JP2010036708A - Controller for vehicular drive unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance fuel economy by conducting switching control between a differential state and a differential limiting state in an electric differential part while taking a change of transmission efficiency of the electric differential part into consideration, in a vehicular drive unit provided with the electric differential part and a differential limiting device. <P>SOLUTION: A switching point (determined vehicular speed) for switching the differential part 11 between the differential state and the differential limiting state is changed based on the change of transmission efficiency of the differential part 11, by a switching point changing means 98, and the switching point capable of obtaining a more fuel economy enhancement effect is usable thereby out of reciprocal items of the fuel economy enhancement effect when the differential part 11 is brought into the differential limiting state, for example, to constitute wholly a mechanical transmission route, and the fuel economy enhancement effect when the differential part 11 is brought into the differential state, to bring an engine 8 into an efficient operation state, even when changing the transmission efficiency of the differential part 11. The fuel economy is thereby enhanced by conducting the switching control between the differential state and the differential limiting state in the differential part 11, while taking the change of transmission efficiency of the differential part 11 into consideration. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive device comprising an electric differential section having a differential mechanism capable of differential and a differential limiting device capable of limiting the differential of the differential mechanism, In particular, the present invention relates to a technique for improving the fuel efficiency of a vehicle drive device.

  The differential mechanism is connected to the driving power source for traveling so as to be able to transmit power, and the first motor is connected to the differential mechanism so that power can be transmitted. 2. Description of the Related Art A vehicle drive device having an electric differential unit in which a differential state of a mechanism is controlled is well known. For example, this is the power output device described in Patent Document 1. The power output device includes a planetary gear device as a differential unit, a first motor coupled to a sun gear of the planetary gear device, and a second motor coupled to a ring gear. 2 By controlling the operating state of the electric motor, the differential state between the input rotational speed from the engine input from the carrier of the planetary gear device and the output rotational speed of the ring gear as the output member is controlled. Yes.

  When this differential state is controlled, the main part of the engine power is mechanically output to the output member, and a part of the power is consumed, for example, for power generation by the first electric motor to be converted into electric energy. The electric energy is converted and supplied to the second electric motor, and the driving force output from the second electric motor MG is output to the output member. In this way, a part of the engine power is converted into electric energy, and an electric path is formed until the electric energy is converted into mechanical energy. Generally, when the engine power is transmitted, the power transmission efficiency of the drive device (= output of the drive device / output) is greater when the mechanical transmission path is configured than when the electrical path is configured. The engine output input to the drive system (referred to as transmission efficiency throughout the specification) is said to be high. On the other hand, by controlling the differential state of the differential mechanism, the engine can be operated more efficiently to improve (improve) fuel consumption.

  By the way, in the drive device as described above, for example, during high-speed traveling at a predetermined speed or higher, the first electric motor may be in a reverse power running state in which it is powered by negative rotation. That is, there may be a power circulation state in which the second motor performs regenerative power generation and the power generated by the second motor is supplied to the first motor. In such a case, there is a possibility that the transmission efficiency of the drive device may be further reduced as the electric power supplied from the second electric motor to the first electric motor is increased.

  In order to solve such a problem, in Patent Document 1 described above, the third motor is connected to the engine shaft, and the electric power regenerated by the third motor is supplied to the first motor when the first motor is in the reverse power running state. A technique for reducing the amount of power circulation by performing operation control as described above and improving the transmission efficiency of the drive device in the power circulation state is described.

  Here, in addition to the above-described electric differential unit, the vehicle drive device further includes a differential limiting device capable of setting the electric differential unit into a differential limiting state in which a predetermined differential state cannot be obtained. Is also well known. For example, the vehicle drive device described in Patent Document 2 is the same. In this vehicle drive device, a power distribution mechanism (differential mechanism) whose differential state is controlled by a first electric motor, and a switching device that selectively switches the differential mechanism between a differential state and a non-differential state It is set as the structure provided with. And when the actual vehicle speed exceeds the high-speed running determination value, the differential mechanism is made into a non-differential state by the switching device, and the engine output is transmitted to the drive wheels exclusively through a mechanical power transmission path. The fuel efficiency is improved as compared with the case where the differential mechanism is operated as an electrical differential device to form an electrical path.

  Therefore, the high-speed running determination value for switching the differential mechanism as described in Patent Document 2 from the differential state to the non-differential state is, for example, equal to or higher than a predetermined vehicle speed at which the transmission efficiency of the drive device further decreases. In the high vehicle speed range, there is a conflict between the improvement of transmission efficiency due to the construction of a mechanical transmission path exclusively and the improvement of engine efficiency due to the differential state of the differential mechanism being controlled, that is, mechanical transmission exclusively. Considering the profit and loss relationship between improvement in transmission efficiency due to the construction of the path and deterioration in engine efficiency due to the differential mechanism being in a non-differential state, a value that can improve fuel efficiency as much as possible Is set.

JP 2004-336983 A JP 2005-264762 A

  Then, in the drive device in which the electric differential unit as described in Patent Document 2 is selectively switched between the differential state and the non-differential state, the electric path amount is changed in a certain state, for example, the power circulation state. If the transmission efficiency of the electrical differential unit in the differential state is changed, a mechanical transmission path is formed exclusively when the electrical differential unit is set to the non-differential state, and the loss due to the electrical path The fuel efficiency improvement effect when the fuel consumption is suppressed changes, and the loss relationship between the deterioration of the fuel efficiency when the engine is not necessarily in the efficient driving state changes due to the electric differential portion being in the non-differential operation state. However, the electric differential unit is not selectively switched between the differential state and the non-differential state in consideration of the change in transmission efficiency of the electric differential unit in such a differential state. There is a risk that improvement in fuel efficiency may be hindered by switching between the differential state and the differential limited state. Such a problem is not known, and it is considered that the transmission efficiency of the electric differential unit changes due to the change of the power circulation amount (power circulation rate) in the electric differential unit. A technical idea for performing switching control between a differential state and a non-differential state in the unit has not been proposed yet.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to transmit electric differential units in a vehicle drive device including an electric differential unit and a differential limiting device. It is an object of the present invention to provide a control device that can improve fuel efficiency by performing switching control between a differential state and a differential limited state in an electric differential unit in consideration of a change in efficiency.

  In order to achieve the above object, the gist of the present invention is that: (a) a differential mechanism coupled to a driving force source for traveling so as to transmit power, and a first coupled to the differential mechanism so as to transmit power. And an electric differential unit that controls a differential state of the differential mechanism by controlling an operation state of the first motor, and a differential that is set in advance. A control device for a vehicle drive device comprising a differential limiting device that can be in a differential limited state where a state cannot be obtained, wherein (b) the electric differential unit is in a differential state and a differential limited state A switching point changing means for changing a switching point for switching between and based on a change in transmission efficiency of the electric differential section.

  According to this configuration, in the control device for the vehicle drive device including the electrical differential unit and the differential limiting device, the electrical differential unit is switched between the differential state and the differential limited state by the switching point changing unit. Since the switching point for switching between them is changed based on the change in the transmission efficiency of the electric differential section, even if the transmission efficiency of the electric differential section is changed, for example, the electric differential section Fuel efficiency improvement effect when the engine is in a differential limited state and a mechanical transmission path is exclusively configured, and fuel efficiency improvement effect when the electric differential unit is in the differential state and the engine is in an efficient driving state Among the conflicting matters, it is possible to use a switching point where a fuel efficiency improvement effect can be obtained more. Therefore, there is provided a control device that can improve fuel efficiency by performing switching control between a differential state and a differential limited state in the electric differential portion in consideration of a change in transmission efficiency of the electric differential portion. The

  Here, preferably, the switching point changing means is configured to change the electrical differential unit when the transmission efficiency of the electrical differential unit is improved compared to when the transmission efficiency is not improved. The switching point is changed so that the region to be in the dynamic restriction state is reduced. In this way, when the transmission efficiency of the electric differential unit is improved, the electric differential unit is left in the differential state without being switched to the differential limited state, and the engine operates efficiently. A switching point where the fuel efficiency is improved by being in the state is used.

  Preferably, the second electric motor is connected to a power transmission path between the electric differential portion and the drive wheels so as to be able to transmit power, and the second motor is connected to the driving power source for traveling so as to be able to transmit power. The first electric motor, the second electric motor, and the third electric motor are all configured to be able to transmit and receive electric power, and the change in the transmission efficiency of the electric differential unit is It is a change by the operation of. In this way, the electric power generated by the second motor is supplied to the first motor by controlling the first motor, the second motor, and the third motor to generate power or power as appropriate. The transmission efficiency in the power circulation state can be increased. When the transmission efficiency of the electric differential unit is changed by the operation of the third electric motor, for example, when the electric differential unit is switched between the differential limited state and the differential state. It is possible to use a switching point where a fuel efficiency improvement effect can be obtained more.

