ST204 is the multiplication efficiency η _P , the determination process may be performed using the CVT efficiency η _CVT of the continuously variable transmission 30 instead. In this case, step ST204 may be replaced with the process shown in FIG. Specifically, based on the map shown in FIG. 15, that is, 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 30, the current transmission ratio γ _CVT of the continuously variable transmission unit 30 is obtained. It is determined whether or not the corresponding CVT efficiency η _CVT is equal to or lower than the CVT efficiency lower limit determination value. If the determination result is affirmative determination (CVT efficiency η ≦ lower limit determination value), the process returns. If the determination result in step ST204 is negative (CVT efficiency η> lower limit determination value), the process proceeds to step ST205.

In step ST205, the speed ratio change value Δγ _CVT is determined by obtaining the difference between the speed ratio γ _CVT (target speed ratio) corresponding to the point P _MAX (see FIG. 15) indicating the maximum efficiency and the current speed ratio γ _CVT. To do.

In step ST206, the guard process is executed for the gear ratio change value Δγ _CVT . Specifically, the gear ratio change value Δγ _CVT is corrected so that the absolute value of the gear ratio change value Δγ _CVT determined in step ST205 does not exceed a preset correction guard value. In addition, each process of the above steps ST201-206 is a process which the continuously variable transmission control part 103 performs.

  By implementing the above control, the following effects (A1) to (A7) can be achieved.

(A1) When the gear ratio γ _CVT of the continuously variable transmission unit 30 is determined based on FIG. 11, the gear ratio of the continuously variable transmission unit 30 is set so that the engine operating point P _EG follows the combustion efficiency optimum line L _EF shown in FIG. Since it can be said that γ _CVT is set, in any state where the switching clutch C0 is engaged, the switching brake B0 is engaged, and both the switching clutch C0 and the switching brake B0 are released. It is possible to drive the engine 10 with the optimum fuel consumption, and the deterioration of the fuel consumption due to the operating state of the engine 10 can be suppressed.

Further, since the continuously-variable transmission portion 30 constitutes a part of a power transmission path between the electric differential unit 20 and the drive wheels 3, free without adjusting the rotational speed N _MG1 of the first electric motor MG1 It is possible to prevent the engine speed Ne from being restricted by the vehicle speed V by changing the speed ratio γ _CVT of the step transmission unit 30. The electric differential unit ₂₀ has a sufficiently high transmission efficiency η _20. While maintaining a predetermined differential state, the engine 10 can be operated so that the engine operating point P _EG follows the combustion efficiency optimum line L _EF .

(A2) The speed Nγ1 of the electric differential unit 20 is determined by controlling the rotational speed N _MG1 of the first electric motor MG1 so as to increase the transmission efficiency η ₂₀ of the output from the engine 10 in the electric differential unit 20. Therefore, it is possible to suppress deterioration of fuel consumption due to a decrease in transmission efficiency η ₂₀ of the electric differential unit 20.

Further, since the transmission efficiency η ₂₀ of the electric differential unit ₂₀ is increased by bringing the electric power of the first electric motor MG1 close to “0”, for example, if the voltage is constant, the transmission efficiency is detected by detecting the control current value. Increasing η ₂₀ can be easily implemented. When the transmission efficiency η ₂₀ of the electric differential unit ₂₀ is increased by bringing the rotational speed N MG1 of the first electric motor MG1 close to “0”, the rotational speed N _MG1 of the first electric motor _MG1 is detected. Increasing the transmission efficiency η ₂₀ can be easily performed.

(A3) The continuously variable transmission so as to increase the multiplication efficiency η _P that is a product of the transmission efficiency η ₂₀ of the output from the engine 10 in the electric differential section 20 and the transmission efficiency η _CVT in the continuously variable transmission section 30. Since the gear ratio γ _CVT of the part 30 is determined (set) and changed, it is possible to suppress deterioration in fuel consumption due to a decrease in transmission efficiency of the electric differential part 20 or the continuously variable transmission part 30.

(A4) The gear ratio γ with respect to the basic gear ratio of the continuously variable transmission unit 30 determined by the continuously variable transmission unit gear ratio map of FIG. 11 so that the multiplication efficiency η _P (CVT efficiency η _CVT ) becomes higher. _{Since the CVT} is corrected and its gear ratio γ _CVT is determined and changed, the correction starts from a state where the multiplication efficiency η _P is high to some extent by the determination of the basic gear ratio according to FIG. The gear ratio γ _CVT of the step transmission unit 30 can be corrected and set.

(A5) Whether or not the CVT efficiency η _CVT corresponding to the current transmission gear ratio γ _CVT of the continuously variable transmission unit 30 is equal to or lower than the CVT efficiency lower limit determination value that is a predetermined amount lower than the maximum efficiency indicated by the point P _MAX (see FIG. 15) If the determination result is affirmative, the speed ratio γ _CVT of the continuously variable transmission unit 30 is corrected by the speed ratio change value Δγ _{CVT in the} direction approaching the point P _MAX , so When the transmission efficiency γ _CVT of the transmission unit 30 becomes high, the correction is completed and the control load can be reduced.

(A6) The above-described correction guard value is provided in advance, and the continuously variable transmission control unit 103 sets the transmission ratio of the continuously variable transmission unit 30 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 30 from changing significantly, and to prevent the passenger from feeling uncomfortable.

(A7) Based on the transmission efficiency multiplication value map as shown in FIG. 15, the gear ratio γ _CVT is corrected with respect to the basic gear ratio of the continuously variable transmission unit 30, and the gear ratio γ _CVT is determined (set). Therefore, the control load can be reduced as compared with the case where the multiplication efficiency η _P is calculated one by one.

-Vehicle transient control-
Next, vehicle transient control will be described.

  First, the drive device 1 shown in FIGS. 1 to 3 and FIG. 8, that is, the engine 10, the electric differential unit 20, and a part of the power transmission path between the electric differential unit 20 and the drive wheels 3 In the drive device including the continuously variable transmission unit 30 and the continuously variable transmission unit 30 configured by a toroidal CVT, if the speed of the continuously variable transmission unit 30 is too high, the continuously variable transmission unit 30, that is, the toroidal CVT. The friction coefficient between the disks 33 and 34 disposed on the input / output side of the disk and the power roller 36 disposed between the disks 33 and 34 so as to be able to transmit power between the disks 33 and 34 may rapidly decrease. In such a situation, there is a possibility that the slip amount between the disks 33 and 34 and the power roller 36 becomes large and the durability is lowered. If the shift speed of the speed change unit is limited for such reasons, the transient characteristics of the vehicle change when the accelerator is depressed or the accelerator is off, which may adversely affect drivability. Such a problem is an unknown matter.

  Considering the above points, in this example, when the speed of the continuously variable transmission 30 is low, the transient characteristics are improved by executing the transient assist torque control or the transient regenerative torque control of the third electric motor MG3. There is a feature in measuring point.

  The specific control will be described with reference to the flowchart of FIG. The control routine of FIG. 18 is repeatedly executed in the ECU 100 every predetermined time (for example, about several milliseconds to several tens of milliseconds).

  First, in step ST301, it is determined whether or not the speed change operation of the continuously variable transmission unit 30 is currently being performed and the speed change speed is secured to a predetermined value or more. If the determination result is affirmative, it is determined that the speed change operation of the continuously variable transmission unit 30 is being performed at a speed change corresponding to the amount of change in accelerator opening per unit time (the speed change speed of the continuously variable transmission unit 30). This routine is terminated once. On the other hand, if the determination result in step ST301 is negative, it is determined that the shift speed of the continuously variable transmission unit 30 is limited (that is, it is determined that transient assist torque control or transient regenerative torque control is necessary). The process proceeds to step ST302.

  Note that the predetermined value (determination value in step ST301) set for the speed of the continuously variable transmission unit (toroidal CVT) 30 ensures drivability when the amount of change in the accelerator opening per unit time is large. In consideration of the shift speed (downshift speed) of the continuously variable transmission 30 required above, a value empirically obtained in advance through experiments, calculations, etc. is set. Further, the predetermined value used for the determination in step ST301 may be variably set according to the pressing force of the power roller 36. Specifically, in consideration of the fact that the smaller the pressing force of the power roller 36 is, the more easily the slip between the disks 33 and 34 and the power roller 36 occurs, the smaller the pressing force of the power roller, the predetermined value. May be set low.