  Preferably, the third electric motor is operated in addition to the operation of the first electric motor and the second electric motor when the transmission efficiency of the electric differential unit is improved, and the switching point change is performed. When the third electric motor is not operated, the means is a preset basic switching point for making the fuel consumption of the vehicle drive device as high as possible when the third electric motor is not operated. Is used as the switching point, and when the third electric motor is operated, the transmission efficiency of the electric differential unit is improved by the operation of the third electric motor. A preset change point at the time of change for making the fuel consumption higher than when using the basic change point is used as the change point. In this way, when the third electric motor is not operated, a basic switching point at which the fuel efficiency of the vehicle drive device is as high as possible is used. Further, when the transmission efficiency of the electric differential unit is improved by the operation of the third electric motor, a change-over switching point is used in which the fuel efficiency of the vehicle drive device is higher than when the basic switching point is used. It is done.

  Preferably, the transmission unit further includes a transmission unit that constitutes a part of a power transmission path from the driving power source for traveling to the driving wheel, and the transmission unit according to a change in transmission efficiency of the electric differential unit. The transmission efficiency of the vehicle drive device is changed for each of the gear ratios, and the transmission ratio of the transmission unit is used such that the transmission ratio of the vehicle drive device that changes for each gear ratio is increased. The shift point is changed. If it does in this way, when the transmission efficiency of the said electric differential part changes, the gear ratio which the transmission efficiency of a vehicle drive device will improve is used.

  Preferably, the transmission unit is a stepped automatic transmission. In this way, even if the transmission efficiency of the electric differential unit is changed in a practical drive device including a transmission unit that functions as a stepped automatic transmission, for example, the electric differential unit It is possible to use a switching point where a fuel efficiency improvement effect can be obtained more when switching between the differential limited state and the differential state.

  Preferably, the electric differential section operates as a continuously variable transmission by controlling an operating state of the first electric motor. In this way, in a practical drive device having an electric differential unit that functions as an electric continuously variable transmission, even if the transmission efficiency of the electric differential unit is changed, for example, an electric type When the differential unit is switched between the differential limited state and the differential state, it is possible to use a switching point that can further improve the fuel efficiency. In addition, it is possible to smoothly change the drive torque output from the electric differential unit. In addition to changing the gear ratio continuously to operate as an electric continuously variable transmission, the electric differential unit can also be operated as a stepped transmission by changing the gear ratio stepwise. It is.

  Preferably, the stepped automatic transmission is configured such that a plurality of gear stages (shift stages) are selected by selectively connecting rotating elements of a plurality of planetary gear units by a friction engagement device. For example, it is constituted by various planetary gear type multi-stage transmissions having four forward speeds, five forward speeds, six forward speeds, and more. As a friction engagement device in this planetary gear type multi-stage transmission, a hydraulic friction engagement device such as a multi-plate type, a single plate type clutch or brake engaged by a hydraulic actuator, or a belt type brake is widely used. The oil pump that supplies the hydraulic oil for engaging the hydraulic friction engagement device may be driven by a driving power source for driving and discharges the hydraulic oil, for example, but separately from the driving power source for driving. It may be driven by a dedicated electric motor provided. Further, the clutch or brake may be an electromagnetic engagement device such as an electromagnetic clutch or a magnetic powder clutch in addition to the hydraulic friction engagement device.

  Preferably, the hydraulic control circuit including the hydraulic friction engagement device is responsive to, for example, supplying output hydraulic pressure of a linear solenoid valve directly to a hydraulic actuator (hydraulic cylinder) of the hydraulic friction engagement device. However, it is also possible to control the shift control valve by using the output hydraulic pressure of the linear solenoid valve as a pilot hydraulic pressure, and to supply hydraulic oil from the control valve to the hydraulic actuator.

  Preferably, one linear solenoid valve is provided, for example, corresponding to each of a plurality of hydraulic friction engagement devices. However, the linear solenoid valves are not engaged at the same time or controlled to be engaged or released. When there are a plurality of hydraulic friction engagement devices, various modes are possible, such as providing a common linear solenoid valve for them. In addition, it is not always necessary to control the hydraulic pressure of all the hydraulic friction engagement devices with the linear solenoid valve, and pressure control means other than the linear solenoid valve, such as duty control of the ON-OFF solenoid valve for part or all of the hydraulic control. You can go there. In this specification, “supplying hydraulic pressure” means “applying hydraulic pressure” or “supplying hydraulic oil controlled to the hydraulic pressure”.

  Preferably, an engine that is an internal combustion engine such as a gasoline engine or a diesel engine is widely used as the driving power source for traveling. Further, an electric motor or the like may be used in addition to this engine as an auxiliary driving power source. Alternatively, only an electric motor may be used as a driving force source for traveling.

  Preferably, the third electric motor is attached to and directly connected to the engine. If it does in this way, the required space for installing the 3rd electric motor can be made small.

  Preferably, the first, second, and third electric motors are provided in a housing of the vehicle drive device. If it does in this way, the temperature of the 1st, 2nd, 3rd electric motor can be detected by measuring the temperature of the working fluid in the drive device for vehicles, for example.

  Preferably, the differential mechanism includes a first rotating element connected to the driving power source (engine) for driving and a third electric motor, a second rotating element connected to the first electric motor, and the second rotating element. A device having three rotating elements connected to an electric motor (and a driving wheel) and a third rotating element, wherein the differential limiting device is in an operable state in which a differential mechanism can be operated (differential In order to make the first to third rotating elements relatively rotatable with respect to each other and the differential mechanism to be in a non-differential state (differential limiting state) incapable of differential action. The first to third rotating elements are integrally rotated together, or the second rotating element is brought into a non-rotating state. In this way, the differential mechanism is easily configured. Further, the differential mechanism is configured to be switched between a differential state and a differential limited state.

  Preferably, the differential limiting device interconnects at least two of the first to third rotating elements to mutually rotate the first to third rotating elements together. And / or a brake for connecting the second rotating element to the non-rotating member in order to put the second rotating element in a non-rotating state. In this way, the differential mechanism can be easily switched between the differential state and the differential limited state.

  Preferably, when the differential mechanism is in a differential limit state, the electric differential unit is in a differential limit state. The differential limit state of the differential mechanism is, for example, the differential limit device. The slip engagement state in which the clutch or the brake included in is slipped or the non-differential state in which the differential action is disabled by the engagement of the clutch or brake.

  Preferably, the differential mechanism is a single pinion type planetary gear device, the first rotating element is a carrier of the planetary gear device, and the second rotating element is a sun gear of the planetary gear device. The third rotating element is a ring gear of the planetary gear device. In this way, the axial direction dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one single pinion type planetary gear device.

  Preferably, in the power transmission path between the driving power source (engine) for driving and the driving wheels, the driving power source for driving, the electric differential unit, the transmission unit, and the driving wheel are connected in this order. ing.

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

  FIG. 1 is a skeleton diagram illustrating a vehicle drive device 10 (hereinafter, referred to as drive device 10) to which a control device of the present invention is applied, and this drive device 10 is suitably used for a hybrid vehicle. In FIG. 1, a drive device 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, A differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), the differential unit 11 and a drive wheel 34 (see FIG. 6), an automatic transmission unit 20 as a power transmission unit connected in series via a transmission member (transmission shaft) 18 in the power transmission path between the motor and the output rotation connected to the automatic transmission unit 20 An output shaft 22 as a member is provided in series. The drive device 10 is preferably used for, for example, an FR (front engine / rear drive) type vehicle installed vertically in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine is provided between a pair of drive wheels 34 and power from the engine 8 is part of a power transmission path. Is transmitted to the pair of drive wheels 34 through the differential gear device (final reduction gear) 32 (see FIG. 6) and the pair of axles.

  Thus, in the driving apparatus 10 of the present embodiment, the engine 8 and the differential unit 11 are directly connected. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection via the pulsation absorbing damper is included in this direct connection. Since the drive device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG. The same applies to the following embodiments.

  The differential unit 11 corresponding to the electric differential unit of the present invention is a differential for controlling the differential state of the power distribution mechanism 16 by being connected to the power distribution mechanism 16 and the power distribution mechanism 16 so that power can be transmitted. A first electric motor M1 that functions as a motor for electric power, a second electric motor M2 that is operatively connected to rotate integrally with the transmission member 18, and an engine-connected electric motor that is connected to the engine 8 via the input shaft 14. A third electric motor M3 is provided.