  In step ST302, it is determined whether or not the driving state (accelerator is on). If the determination result is affirmative, the shift delay of the downshift of the continuously variable transmission 30 becomes a problem in the driving state. In step ST303, the transient assist torque control of the third electric motor MG3 is executed to compensate for the startup delay of the output (drive wheel 3) of the continuously variable transmission unit 30. At this time, the transient assist torque amount by the third electric motor MG3 is set using a map shown in FIG. 21 so that the assist torque amount increases as the shift speed of the continuously variable transmission unit 30 decreases.

  On the other hand, if the determination result in step ST302 is negative, the shift delay of the downshift of the continuously variable transmission unit 30 becomes a problem in the non-driving state (accelerator off), so in step ST304 the transient of the third electric motor MG3 Regenerative torque control is executed to compensate for the delay in the generation of regenerative torque at the output of the continuously variable transmission 30 (drive wheel 3). Similarly, the transient regenerative torque amount by the third electric motor MG3 is set so that the torque amount becomes larger as the shift speed of the continuously variable transmission unit 30 is slower.

  The above transient control (driving state) will be specifically described with reference to the timing chart of FIG.

  First, when the accelerator pedal is depressed at the timing T11 (when the accelerator is depressed), if the shift speed of the continuously variable transmission unit 30 can ensure a predetermined value or more, the transient assist torque control of the third electric motor MG3 is performed. Does not execute. On the other hand, when the speed of the continuously variable transmission 30 is not secured above a predetermined value (when the speed of the continuously variable transmission 30 is limited), the third electric motor MG3 is shown in FIG. The transient assist torque control is executed. By such control, it is possible to prevent the rise of the output torque from being delayed with respect to depression of the accelerator, and drivability is improved. Here, when the transient assist torque control of the third electric motor MG3 is executed, the transient assist torque is not gradually increased, but the transient assist torque is rapidly increased as shown in FIG. Get better.

  Then, the transient assist torque is gradually reduced at time T12 when the downshift of the continuously variable transmission 30 approaches the end, and at the time T13 when the downshift of the continuously variable transmission 30 is completed, the third electric motor MG3 End the transient assist torque control. Note that the time point T12 at which the reduction of the transient assist torque is started is, for example, a time point before the predetermined number of rotations or a predetermined time before the end of the shift of the continuously variable transmission unit 30.

  Next, the transient control (non-driving state) will be specifically described with reference to the timing chart of FIG.

  First, when the accelerator is turned off at the timing T21, if the shift speed of the continuously variable transmission unit 30 has secured a predetermined value or more, the transient regenerative torque control of the third electric motor MG3 is not executed. On the other hand, when the speed of the continuously variable transmission 30 is not secured above a predetermined value (when the speed of the continuously variable transmission 30 is limited), the third electric motor MG3 is shown in FIG. The transient regenerative torque control is executed. By such control, it is possible to prevent the generation delay of the regenerative torque of the output torque with respect to the accelerator off operation. Here, when the transient assist torque control of the third electric motor MG3 is executed, the transient assist torque is not gradually lowered, but the transient regenerative torque is suddenly lowered as shown in FIG. Will be better. The engine speed Ne becomes “0” at time T22 when the accelerator opening becomes “0”.

  Then, the transient assist torque gradually increases at time T23 when the downshift of the continuously variable transmission 30 approaches the end, and at the time T24 when the downshift of the continuously variable transmission 30 is completed, the third electric motor MG3 End transient regenerative torque control.

  As described above, in this example, when the speed of the continuously variable transmission unit 30 is low when the accelerator pedal is depressed (driving state), the transient assist torque control of the third electric motor MG3 is executed, and when the accelerator is off (non-driving state). In addition, when the speed of the continuously variable transmission 30 is low, the transient regenerative torque control of the third electric motor MG3 is executed, so that the transient characteristics can be improved.