  The first electric motor M1, the second electric motor M2, and the third electric motor M3 of the present embodiment are all configured to be able to exchange electric power. That is, it is a so-called motor generator having a function as a motor that generates mechanical driving force from electric energy and a function as a generator that generates electric energy from mechanical driving force. In other words, in the drive device 10, the electric motor M can function as an alternative to the engine 8 that is the main power source, or as a power source (sub power source) that generates driving force for traveling together with the engine 8. In addition, electric energy is generated by regeneration from the driving force generated by another power source and supplied to another electric motor M via the inverter 54 (see FIG. 6), or the electric energy is stored in the power storage device 56 (see FIG. 6)). The third electric motor M3 is an auxiliary machine of the engine 8 that is a main power source, and is provided as an accessory, for example, directly connected to the output shaft of the engine 8 as a starter.

  The first electric motor M1 and the third electric motor M3 have at least a generator (power generation) function for generating a reaction force, and the second electric motor M2 functions as a traveling motor that outputs driving force as a driving power source for traveling. At least a motor (electric motor) function is provided. Preferably, all of the first electric motor M1, the second electric motor M2, and the third electric motor M3 are configured such that the amount of power generation as the generator can be continuously changed. Further, the first electric motor M1, the second electric motor M2, and the third electric motor M3 are provided in a case 12 that is a casing of the driving device 10, and are operated by hydraulic oil of the automatic transmission unit 20 that is a working fluid of the driving device 10. To be cooled. In the present embodiment, as shown in FIG. 1, the third electric motor M3 is directly connected to the engine 8, but it is not necessary that both are arranged coaxially, and the connection relationship between them is not limited to this. Further, the third electric motor M3 is connected to the engine 8 via the input shaft 14, but the third electric motor M3 may be attached to the engine 8 and the two may be integrally configured for space saving.

  The power distribution mechanism 16 is a differential mechanism that is coupled to the engine 8 so as to be able to transmit power, for example, a single pinion type differential unit planetary gear device 24 having a predetermined gear ratio ρ0 of about “0.418” and the like. The switching clutch C0 and the switching brake B0 are mainly configured to mechanically distribute the output of the engine 8 input to the input shaft 14. The differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). If the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8 and the third electric motor M3, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is transmitted. It is connected to the member 18. The switching brake B0 is provided between the differential sun gear S0 and the case 12, and the switching clutch C0 is provided between the differential sun gear S0 and the differential carrier CA0. When the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 configured as described above has a differential unit sun gear S0, a differential unit carrier CA0, which is the three elements of the differential unit planetary gear unit 24, Since the differential part ring gears R0 can be rotated relative to each other so that the differential action can be activated, that is, the differential action is possible (differential state), the output of the engine 8 is the first. Since the electric power is distributed to the electric motor M1 and the transmission member 18 and is stored by the electric energy generated from the first electric motor M1 with a part of the output of the distributed engine 8, or the second electric motor M2 is rotationally driven. The differential unit 11 (power distribution mechanism 16) is caused to function as an electrical differential device. For example, the differential unit 11 is set to a so-called continuously variable transmission state (electrical CVT state), and the engine 8 is rotated at a predetermined speed. Warazu rotation of the transmitting member 18 is continuously changed. That is, when the power distribution mechanism 16 is in a differential state, the differential unit 11 is also in a differential state, and the differential unit 11 has a gear ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed of the transmission member 18). N ₁₈ ) is in a continuously variable transmission state that functions as an electrical continuously variable transmission in which N ₁₈ ) is continuously changed from the minimum value γ0min to the maximum value γ0max. When the power distribution mechanism 16 is set to the differential state in this way, one or both of the operating states of the first electric motor M1 and the second electric motor M2 connected to the power distribution mechanism 16 (differential unit 11) so as to be able to transmit power are provided. By controlling (operating point), the differential state of the power distribution mechanism 16, that is, the differential state of the rotational speed of the input shaft 14 and the rotational speed of the transmission member 18 is controlled.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 does not perform the differential action, that is, enters a non-differential state (differential restricted state) in which the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the differential sun gear S0 and the differential carrier CA0 are integrally engaged, the power distribution mechanism 16 is connected to the differential planetary gear unit 24. Since the differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0, which are elements, are in a locked state in which the differential part ring gear R0 is rotated, that is, integrally rotated, the differential action is impossible. The differential unit 11 is also in a non-differential state. Further, since the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other, the differential unit 11 (power distribution mechanism 16) is a constant functioning as a transmission in which the speed ratio γ0 is fixed to “1”. A shift state, that is, a stepped shift state is set. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the differential sun gear S0 is connected to the case 12, the power distribution mechanism 16 is in a locked state in which the differential sun gear S0 is brought into a non-rotating state. Therefore, the differential section 11 is also in a non-differential state because the differential action is not possible. Further, since the differential portion ring gear R0 is rotated at a higher speed than the differential portion carrier CA0, the power distribution mechanism 16 functions as a speed increase mechanism, and the differential portion 11 (power distribution mechanism 16) has a gear ratio. A constant speed change state, that is, a stepped speed change state in which γ0 functions as a speed increasing transmission with a value smaller than “1”, for example, about 0.7, is set. The power distribution mechanism 16 may be in a slip engagement state in which the switching clutch C0 or the switching brake B0 is slid, and the non-differential of the power distribution mechanism 16 to which the switching clutch C0 or the switching brake B0 is engaged. In both the state and the slip engagement state, a predetermined differential state of the differential unit 11 (power distribution mechanism 16), that is, the three elements S0, CA0, R0 of the differential unit planetary gear device 24 can freely rotate relative to each other. It can be said that this is a differential limited state where a differential state cannot be obtained. In the present embodiment, the differential state of the power distribution mechanism 16 is described as a differential state in which the switching clutch C0 and the switching brake B0 are released and the three elements of the differential planetary gear unit 24 can freely rotate relative to each other. Therefore, the differential limit state is not included in the differential enable state.

  As described above, in this embodiment, the switching clutch C0 and the switching brake B0 change the shift state of the differential unit 11 (power distribution mechanism 16) to the differential state, that is, the non-locked state and the non-differential state, that is, the locked state. That is, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electrical differential device, for example, an electrical continuously variable transmission that can operate as a continuously variable transmission in which a gear ratio can be continuously changed is possible. A continuously variable transmission state and a shift state in which an electric continuously variable transmission does not operate, for example, a lock state in which a continuously variable transmission operation is not operated without being operated as a continuously variable transmission, that is, one or more types are locked. A constant speed change state (non-differential state) in which an electric continuously variable transmission operation is not performed, that is, an electric continuously variable speed operation is disabled, that is, a gear ratio is constant. 1 of Or functions as a differential state switching device for selectively switching to a constant shifting state to operate as a transmission in a plurality of stages. In other words, the switching clutch C0 and the switching brake B0 function as a differential limiting device that can put the differential unit 11 (power distribution mechanism 16) into a differential limiting state including a non-differential state and a slip engagement state. Yes.

  The automatic transmission unit 20 constitutes a part of a power transmission path from the differential unit 11 to the drive wheel 34, and includes a single pinion type first planetary gear unit 26, a single pinion type second planetary gear unit 28, And a single-pinion type third planetary gear unit 30 and a planetary gear type multi-stage transmission that functions as a stepped automatic transmission. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 that meshes with the first ring gear R1 and has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, When the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

  In the automatic transmission unit 20, the first sun gear S1 and the second sun gear S2 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case 12 via the first brake B1. The first carrier CA1 is selectively connected to the case 12 via the second brake B2, the third ring gear R3 is selectively connected to the case 12 via the third brake B3, The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the output shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18.

  In this way, the automatic transmission unit 20 and the differential unit 11 (transmission member 18) are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. It is connected. In other words, the first clutch C1 and the second clutch C2 can selectively cut off the power transmission provided in a part of the power transmission path between the power distribution mechanism 16 (differential portion 11) and the drive wheels 34. In other words, as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. It is functioning. In other words, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is in a state capable of transmitting power, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

  The switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, the second brake B2, and the third brake B3 (hereinafter referred to as the clutch C and the brake B unless otherwise specified) Is an engagement device, that is, a hydraulic friction engagement device that is often used in a conventional stepped automatic transmission for a vehicle, in which a plurality of wet friction plates are pressed against each other by a hydraulic actuator. A plate type or one or two bands wound around the outer peripheral surface of the rotating drum are configured by a band brake or the like in which one end of the band is tightened by a hydraulic actuator. It is for connecting.

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

  For example, when the drive device 10 functions as a stepped transmission, the gear ratio γ1 is set to a maximum value, for example, as shown in FIG. A first gear that is about “3.357” is established, and the gear ratio γ2 is smaller than that of the first gear because of the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. For example, the second speed gear stage of about “2.180” is established, and the gear ratio γ3 is smaller than the second speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the first brake B1. A third speed gear stage having a value of, for example, “1.424” is established, and the gear ratio γ4 is greater than that of the third speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. Small values such as " The fourth speed gear stage which is about .000 "is established, and the engagement of the first clutch C1, the second clutch C2 and the switching brake B0 causes the gear ratio γ5 to be smaller than the fourth speed gear stage, for example," A fifth gear stage of about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, a reverse gear stage in which the gear ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, all clutches and brakes C0, C1, C2, B0, B1, B2, and B3 are released.

On the other hand, when the drive device 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. Accordingly, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 20 are achieved. The rotational speed input to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear stage of the fourth speed, and each gear stage has a stepless speed ratio width. It is done. Accordingly, the gear ratio between the gear stages is continuously variable continuously and the total gear ratio (total gear ratio) γT (= engine rotational speed N _E / rotation of the output shaft 22 as the entire driving apparatus 10 is achieved. The speed N _OUT ) can be obtained steplessly.

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

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 indicate the differential corresponding to the second rotation element (second element) RE2 in order from the left side. This shows the relative rotational speed of the differential part ring gear R0 corresponding to the part sun gear S0, the differential part carrier CA0 corresponding to the first rotational element (first element) RE1, and the third rotational element (third element) RE3. These intervals are determined according to the gear ratio ρ 0 of the differential planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the second sun gear S2, the first carrier CA1 corresponding to the fifth rotation element (fifth element) RE5, the third ring gear R3 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element ( Seventh element) The first ring gear R1, the second carrier CA2, and the third carrier CA3 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The two ring gear R2 and the third sun gear S3 are respectively represented, and the distance between them is determined according to the gear ratios ρ1, ρ2, and ρ3 of the first, second, and third planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential section 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ0. Further, in the automatic transmission unit 20, the space between the sun gear and the carrier is set at an interval corresponding to "1" for each of the first, second, and third planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the driving device 10 of the present embodiment is configured so that the first rotating element RE1 (difference) of the differential planetary gear device 24 in the power distribution mechanism 16 (differential unit 11). The moving part carrier CA0) is connected to the input shaft 14, that is, the engine 8 and the third electric motor M3, and is selectively connected to the second rotating element (differential part sun gear S0) RE2 via the switching clutch C0, so as to perform the second rotation. The element RE2 is connected to the first electric motor M1 and selectively connected to the case 12 via the switching brake B0, and the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor M2. Thus, the rotation of the input shaft 14 is transmitted (inputted) to the automatic transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, when the differential unit 11 is switched to a continuously variable transmission state (differential possible state) by releasing the switching clutch C0 and the switching brake B0, the first rotation element RE1 to the third rotation element RE3 are relatively relative to each other. Since the rotation is made differential, the rotation of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered by controlling the rotation speed of the first electric motor M1. When the rotational speed of the differential ring gear R0 indicated by the intersection of the straight line L0 and the vertical line Y3 is substantially constant by being constrained by the vehicle speed V, the difference indicated by the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the moving part carrier CA0 is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally. L0 is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. , the rotational speed of the differential portion ring gear R0, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 at a rotation speed higher than the engine speed N _E.

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

In the automatic transmission unit 20, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line XG. And an oblique straight line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the first speed (1st) is shown at the intersection of. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed (2nd) is shown, and a seventh rotation coupled to the output shaft 22 and the oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1. The rotation speed of the output shaft 22 of the third speed (3rd) is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the element RE7, and is determined by the engagement of the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 at the fourth speed (4th) is shown at the intersection of the straight line L4 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22. Power from the aforementioned first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the eighth rotary element RE8 differential portion 11 or power distributing mechanism 16 in the same rotational speed as the engine speed N _E Is entered. On the other hand, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The fifth speed (5th) is the intersection of the horizontal straight line L5 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22. The rotation speed of the output shaft 22 is shown.

  FIG. 4 illustrates a signal input to the electronic control device 80 that is a control device for controlling the driving device 10 of the present embodiment and a signal output from the electronic control device 80. The electronic control unit 80 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, various controls such as the hybrid drive control for the engine 8 and each electric motor M and the shift control of the automatic transmission unit 20 are executed.

The electronic control unit 80 receives a signal representing the engine water temperature TEMP _W that is the temperature of the cooling fluid of the engine 8 and the shift position P _{SH of the} shift lever 52 (see FIG. 5) from each sensor and switch as shown in FIG. and a signal representative of the number of operations such as in the "M" position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal for commanding the M mode (manual shift running mode), a signal representing the operation of the air conditioner, the output A signal representing the vehicle speed V corresponding to the rotational speed N _OUT of the shaft 22 and the traveling direction of the vehicle, a signal representing the hydraulic oil temperature T _OIL of the automatic transmission unit 20, a signal representing the side brake operation, a signal representing the foot brake operation, catalyst A signal representing temperature, a signal representing the accelerator opening Acc, which is the amount of operation of the accelerator pedal corresponding to the driver's required output, a signal representing the cam angle, Signal representing no mode setting, signal representing vehicle longitudinal acceleration G, signal representing auto cruise traveling, signal representing vehicle weight (vehicle weight), signal representing wheel speed of each wheel, rotational speed of first motor M1 N _M1 (hereinafter referred to as “first motor rotation speed N _M1 ”) and a signal indicating the rotation direction thereof, a rotation speed N _{M2 of} the second motor _M2 (hereinafter referred to as “second motor rotation speed N _M2 ”), and A signal indicating the rotation direction, a rotation speed N _{M3 of} the third motor _M3 (hereinafter referred to as “third motor rotation speed N _M3 ”), a signal indicating the rotation direction, and the motors M1, M2, and M3 A signal indicating the charging capacity (charging state) SOC of the power storage device 56 (see FIG. 6) that charges and discharges is supplied via the inverter 54, respectively.

From the electronic control unit 80, an engine output control unit 58 (see FIG. 6) for controlling the output P _{E of the} engine 8 (the unit is, for example, “kW”; hereinafter referred to as “engine output P _E ”). Control signal, for example, a drive signal to the throttle actuator 64 for operating the throttle valve opening θ _TH of the electronic throttle valve 62 provided in the intake pipe 60 of the engine 8, the intake pipe 60 by the fuel injection device 66 or the in-cylinder of the engine 8 A fuel supply amount signal for controlling the fuel supply amount to the engine, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 68, a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric motor for operating the electric air conditioner Air conditioner drive signal, command signal for commanding operation of motors M1, M2, and M3, shift position for operating shift indicator (operation position) ) Display signal, gear ratio display signal for displaying gear ratio, snow mode display signal for displaying that it is in the snow mode, ABS operation signal for operating the ABS actuator for preventing the wheel from slipping during braking An M mode display signal for indicating that the M mode is selected, and a hydraulic control circuit 70 for controlling the hydraulic actuators of the hydraulic friction engagement devices of the differential unit 11 and the automatic transmission unit 20 (see FIG. 6) solenoid valves valve command signals for actuating (solenoid valve) or the like contained in a signal for pressure regulating the line pressure P _L by the hydraulic control circuit regulator valve provided in 70 (pressure regulating valve), is the line pressure P _L A drive command signal for operating an electric hydraulic pump that is a hydraulic source of the original pressure to be regulated, a signal for driving the electric heater , Signal etc. to the cruise control computer is output, respectively.

FIG. 5 is a diagram showing an example of a shift operation device 50 as a switching device that switches a plurality of types of shift positions _PSH by an artificial operation. The shift operation device 50 includes, for example, a shift lever 52 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 52 is in a neutral state where the power transmission path in the drive device 10, that is, the automatic transmission unit 20 is cut off, that is, in a neutral state, and the parking position “P (parking) for locking the output shaft 22 of the automatic transmission unit 20. ) ”, A reverse travel position“ R (reverse) ”for reverse travel, a neutral position“ N (neutral) ”for achieving a neutral state in which the power transmission path in the drive device 10 is interrupted, and a shift of the drive device 10 The forward automatic shift travel position “D (drive)” for executing the automatic shift control within the change range of the possible total gear ratio γT or the manual shift travel mode (manual mode) is established and the high speed side in the automatic shift control is established. Manual operation to the forward manual shift travel position “M (manual)” for setting a so-called shift range that limits the gear position It is provided so as to.

The reverse gear "R" shown in the engagement operation table of FIG 2 in conjunction with the manual operation of the various shift positions P _SH of the shift lever 52, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 70 is electrically switched so that is established.

In the shift positions P _SH shown in the “P” to “M” positions, the “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling. As shown in the combined operation table, the first clutch C1 and the first clutch C1 that disables driving of the vehicle in which the power transmission path in the automatic transmission unit 20 is disengaged so that both the first clutch C1 and the second clutch C2 are released. This is a non-driving position for selecting switching to the power transmission cutoff state of the power transmission path by the second clutch C2. The “R” position, the “D” position, and the “M” position are travel positions that are selected when the vehicle travels. For example, as shown in the engagement operation table of FIG. And a power transmission path by the first clutch C1 and / or the second clutch C2 that can drive a vehicle to which a power transmission path in the automatic transmission 20 is engaged so that at least one of the second clutch C2 is engaged. It is also a drive position for selecting switching to a power transmission enabled state.