  1 and 8, the third electric motor MG3 is connected to the output system (output shaft 32) of the continuously variable transmission unit 30, but the present invention is not limited to this. The present invention can also be applied to a drive device in which the third electric motor MG3 is connected to a wheel (front wheel) different from the output drive wheel (rear wheel) 3 of the step transmission unit 30. In this case, the continuously variable transmission unit 30 is also applicable. When the shift speed is low, transient assist torque control or transient regenerative torque control of the third electric motor MG3 is executed to improve the transient characteristics.

-Second Embodiment-
Next, another example of the main part of the control function of the ECU 100 will be described with reference to FIG.

  This example is different from the example shown in FIG. 8 (first embodiment) in that an engine combustion system control unit 104 and an engine combustion system determination unit 105 are added. Hereinafter, the difference will be mainly described.

  The engine 10 of this example uses 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.

  The engine combustion method control unit 104 in FIG. 22 estimates the engine load from the throttle opening, the engine speed Ne, and the like, and sets the combustion method of the engine 10 according to the conditions set experimentally in advance, and the stoichiometric combustion according to the engine load. Switch to the method or lean combustion method.

In this example, since there are a plurality of combustion methods of the engine 10, the hybrid control unit 101 does not use the one shown in FIG. 9 as the combustion efficiency optimum line _LEF , but each of the stoichiometric combustion method and the lean combustion method. A combustion efficiency optimum line corresponding to the combustion method, for example, a combustion efficiency optimum line L _EF (optimum fuel efficiency curve L _EF , fuel efficiency map) of the engine 10 shown in FIG. 23 is used.

Then, hybrid control unit 101, after selecting the combustion efficiency optimal line L _EF corresponding to the combustion system of the engine 10 in FIG. 23, along the combustion efficiency optimal line L _EF thus selected similarly to the first embodiment Thus, the gear ratio γ0 of the electric differential section 20 is controlled so that the engine 10 is operated. The engine combustion method determination unit 105 determines whether the combustion method of the engine 10 is switched to a stoichiometric method or a lean combustion method.

The continuously variable transmission control unit 103 functions as a shift control unit that performs a shift of the continuously variable transmission unit 30. When the electric differential unit 20 is in a differential state (continuously variable transmission state) while the engine is running, Based on the vehicle speed V, the speed ratio γ _CVT of the continuously variable transmission 30 is determined (set) from the continuously variable transmission speed ratio map of FIG.

Note that, in the continuously variable transmission speed ratio map shown in FIG. 24, as in the first embodiment, the speed ratio γ _CVT is determined from the vehicle speed V, and the engine 10 is at the engine operating point P _EG on the combustion efficiency optimum line L _EF. When operated, ideally, the rotational speed N _MG1 of the first electric motor _MG1 is “0” or substantially “0”, that is, a mechanical lock indicating the rotation stop of the first electric motor MG1 in the collinear diagram of FIG. Map the relationship between the vehicle speed V and the gear ratio γ _CVT for the stoichiometric combustion method and the lean combustion method by obtaining the respective gear ratio curves (two gear ratio curves) in advance through experiments and calculations. And is stored in the continuously variable transmission control unit 103.

When the transmission gear ratio γ _CVT of the continuously variable transmission unit 30 is determined in the continuously variable transmission unit transmission ratio map shown in FIG. 24, the collinear diagram showing the relative rotational speeds of the rotating elements RE1 to RE3 is as shown in FIG. In addition, the rotational speed of the fourth rotating element RE4 (output shaft 32) constrained by the vehicle speed V does not change in any combustion method, and ideally, the first motor rotational speed _NMG1 does not deviate from the mechanical lock point. The engine rotational speed Ne becomes a different rotational speed corresponding to the engine operating point P _EG along the combustion efficiency optimum line L _EF of each combustion method.

  As described above, the continuously variable transmission control unit 103 needs to select one of the two speed ratio curves according to the combustion method of the engine 10, and therefore the engine combustion method determination unit 105 causes the engine 10 to change to the stoichiometric combustion method. If it is determined that the engine has been switched, the gear ratio curve of the stoichiometric combustion method is selected from the continuously variable transmission unit gear ratio map of FIG. 24, and the engine combustion method determining unit 105 switches the engine 10 to the lean combustion method. If it is determined, the lean combustion type gear ratio curve is selected from the continuously variable transmission gear ratio map of FIG.