  Specifically, when the shift lever 52 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. When the power transmission is cut off from the power transmission cut-off state and the shift lever 52 is manually operated from the “N” position to the “D” position, at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased. The transmission path is changed from a power transmission cutoff state to a power transmission enabled state. Further, when the shift lever 52 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released and the power transmission path in the automatic transmission unit 20 is in a state in which power transmission is possible. From the “D” position to the “N” position, the first clutch C1 and the second clutch C2 are released, and the power transmission in the automatic transmission unit 20 is performed. The path is changed from the power transmission enabled state to the power transmission cut-off state.

FIG. 6 is a functional block diagram for explaining the main part of the control function by the electronic control unit 80. In FIG. 6, the stepped shift control unit 82 functions as a shift control unit that shifts the automatic transmission unit 20. For example, the stepped shift control means 82 uses the vehicle speed V as shown in FIG. 7 and the output torque T _OUT (or accelerator opening degree Acc, etc.) of the automatic transmission unit 20 as variables as the upshift stored in advance in the storage means 84. It is indicated by the required output torque T _OUT of the automatic transmission unit 20 corresponding to the actual vehicle speed V, accelerator opening Acc, and the like from a relationship (shift diagram, shift map) having a line (solid line) and a downshift line (one-dot chain line). Based on the vehicle state, it is determined whether or not the shift of the automatic transmission unit 20 is to be executed, that is, the shift stage to be shifted of the automatic transmission unit 20 is determined, and the automatic shift unit is obtained so that the determined shift stage is obtained. 20 automatic shift control is executed.

  At this time, the stepped shift control means 82 is a hydraulic type involved in the shift of the automatic transmission unit 20 excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to, for example, the engagement table shown in FIG. A command for engaging and / or releasing the frictional engagement device (shift output command, hydraulic pressure command), that is, the release-side engagement device involved in the shift of the automatic transmission unit 20 is released and the engagement-side engagement device is engaged. When combined, a command to execute clutch-to-clutch shift is output to the hydraulic control circuit 70. In accordance with the command, for example, the hydraulic control circuit 70 releases the disengagement side engagement device and engages the engagement side engagement device so that the shift of the automatic transmission unit 20 is executed. A linear solenoid valve is actuated to actuate a hydraulic actuator of a hydraulic friction engagement device that is involved in the speed change.

  The hybrid control means 86 functions as engine drive control means for controlling the drive of the engine 8 via the engine output control device 58, and the first electric motor M1, the second electric motor M2, and the third electric motor M3 via the inverter 54. Includes a function as a driving force source or a motor operation control means for controlling the operation as a generator. By these control functions, hybrid driving by the engine 8, the first motor M1, the second motor M2, and the third motor M3 is performed. Execute control etc.

Further, the hybrid control means 86 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the drive device 10, that is, the differential state of the differential unit 11, while driving the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the force distribution and the reaction force generated by the first motor M1 so as to be optimized. For example, at the traveling vehicle speed V at that time, the target (request) output of the vehicle is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and the total required from the target output and the required charging value of the vehicle. The target output is calculated, and the target engine output (required engine output) _PER is calculated in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so as to obtain the total target output. controlling the output or power of the electric motor M to control the engine 8 so that the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 by the engine output P _ER is obtained.

As described above, the overall speed ratio γT, which is the speed ratio of the drive device 10 as a whole, is the difference between the speed ratio γ of the automatic speed changer 20 controlled by the stepped speed change control means 82 and the speed controlled by the hybrid control means 86. It is determined by the gear ratio γ0 of the moving part 11. That is, the hybrid control means 86 and the stepped speed change control means 82 are within the range of the shift range corresponding to the shift position P _SH , the hydraulic control circuit 70, the engine output control device 58, the first electric motor M1, the second electric motor M2, And it functions as a speed change control means for controlling the overall speed ratio γT, which is the speed ratio of the drive device 10 as a whole, via the third motor M3 and the like.

For example, the hybrid control means 86 executes control of the engine 8 and each electric motor M in consideration of the gear position of the automatic transmission unit 20 in order to improve power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 86, for example, experimentally in advance as to achieve both drivability and fuel efficiency when continuously-variable shifting control in a two-dimensional coordinate composed of the engine rotational speed N _E and engine torque T _E For example, an optimum fuel consumption rate curve (fuel consumption map, relationship) which is a kind of operation curve of the engine 8 as shown by a broken line in FIG. 8 is stored in advance, and the operating point of the engine 8 ( hereinafter, as the engine 8 while represented as "engine operating point") is along is activated, for example, the target output (total target output, required driving force) for generating the engine output P _E required to satisfy the so that the engine torque T _E and the engine rotational speed N _E, determines the target value of the overall speed ratio γT of the drive system 10, the automatic transmission portion 2 so as to obtain the target value The gear ratio γ0 of the differential unit 11 is controlled in consideration of the zero gear position, and the total gear ratio γT is controlled within the changeable range. Here, the above-mentioned engine operating point, indicating the operating state of the engine rotational speed N _E and the engine 8 in a two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 8 is exemplified by such engine torque T _E operation Is a point. In the present embodiment, the fuel efficiency is, for example, a travel distance per unit fuel consumption, a fuel consumption rate (= fuel consumption / drive wheel output) of the entire vehicle, or the like.

  At this time, the hybrid control means 86 supplies, for example, the electric energy generated by the first electric motor M1 to the power storage device 56 and the second electric motor M2 through the inverter 54, or the electric energy generated by the third electric motor M3 by the inverter 54. The main part of the motive power of the engine 8 is mechanically transmitted to the transmission member 18, but part of the motive power of the engine 8 is the electric motor because the power is supplied to the power storage device 56 and the first electric motor M <b> 1 through the second electric motor M <b> 2. M is consumed for power generation of M, and is converted into electric energy there. The electric energy is supplied to another electric motor M through the inverter 54, and the driving force output from the electric motor M is transmitted to the transmission member 18 by the electric energy. The A part of the motive power of the engine 8 is converted into electric energy by equipment related from generation of electric energy by the electric motor M related to power generation to consumption by the electric motor M related to driving, and the electric energy is converted into mechanical energy. An electrical path is formed until conversion.

Here, when the shift control of the automatic transmission unit 20 is executed by the stepped shift control means 82, the drive device before and after the shift is accompanied by the step change of the gear ratio of the automatic transmission unit 20. The total gear ratio γT of 10 is changed stepwise. In such control, the total speed ratio γT is changed stepwise, that is, the speed ratio is not continuous but takes a jump value, so that it can be quickly compared with the continuous change of the total speed ratio γT. It becomes possible to change the driving torque. On the other hand, there is a possibility that the shift shock may occur, fuel economy can not control the engine rotational speed N _E along the optimum fuel consumption curve deteriorate. Therefore, the hybrid control means 86 synchronizes with the shift of the automatic transmission unit 20 in a direction opposite to the change direction of the transmission ratio of the automatic transmission unit 20 so that the step change of the total transmission ratio γT is suppressed. Shifting of the differential unit 11 is performed so as to change the speed ratio. In other words, the shift control of the differential unit 11 is executed in synchronization with the shift control of the automatic transmission unit 20 so that the total gear ratio γT of the drive device 10 continuously changes before and after the shift of the automatic transmission unit 20. For example, in order to form a predetermined total speed ratio γT so that the total speed ratio γT of the driving device 10 does not change transiently before and after the speed change of the automatic speed changer 20, The shift control of the differential unit 11 is executed so that the gear ratio is changed stepwise in a direction opposite to the change direction by the change corresponding to the step change of the gear ratio of the automatic transmission unit 20.

Moreover, the hybrid control means 86 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. It controls the rotation of the engine rotational speed N _E to any rotational speed or maintained substantially constant. In other words, the hybrid control means 86, rotating the first electric motor speed N _M1 and / or the second electric motor rotation speed N _M2 while controlling any rotational speed or to maintain the engine speed N _E substantially constant for any The rotation can be controlled to the speed.

For example, the hybrid control means 86 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E during running of the vehicle, the second electric motor rotation speed N which depends on the vehicle speed V (driving wheels 34) The first motor rotation speed N _M1 is increased while maintaining _M2 substantially constant. In this case the hybrid control means 86, instead of the pulling of the first electric motor speed N _M1 or in parallel with this, by performing the raising of the third electric motor rotation speed N _M3 may pull the engine rotational speed N _E . The hybrid control means 86 when maintaining the engine speed N _E at the nearly fixed level during the shifting of the automatic shifting portion 20, due to the shift of the automatic transmission portion 20 while maintaining the engine speed N _E substantially constant The first motor rotation speed N _M1 is changed in the direction opposite to the change of the second motor rotation speed N _M2 .

The hybrid control means 86 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control, and controls the fuel injection amount and injection timing by the fuel injection device 66 for fuel injection control. a command to control the ignition timing by the ignition device 68 such as an igniter for controlling alone or in combination with output to the engine output control device 58, an output control of the engine 8 so as to generate the necessary engine output P _E Execute. That is, it functions as an engine drive control means for controlling the drive of the engine 8.

For example, the hybrid controller 86 basically drives the throttle actuator 64 based on the accelerator opening Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Throttle control is executed so that In addition, the engine output control device 58 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control according to the command from the hybrid control means 86, and also performs fuel injection by the fuel injection device 66 for fuel injection control. The engine torque control is executed by controlling the ignition timing by an ignition device 68 such as an igniter for controlling the ignition timing.

In addition, the hybrid control means 86 is a motor that uses, for example, the second electric motor M2 as a driving force source for traveling by the electric CVT function (differential action) of the differential section 11 regardless of whether the engine 8 is stopped or in an idle state. Travel (EV mode travel) can be performed. For example, the solid line A in FIG. 7 is for switching the driving force source for starting / running the vehicle (hereinafter referred to as running) between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, for running the engine 8. An engine travel region for switching between so-called engine travel for starting / running (hereinafter referred to as travel) the vehicle as a driving force source and so-called motor travel for traveling the vehicle using the second electric motor M2 as a driving power source for travel; It is a boundary line with a motor travel area. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 7 is a two-dimensional coordinate having the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 as variables. It is an example of the driving force source switching diagram (driving force source map) comprised by these. This driving force source switching diagram is stored in advance in the storage means 84 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.

Then, the hybrid control means 86, for example, based on the actual vehicle speed V and the required output torque T _OUT of the automatic transmission 20 from the driving force source switching diagram of FIG. And the motor running or the engine running is executed. As described above, the motor running by the hybrid control means 86 is relatively low output torque T _OUT (relatively low accelerator opening), which is generally considered to be poor in engine efficiency as compared with the high torque region, as is apparent from FIG. degree Acc) range, that is, a low engine torque T _E region, or is performed at a relatively low speed drive, that is, a low load region of the vehicle speed V.

Further, the hybrid control means 86 controls the first motor rotation speed N _M1 at a negative rotation speed so as to suppress dragging of the stopped engine 8 and improve fuel efficiency during the motor running, for example, the first electric motor M1 is rotated in idle and by a no-load state, to maintain the engine speed N _E at zero or substantially zero as needed by the electric CVT function of the differential portion 11 (differential action).

  In addition, the hybrid control means 86 is configured so that the electric energy from the first electric motor M1 and the third electric motor M3 by the electric path described above and So-called torque assist for assisting the power of the engine 8 by supplying electric energy from the power storage device 56 to the second electric motor M2 and driving the second electric motor M2 to apply torque to the drive wheels 34. Is possible. Therefore, the engine traveling of the present embodiment includes a case where the engine 8 is used as a driving power source for traveling and a case where both the engine 8 and the second electric motor M2 are used as driving power sources for traveling. The motor traveling in this embodiment is traveling that stops the engine 8 and uses the second electric motor M2 as a driving force source for traveling.

  Further, the hybrid control means 86 makes the first electric motor M1 in a no-load state and freely rotates, that is, idles, so that the differential unit 11 cannot transmit torque, that is, the power transmission path in the differential unit 11 is blocked. It is possible to make the state equivalent to the state in which the output from the differential unit 11 is not generated. That is, the hybrid control means 86 can bring the differential unit 11 into a neutral state (neutral state) in which the power transmission path is electrically cut off by setting the first electric motor M1 to a no-load state.

  Further, the hybrid control means 86 puts the engine 8 in a non-driving state in order to improve fuel consumption (reduce the fuel consumption rate) at the time of coasting when the accelerator is off (coast driving) or braking by a foot brake. Then, regenerative control is performed in which the kinetic energy of the vehicle transmitted from the drive wheels 34 is converted into electric energy by the differential unit 11. Specifically, the second motor M2 is rotationally driven by the reverse driving force transmitted from the drive wheel 34 to the engine 8 side to operate as a generator, and the electric energy, that is, the second motor generated current is passed through the inverter 54. Regenerative control for charging power storage device 56 is executed. That is, the hybrid control means 86 functions as a regeneration control means for executing the regeneration control.

  The speed-increasing gear stage determining means 88 is, for example, a storage means based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the drive device 10 is in the stepped speed change state. In accordance with the shift diagram shown in FIG. 7 stored in advance in 84, it is determined whether or not the gear position to be shifted of the driving apparatus 10 is the speed-up side gear stage, for example, the fifth speed gear stage.

The switching control means 90 switches between the continuously variable transmission state and the stepped transmission state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0) based on the vehicle state. That is, the differential state and the lock state are selectively switched. For example, the switching control means 90 is a vehicle state indicated by the vehicle speed V and the required output torque T _{OUT based} on the relationship (switching diagram, switching map) shown in FIG. Based on the above, it is determined whether or not the speed change state of the drive device 10 (differential unit 11) should be switched, that is, the drive device 10 is in a continuously variable control region where the drive device 10 is in a continuously variable speed change state, or the drive device 10 Is determined to be within the stepped control region where the stepped gear shift state is set to the stepped shift state, the shift state to be switched of the drive device 10 is determined, and the drive device 10 is switched between the stepless shift state and the stepped shift state. The shift state is selectively switched to one of them.

  Specifically, when it is determined that the switching control unit 90 is within the stepped shift control region, the switching control unit 90 outputs a signal that prohibits or prohibits the hybrid control or continuously variable shift control to the hybrid control unit 86. At the same time, the step-change control means 82 is allowed to perform a shift at the time of a preset step-change. At this time, the stepped speed change control means 82 executes automatic speed change of the automatic speed changer 20 in accordance with, for example, the speed change diagram shown in FIG. For example, FIG. 2 preliminarily stored in the storage means 84 shows a combination of operations of the hydraulic friction engagement devices, that is, C0, C1, C2, B0, B1, B2, and B3 that are selected in the speed change at this time. That is, the entire drive device 10, that is, the differential unit 11 and the automatic transmission unit 20 function as a so-called stepped automatic transmission, and the gear stage is achieved according to the engagement table shown in FIG.

  For example, when the fifth gear stage is determined by the acceleration-side gear stage determining means 88, the so-called overdrive gear stage in which the gear ratio is smaller than 1.0 is obtained for the entire drive device 10. For this purpose, the switching control means 90 releases the switching clutch C0 and engages the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. Is output to the hydraulic control circuit 70. Further, when it is determined by the acceleration side gear stage determination means 88 that the gear ratio is not the fifth speed gear stage, the switching control means is obtained because a reduction gear stage having a gear ratio of 1.0 or more is obtained as the entire drive device 10. A command 90 is applied to the hydraulic control circuit 70 to engage the switching clutch C0 and release the switching brake B0 so that the differential unit 11 can function as a fixed transmission gear ratio γ0, for example, a transmission gear ratio γ0 of 1. To do. As described above, the drive control unit 90 is switched to the stepped speed change state by the switching control unit 90 and is selectively switched to be one of the two types of speed steps in the stepped speed change state. Is made to function as an auxiliary transmission, and the automatic transmission unit 20 in series with the auxiliary transmission functions as a stepped transmission, whereby the entire driving device 10 is made to function as a so-called stepped automatic transmission.

  On the other hand, when the switching control means 90 determines that the drive device 10 is in the continuously variable transmission control region for switching the drive device 10 to the continuously variable transmission state, the differential unit 11 can obtain the continuously variable transmission state as the entire drive device 10. Is output to the hydraulic control circuit 70 so as to release the switching clutch C0 and the switching brake B0 so that the continuously variable transmission can be performed. At the same time, a signal for permitting hybrid control is output to the hybrid control means 86, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 82, or For example, a signal permitting automatic shifting of the automatic transmission unit 20 is output in accordance with a shift diagram shown in FIG. In this case, automatic transmission is performed by the stepped shift control means 82 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 90 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. At the same time that a large driving force is obtained, the rotational speed input to the automatic transmission unit 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission unit 20, that is, transmission The rotational speed of the member 18 is changed steplessly, so that each gear stage has a stepless transmission ratio width. Accordingly, the gear ratio between the gear stages can be continuously changed continuously, and the drive device 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

Now, FIG. 7 will be described in detail. FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 84 that is the basis of the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates having a required output torque T _OUT as a variable. The solid line in FIG. 7 is a shift line (upshift line) for determining an upshift, and the alternate long and short dash line is a shift line (downshift line) for determining a downshift. The shift line in the shift diagram of FIG. 7 is, for example, whether or not the actual vehicle speed V has crossed the line on the horizontal line indicating the required output torque T _OUT of the automatic transmission unit 20, and is automatically This is for determining whether or not the required output torque T _OUT of the transmission unit 20 has crossed the line, that is, whether or not it has crossed the value (shift point) at which the shift on the shift line is to be executed. Are stored in advance.