The continuously variable transmission control unit 103 determines (sets) the transmission ratio γ _CVT of the continuously variable transmission unit 30 based on the vehicle speed V and the selected transmission ratio curve. In other words, the selected gear ratio curve is the difference between the vehicle speed V and the gear ratio γ _CVT when the engine 10 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 103 determines (sets) the transmission ratio γ _CVT of the continuously variable transmission unit 30 based on the combustion efficiency optimum line L _EF corresponding to the current combustion method.

Next, when the electric differential unit 20 is in a differential state (continuously variable transmission state) while the engine is running, control for determining the transmission ratio γ _CVT of the continuously variable transmission unit 30 according to the combustion method of the engine 10. An example will be described with reference to the flowchart of FIG. The control routine of FIG. 26 is repeatedly executed in the ECU 100 every predetermined time (for example, about several milliseconds to several tens of milliseconds).

  First, in step ST401 corresponding to the processing in the engine combustion method determination unit 105, it is determined whether or not the combustion method of the engine 10 has been switched to the lean combustion method, and the determination result is an affirmative determination (lean). If the combustion method has been switched), the process proceeds to step ST402. When the determination result of step ST401 is negative (when the combustion method of the engine 10 is switched to the stoichiometric combustion method), the process proceeds to step ST403.

  In step ST402, a lean combustion type gear ratio curve is selected from the continuously variable transmission gear ratio map of FIG. In step ST403, a gear ratio curve of the stoichiometric combustion method is selected from the continuously variable transmission unit gear ratio map of FIG.

Next, in step ST404, the gear ratio curve selected in step ST402 or step ST403 is stored in the memory as a gear ratio curve for determining the basic gear ratio of the continuously variable transmission unit 30. Based on the selected gear ratio curve and the vehicle speed V, the gear ratio γ _CVT of the continuously variable transmission unit 30 is determined. Each process of steps ST402 to ST404 is a process executed by continuously variable transmission control unit 103.

As described above, in this example, the speed ratio γ _CVT of the continuously variable transmission unit 30 is determined based on the speed ratio curve (see FIG. 24) selected according to the combustion method of the engine 10 and the vehicle speed V. . That is, since the gear ratio γ _CVT of the continuously variable transmission unit 30 is determined based on the combustion efficiency optimum line L _EF (see FIG. 23) corresponding to the current combustion method, even if the combustion method of the engine 10 is changed, The gear ratio γ _CVT of the continuously variable transmission unit 30 is determined (set) in accordance with the combustion method, and the engine 10 is operated and the electric differential unit 20 is operated so as to realize the optimum fuel consumption in accordance with each combustion method. It is possible to improve the transmission efficiency η ₂₀ and suppress a decrease in fuel consumption as a whole vehicle.

  Also in the control of this example, as in the first embodiment described above, the transient assist torque control of the third electric motor MG3 is executed when the speed of the continuously variable transmission 30 is slow when the accelerator pedal is depressed (driving state). When the accelerator is off (non-driving state), when the speed of the continuously variable transmission 30 is low, the transient characteristics can be improved by executing the transient regenerative torque control of the third electric motor MG3. Furthermore, the above-described effects (A1) to (A7) can also be achieved.

  In this example, the combustion method of the engine 10 is the two methods of the lean combustion method and the stoichiometric combustion method, but the combustion method of the engine 10 may be three or more methods.

-Third embodiment-
FIG. 27 is a skeleton diagram showing another example of the driving device.

The drive device 1 of this example is applied to an FF (front engine / front drive) type vehicle that is placed horizontally in a hybrid vehicle, and a continuously variable transmission unit 500 has a gear ratio γ _CVT (γ _CVT = None). it is characterized in that a belt-type CVT input shaft 501 of the variable portion 500 of the rotational speed Nout of the (transmission shaft 23) rotational speed N ₅₀₀ / the output shaft 32 of) can be continuously changed by mechanical action .

  The continuously variable transmission unit 500 includes an input side primary pulley 510 provided on the first axis RC1 (input shaft 501 of the continuously variable transmission unit 500) and an input side on the second axis RC2 (output shaft 32). The secondary pulley 520 on the output side provided in parallel with the primary pulley 510 and a metal belt 530 wound around the primary pulley 510 and the secondary pulley 520 are provided.