7 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 90. That is, the broken line in FIG. 7 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining high output travel in which the output torque T _OUT of the automatic transmission unit 20 is high output. Is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 7, hysteresis is provided for the determination of the stepped control region and the stepless control region.

That is, FIG. 7 shows a high vehicle speed determination line and a high output travel determination stored in advance in the storage means 84 as a basis for determining whether the switching control means 90 is a stepped control area or a stepless control area. FIG. 2 is an example of a switching diagram composed of two-dimensional coordinates with a variable of a vehicle speed V and a required output torque T _OUT that is a driving force related value. In other words, the high vehicle speed determination line and the high output travel determination line are switching lines for switching the differential unit 11 between the differential state and the differential limited state. For example, the required output of the automatic transmission unit 20 Whether or not the actual vehicle speed V crosses the line on the horizontal line indicating the torque T _OUT, and whether or not the required output torque T _OUT of the automatic transmission unit 20 crosses the line on the vertical line indicating the vehicle speed V, for example, on the switching line This is for determining whether or not the value (switching point, determination vehicle speed V1 or determination output torque T1) to be switched is crossed, and is stored in advance as a series of these switching points. In addition, you may memorize | store beforehand in the memory | storage means 84 as a shift map including this switching diagram. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance with either the vehicle speed V or the output torque T _OUT as a variable. There may be.

  Further, the determination vehicle speed V1 is set such that, for example, when the driving device 10 is in a continuously variable transmission state at high speed travel, the driving device 10 is in a stepped gear shifting state at high speed traveling so as to suppress deterioration of fuel consumption. Is set to The determination torque T1 is, for example, an electric power from the first electric motor M1 in order to reduce the size of the first electric motor M1 without causing the reaction torque of the first electric motor M1 to correspond to the high output range of the engine in the high output traveling of the vehicle. It is set in accordance with the characteristics of the first electric motor M1 that can be disposed with a reduced maximum energy output.

The shift diagram, the switching diagram, or the driving force source switching diagram is not a map, for example, a judgment formula for comparing the actual vehicle speed V and the judgment vehicle speed V1, an output torque T _OUT and a judgment output torque T1. It may be stored as a judgment formula to be compared. In this case, the switching control means 90 puts the drive device 10 into the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1. Further, the switching control means 90 puts the drive device 10 into the stepped gear shift state when the vehicle state, for example, the output torque T _OUT of the automatic transmission unit 20 exceeds the judgment output torque T1.

As shown in the relationship of FIG. 7, the stepped control region is a high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1, or a high vehicle velocity region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1. Therefore, the step-variable traveling is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed traveling is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8.

As a result, for example, when the vehicle is running at low to medium speed and at low to medium power, the drive device 10 is set to a continuously variable speed and the fuel efficiency of the vehicle is ensured. However, the actual vehicle speed V exceeds the determination vehicle speed V1. In such a high speed running, the driving device 10 is in a stepped speed changing state where the driving device 10 operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 34 exclusively through a mechanical power transmission path, so that the electric continuously variable transmission. As a result, the conversion loss between the power and the electric energy generated when the power is operated is suppressed, and the fuel efficiency is improved. Further, in high-power running where the driving force-related value such as the output torque T _OUT exceeds the determination torque T1, the driving device 10 is set to a stepped transmission state in which the driving device 10 operates as a stepped transmission. Thus, the region in which the output of the engine 8 is transmitted to the drive wheels 34 to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E accompanying the upshift in the stepped automatic transmission cars can enjoy.

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 34 but also, for example, the output torque T _OUT of the automatic transmission unit 20, the engine torque T _E, and the vehicle acceleration, for example, the accelerator opening or the throttle valve opening theta _{TH (or} intake air quantity, air-fuel ratio, fuel injection amount) and the engine torque T _E which is calculated based on the engine rotational speed N _E, etc. Required (target) engine torque T _E calculated based on the actual value of the driver, the accelerator pedal operation amount or the throttle opening, etc., the required (target) output torque T _{OUT of} the automatic transmission unit 20, the required driving force, etc. May be an estimated value. Further, the drive torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the drive wheel 34, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

  As described above, the differential unit 11 (drive device 10) of the present embodiment can be selectively switched between the continuously variable transmission state and the stepped transmission state (constant transmission state), and the vehicle state is determined by the switching control means 90. Based on this, the shift state to be switched of the differential unit 11 is determined, and the differential unit 11 is selectively switched between the continuously variable shift state and the stepped shift state. In the present embodiment, the hybrid control means 86 executes motor travel or engine travel based on the vehicle state.

  When the control unit of an electric system such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission is broken or its function is lowered, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Degradation of equipment related to the electric path until it is converted into dynamic energy, that is, failure (failure) of the first electric motor M1, the second electric motor M2, the inverter 54, the power storage device 56, the transmission line connecting them, etc. When the vehicle state is such that a functional deterioration due to low temperature occurs, the switching control means 90 preferentially sets the drive device 10 to the stepped gear shifting state in order to ensure vehicle travel even in the continuously variable control region. Also good.

  Further, the hybrid control means 86 operates (operates) each of the first electric motor M1, the second electric motor M2, and the third electric motor M3 so that the transmission efficiency of the differential unit 11 to the driving device 10 as a whole becomes as high as possible. State, operating point). Specifically, power running (drive) to regeneration (power generation) of the first electric motor M1, the second electric motor M2, and the third electric motor M3 are controlled so that the transmission efficiency is as high as possible. Hereinafter, such control will be described in detail with reference to FIGS. 9 to 17.

FIG. 9 shows the torque and power flow of each motor M in the power circulation state for a configuration in which the third motor M3 is not provided, that is, a conventional electric differential unit having only the first motor M1 and the second motor M2. It is a figure explaining, the torque (operation state, power running thru | or regeneration) of each electric motor M is shown by the arrow, and the flow of electric energy is shown by the white arrow, respectively. FIG. 10 is a diagram showing the relationship between the input / output rotational speed ratio i (= engine rotational speed N _E / transmission member rotational speed N ₁₈ ) and theoretical transmission efficiency in the prior art. FIG. 9 shows, for example, when the first electric motor M1 is in the reverse power running state in which the vehicle speed V is higher than a predetermined speed and the like, that is, the second electric motor M1 performs regenerative power generation. The power circulation state in which the electric power generated by the electric motor M2 is supplied to the first electric motor M1 is shown. This power circulation state corresponds to a range in which the input / output rotational speed ratio i in FIG. 10 is about 0.7 or less. In this power circulation state, the second electric motor M2 to the first electric motor decrease as the input / output rotational speed ratio i decreases. The amount of power supplied to M1 increases, and accordingly, the transmission efficiency decreases as shown in FIG.

In FIG. 10, the state where the theoretical transmission efficiency is the maximum “1” is a state where the first motor rotation speed N _M1 is set to zero and neither regeneration nor power running is performed in the first motor M1. In this state, all the power is mechanically transmitted to the transmission member 18 without passing through the electrical path, and the loss due to the electrical path described above becomes zero. This state is, in the differential unit 11 in the diagram of FIG 3, a state where the rotation speed of the state, that the second rotary element RE2 first electric motor speed N _M1 is zero becomes zero, and the so-called mechanical point Called. The input / output rotational speed ratio i when the theoretical transmission efficiency is the maximum “1” corresponds to the speed ratio γ0 of the differential section 11 in the state of being the mechanical point.