  The primary pulley 510 is a variable pulley having a variable effective diameter, and is arranged in a state in which the fixed sheave 511 fixed to the input shaft 501 connected to the transmission shaft 23 and the input shaft 501 can slide only in the axial direction. The movable sheave 512 is provided. Similarly, the secondary pulley 520 is a variable pulley whose effective diameter is variable, and a fixed sheave 521 fixed to the output shaft 32 and a movable sheave arranged on the output shaft 32 in a state in which only the axial direction can slide. 522.

  A hydraulic actuator 513 for changing the V groove width between the fixed sheave 511 and the movable sheave 512 is disposed on the movable sheave 512 side of the primary pulley 510. A hydraulic actuator 523 for changing the V groove width between the fixed sheave 521 and the movable sheave 522 is also arranged on the movable sheave 522 side of the secondary pulley 520.

In the continuously variable transmission section (belt type CVT) 30 having the above structure, by controlling the hydraulic pressure of the hydraulic actuator 513 of the primary pulley 510, the width of each V groove of the primary pulley 510 and the secondary pulley 520 changes, and the belt 530 The hook diameter (effective diameter) is changed, and the gear ratio γ _CVT (γ _CVT = Nin / Nout) changes continuously. In addition, the hydraulic pressure of the hydraulic actuator 523 of the secondary pulley 520 is controlled so that the belt 530 is clamped with a predetermined clamping pressure that does not cause belt slip. These controls are executed by an ECU and a hydraulic control circuit.

  And also in the drive device 1 of this example, the third electric motor MG3 is connected to the output shaft 32 connected to the output side of the continuously variable transmission unit 500. The third electric motor MG3 is a motor generator that functions as an electric motor (drive source) and also functions as a generator.

  In this way, in the drive device 1 including the continuously variable transmission unit 500 configured by the belt type CVT, as in the case of the first embodiment described above, the continuously variable transmission unit 500 when the accelerator pedal is depressed (driving state). When the shift speed of the third motor MG3 is slow, the transient assist torque control of the third electric motor MG3 is executed, and when the shift speed of the continuously variable transmission 500 is slow when the accelerator is off (non-driven state), the transient regenerative torque control of the third motor MG3 is executed. By doing so, the transient characteristics can be improved. Furthermore, the above-described effects (A1) to (A7) can also be achieved.

  Here, in the drive device 1 shown in FIG. 27, the third electric motor MG3 is connected to the output system (output shaft 32) of the continuously variable transmission unit 500, but the present invention is not limited to this, and is continuously variable. The present invention can also be applied to a drive device in which the third electric motor MG3 is connected to a wheel (rear wheel) different from the output drive wheel (front wheel) 3 of the transmission unit 500. When the shift speed is low, transient assist torque control or transient regenerative torque control of the third electric motor MG3 may be executed to improve the transient characteristics.

-Other embodiments-
In the above example, the control for increasing the clamping pressure (belt clamping pressure or power roller clamping pressure) is executed at the time of starting the engine in which the ignition operation of the spark plug is performed after increasing the rotational speed Ne of the engine 10. The present invention is not limited to this, and the control for increasing the clamping pressure may be executed even when the rotational speed Ne of the engine 10 is simply increased without starting the engine 10. 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.

  Further, for example, in the above-described second embodiment, the case where the combustion method of the engine 10 is changed is described, but not only when the combustion method of the engine 10 that is the operation method of the engine 10 is changed, The same control operation can be used when other operation methods are changed. For example, the engine 10 having a variable cylinder driving system in which the engine 10 is driven by four cylinders at a light load and driven by eight cylinders at a high load can be similarly handled by the above control operation.

In the above example, by controlling the operation state of the first electric motor MG1, the electric differential unit 20 (power distribution mechanism 21) continuously changes the speed ratio γ0 from the minimum value γ0min to the maximum value γ0max. For example, the gear ratio γ0 of the electric differential unit 20 is not continuous but is changed stepwise using a differential action. May be. Further, the continuously variable transmission units 30 and 500 may be configured to change the speed ratio γ _CVT in a stepwise manner.

  In the above example, the engine 10 and the electric differential unit 20 are directly connected, but the engine 10 may be connected to the electric differential unit 20 via an engagement element such as a clutch.

  In the above example, 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. However, the first electric motor MG1 is connected to the second rotating element RE2. The second electric motor MG2 may be connected to the third rotating element RE3 via an engagement element such as a clutch.

  In the above example, the electric differential unit 20 and the continuously variable transmission unit 30 are connected in series (see FIG. 1), but the electric difference that can electrically change the differential state as the entire drive device 1. If the electric differential unit 20 and the continuously variable transmission unit 30 are not mechanically independent, as long as it has a dynamic function and a function of shifting according to a principle different from the shift by the electric differential function The present invention is applicable.

  In the above example, the power distribution mechanism 21 is a single planetary, but the power distribution mechanism 21 may be a double planetary, for example, without being limited thereto.

  In the above example, the engine 10 is connected to the first rotating element RE1 of the planetary gear device 22 so as to be able to transmit power, the first electric motor MG1 is connected to be able to transmit power to the second rotating element RE2, and is connected to the third rotating element RE3. Although the power transmission path to the drive wheel 3 is connected, the present invention is not limited to this. For example, in a configuration in which two planetary gear devices are connected to each other by a part of rotating elements that constitute the planetary gear device, An engine, an electric motor, and a drive wheel are connected to the rotating elements of the planetary gear device so that power can be transmitted, and the electric differential unit 20 is stepped by controlling a clutch or a brake connected to the rotating element of the planetary gear device. The present invention is also applied to a configuration capable of switching between a speed change and a continuously variable speed change.

  In the above example, the second electric motor MG2 is directly connected to the transmission shaft 23, but the connecting position of the second electric motor MG2 is not limited thereto, and power transmission from the engine 10 or the transmission shaft 23 to the drive wheels 3 is performed. It may be directly or indirectly connected to the path via a transmission, a planetary gear device, an engagement device, or the like.

  In the above example, the carrier CA0 of the power distribution mechanism 21 is connected to the engine 10, the sun gear S0 is connected to the first electric motor MG1, and the ring gear R0 is connected to the transmission shaft 23. The engine 10, the first electric motor MG1, and the transmission shaft 23 may be connected to any one of the three elements CA0, S0, R0 of the planetary gear device 22.

  In the above example, the engine 10 is directly connected to the input shaft 11. However, the engine 10 only needs to be operatively connected, for example, via a gear, a belt, or the like, and does not need to be disposed on a common axis.

  In the above example, the first electric motor MG1 and the second electric motor MG2 are arranged concentrically with the input shaft 11, the first electric motor MG1 is connected to the sun gear S0, and the second electric motor MG2 is connected to the transmission shaft 23. The first electric motor MG1 is operatively connected to the sun gear S0 and the second electric motor MG2 is connected to the transmission shaft 23, for example, via a gear, a belt, a speed reducer, or the like. Good.

  In the above example, the power distribution mechanism 21 is composed of one set of planetary gear devices 22, but is composed of two or more planetary gear devices, and in a non-differential state (constant speed change state), three or more speeds are changed. It may function as a machine.

  In the above example, the second electric motor MG2 is connected to the transmission shaft 23 that constitutes a part of the power transmission path from the engine 10 to the drive wheel 3, but the second electric motor MG2 is connected to the power transmission path. In addition, it can be connected to the power distribution mechanism 21 via an engagement element such as a clutch, and the differential state of the power distribution mechanism 21 is controlled by the second electric motor MG2 instead of the first electric motor MG1. The structure of the drive device 1 that can be used may be used.

It is a skeleton figure which shows schematic structure of the drive device to which this invention is applied. It is a figure which shows typically the structure of the toroidal-type continuously variable transmission part applied to the drive device of FIG. 1, 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. 2 is a collinear diagram showing a relative relationship of rotational speeds of rotation elements in a straight line in the drive device of FIG. It is a figure explaining the input and output signal of ECU which controls the drive device of FIG. It is a figure which shows the shift gate of a shift operation apparatus. It is a block diagram which shows the principal part structure of ECU which controls the drive device of FIG. It is a figure which shows an example of the combustion efficiency optimal line (fuel consumption map) of an engine. An example of a differential state switching diagram of an electric differential unit and an example of a driving force source switching diagram having a boundary line between an engine traveling region and a motor traveling region for switching between engine traveling and motor traveling are shown. FIG. It is a figure which shows an example of a continuously variable transmission part gear ratio map. It is a figure which shows the relationship between 1st motor rotation speed change value (DELTA) _NMG1 and the amount of electric paths. It is a flowchart which shows an example of the control which improves the transmission efficiency of an electric differential part when an electric differential part is a differential state (continuously variable transmission state) during engine driving | running | working. It is a figure which shows the step which replaces step ST104 of FIG. It is a figure which shows the relationship between the gear ratio of a continuously variable transmission part and transmission efficiency which a continuously variable transmission part control means uses in order to correct | amend the gear ratio of a continuously variable transmission part. It is a flowchart which shows an example of the control for improving multiplication efficiency, when an electric differential part is a differential state (continuously variable transmission state) during engine driving | running | working. It is a figure which shows the step which replaces step ST204 of FIG. It is a flowchart which shows an example of transient control. It is a timing chart which shows an example of transient control (drive state). It is a timing chart which shows an example of transient control (non-driving state). It is a figure which shows the calculation map of the transient assist torque amount by a 3rd electric motor. It is a block diagram which shows the principal part of the control function of ECU which controls the drive device of FIG. It is a figure which shows the other example of the combustion efficiency optimal line of the engine connected with the drive device of FIG. It is a figure which shows the other example of a continuously variable transmission part gear ratio map. FIG. 2 is a collinear diagram illustrating a relative relationship between rotational speeds of rotary elements when a combustion method of an engine connected to the drive device of FIG. 1 is switched. It is a flowchart explaining the control action which determines the gear ratio of a continuously variable transmission part according to the combustion system of an engine. It is a skeleton figure which shows schematic structure of the belt-type CVT applied to the continuously variable transmission part of the drive device of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Drive apparatus 3 Drive wheel 10 Engine 11 Input shaft 20 Electric differential part 21 Power distribution mechanism 22 Planetary gear apparatus 23 Transmission shaft MG1 1st electric motor MG2 2nd electric motor MG3 3rd electric motor 30 Continuously variable transmission part (transmission part)
32 output shaft 100 ECU

Claims (8)

A control device for a vehicle drive device, comprising: a transmission that forms part of a power transmission path between a drive source and drive wheels; and an electric motor,
A control device for a vehicle drive device, wherein torque of the electric motor is controlled in accordance with a shift speed of the transmission unit. The control device for a vehicle drive device according to claim 1,
A control device for a vehicle drive device, wherein the torque of the electric motor is controlled when the speed change speed of the speed change portion is less than a predetermined value. The control device for a vehicle drive device according to claim 1 or 2,
A control device for a vehicle drive device, wherein the electric motor is connected to an output system of the transmission unit. The control device for a vehicle drive device according to claim 1 or 2,
A control device for a vehicle drive device, wherein the electric motor is connected to a wheel different from an output system drive wheel of the transmission unit. In the control apparatus of the vehicle drive device according to any one of claims 1 to 4,
A control device for a vehicular drive device, wherein an assist torque of the electric motor is controlled in a driving state, and a regenerative torque of the electric motor is controlled in a non-driving state. In the control device for a vehicle drive device according to any one of claims 1 to 5,
The control device for a vehicle drive device according to claim 1, wherein when the shift speed of the transmission unit is low, the torque of the motor is increased or decreased more quickly than when the speed is high. In the control apparatus of the vehicle drive device as described in any one of Claims 1-6,
The control device for a vehicle drive device, wherein the transmission unit is a continuously variable transmission unit. The control device for a vehicle drive device according to claim 7,
The transmission unit is a toroidal continuously variable transmission unit, and the predetermined value set for the transmission speed of the transmission unit is variably set according to the pressing force of the power roller of the toroidal continuously variable transmission unit. A control device for a vehicle drive device.

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