FIG. 11 shows, as an example of the relationship between the input / output rotational speed ratio i and the logic transmission efficiency in the differential section 11 of this embodiment, the ratio of the power generated by the third electric motor M3 and the output of the engine 8 (= M3 generated power). / Engine power) is a diagram showing the relationship when 0.25, the relationship according to the configuration of the present embodiment, that is, the relationship corresponding to the configuration in which power generation or powering can be performed by the third electric motor M3 is shown by a solid line and compared Therefore, the relationship according to the configuration of the prior art, that is, the relationship not using the third electric motor M3 is indicated by a broken line. FIG. 12 is a diagram for explaining the torque and power flow of each motor M in the power circulation state within the range shown in FIG. 11A, that is, the range where the input / output rotational speed ratio i is less than about 0.55. The arrows indicate the torque (operating state, power running or regeneration) of each motor M, and the white arrows indicate the flow of electrical energy. FIG. 13 shows the torque and power flow of each motor M in the power circulation state within the range shown in FIG. 11B, that is, the range where the input / output rotational speed ratio i is about 0.55 or more and less than about 0.7. FIG. 13 is an explanatory diagram, and the torque of each motor M is indicated by arrows as in FIG. 12, and the flow of electric energy is indicated by white arrows. In these FIGS. 12 and 13, Pg is output, _{T E} is engine torque output of the first electric motor M1, the Pm output of the second electric motor M2, Ps is the third electric motor M3, Tg is the first electric motor M1 Torque, Tm represents the torque of the second electric motor M2, Ts represents the torque of the third electric motor M3, and η represents the power-power conversion efficiency.

  As shown in FIG. 12, the hybrid control means 86 preferably operates in the range shown in FIG. 11A, that is, in the power circulation state where the input / output rotational speed ratio i is less than about 0.55. The electric motor M2 and the third electric motor M3 are operated so as to generate electric power by regeneration, and electric energy generated by the second electric motor M2 and the third electric motor M3 is supplied to the first electric motor M1, and the first electric motor M1 Is controlled so as to be powered by negative rotation. By such control, as shown in FIG. 11, the transmission efficiency of the differential section 11 is improved as compared with the control of the prior art. Further, in the power circulation state in the range shown in FIG. 11B, that is, in the range where the input / output rotational speed ratio i is about 0.55 or more and less than about 0.7, as shown in FIG. 13, the third electric motor M3 Is operated so as to generate electric power by regeneration, and electric energy generated by the third electric motor M3 is supplied to the first electric motor M1 and the second electric motor M2, and the first electric motor M1 is powered by negative rotation. It is preferable that the second electric motor M2 is operated so as to be powered by forward rotation. However, as shown in FIG. 11, in the range where the input / output rotational speed ratio i is about 0.6 or more, the transmission efficiency is higher in the conventional control, that is, the control without using the third electric motor M3. Get higher.

  The hybrid control means 86 is preferably configured such that the transmission efficiency of the differential unit 11 is not generated by the third electric motor M3 as in the range where the input / output rotational speed ratio i is about 0.6 or more in FIG. Is increased, the power generation by the third electric motor M3 is not executed, and the differential state of the differential unit 11 is controlled by the electric path formed by the first electric motor M1 and the second electric motor M2. On the other hand, in the state where the input / output rotational speed ratio i is less than about 0.6 in FIG. 11, the state where power is generated by the third motor M3 as compared to the state where power is not generated by the third motor M3. When the transmission efficiency becomes high, the operation of the third electric motor M3 is controlled so as to generate power. Preferably, the first electric motor M1 or the second electric motor M2 is configured to generate electric power when the transmission efficiency of the third electric motor M3 is higher than that in which electric power is generated by the third electric motor M2. 3 Controls the operation of the motor M3.

  FIG. 14 shows the input / output rotational speed ratio i in the differential section 11 at each ratio when the ratio between the power generated by the third electric motor M3 and the output of the engine 8 (= MG3 generated power / engine power) is changed. It is a figure which shows the relationship with logic transmission efficiency. In the configuration as in this embodiment, the relationship between the input / output rotational speed ratio i and the logic transmission efficiency changes according to the ratio between the electric power generated by the third electric motor M3 and the output of the engine 8, for example, the ratio is changed from zero to zero. When changing by 0.1 to 1.0, the relationship in each ratio is as shown in FIG. As shown in FIG. 14, the ratio at which the transmission efficiency of the differential section 11 is maximized differs depending on the input / output rotational speed ratio i. When the input / output rotational speed ratio i is about 0.6, power generation by the third electric motor M3 is performed. When the ratio between the force and the output of the engine 8 is 0.2, the maximum value is about 0.97. When the input / output rotational speed ratio i is about 0.5, the maximum value is about 0.93 when the ratio between the power generated by the third electric motor M3 and the output of the engine 8 is 0.3. When the input / output rotational speed ratio i is about 0.4, the maximum value is about 0.91 when the ratio of the power generated by the third electric motor M3 and the output of the engine 8 is 0.4 or 0.5. . In FIG. 14, values at which the transmission efficiency of the differential unit 11 is maximized are connected by a thin broken line.

  FIG. 15 is a diagram illustrating a relationship corresponding to a value at which the transmission efficiency of the differential unit 11 is maximized, which is indicated by a thin broken line in FIG. 14, that is, a relationship for improving the transmission efficiency of the differential unit 11 as much as possible. . For comparison, the relationship corresponding to the control by the conventional control, that is, the control corresponding to the control without using the third electric motor M3 is indicated by a thin broken line. The hybrid control means 86 preferably controls the power generation amount of the third electric motor M3 so as to increase the power transmission efficiency of the differential unit 11 as much as possible. That is, the power generation amount of the third electric motor M3 with respect to the output of the engine 8 is determined so that the transmission efficiency of the differential unit 11 takes a value as indicated by a solid line in FIG. Further, when the third electric motor M3 generates electric power, the amount of electric power generated by the third electric motor M3 is determined within a range in which the load of the third electric motor M3 does not exceed a predetermined value (upper limit value). With such control, it can be seen that, for example, when the input / output rotational speed ratio i is about 0.4, there is an efficiency improvement effect of about 7.5% compared to the control of the prior art. That is, the transmission efficiency of the differential section 11 can be improved as the input / output speed ratio i becomes a lower value as compared with the conventional control shown by the broken line in FIG.

  FIG. 16 is a diagram comparing the electric path amount (power circulation amount) between this example and the prior art in order to explain the improvement in transmission efficiency by the control of this example. FIG. 16 shows a value obtained by dividing each output or power generation amount by the engine output Pe for non-dimensionalization. The output Pg (/ Pe) of the first electric motor M1 in the prior art is indicated by a short broken line. The long broken line represents the output Pm (/ Pe) of the second electric motor M2 in the prior art, the two-dot chain line represents the output Pg (/ Pe) of the first electric motor M1 in the present embodiment, and the one-dot chain line represents the second output in the present embodiment. The output Pm (/ Pe) of the electric motor M2 and the output Ps (/ Pe) of the third electric motor M3 in this embodiment are shown by solid lines, respectively. In the power circulation state, the electric energy generated by the second electric motor M2 is supplied to the first electric motor M1 and used for powering by the first electric motor M1. The amount of electric energy supplied from the second electric motor M2 to the first electric motor M1, that is, the electric path amount, corresponds to the difference between the output of the first electric motor M1 and the output of the second electric motor M2 shown in FIG. As shown in FIG. 16, in the control of this embodiment, the electric path amount is smaller than that of the prior art in the range where the input / output rotational speed ratio i is less than about 0.7. It can be seen that the amount of electrical path can be reduced as the output rotation speed ratio i decreases. This is because, in the control of this embodiment, a part of the electric path constituted by the first electric motor M1 and the second electric motor M2 is handled by appropriately generating electric power by the third electric motor M3. By setting the power generation amount of the three electric motor M3 to a suitable value, the transmission efficiency of the differential section 11 can be improved as much as possible.

  FIG. 17 shows the relationship between the input / output rotational speed ratio i corresponding to the gear position in the automatic transmission unit 20 and the theoretical transmission efficiency, as the entire drive device 10 composed of the differential unit 11 and the automatic transmission unit 20. FIG. The solid lines at the respective shift speeds 1st to 4th in FIG. 17 indicate the relationship corresponding to the solid line in FIG. 15, that is, the relationship that improves the transmission efficiency by the control of this embodiment as much as possible. , That is, a relationship corresponding to control when the third electric motor M3 is not used. As shown in FIG. 17, the relationship of maximizing the transmission efficiency of the entire drive device 10 composed of the differential unit 11 and the automatic transmission unit 20 is as follows. The operation (power generation amount) of the third electric motor M3 that maximizes the transmission efficiency is determined corresponding to each shift stage, depending on the established shift stage. The hybrid control means 102 preferably transmits the transmission as a whole composed of the differential unit 11 and the automatic transmission unit 20 based on the transmission ratio (speed stage) of the automatic transmission unit 20 based on a predetermined relationship. The operation of the third electric motor M3 is controlled so that the efficiency is as high as possible. That is, the regeneration or power running by the third electric motor M3, the amount of power generation thereof, and the like are controlled so that the input / output speed ratio i and the transmission efficiency have a relationship shown by a solid line in FIG.

  By the way, the third electric motor M3 is always operable, and the control of the present embodiment for improving the transmission efficiency as much as possible using the third electric motor M3 is not necessarily performed. If it does so, the transmission efficiency of the differential part 11 will be changed with the case where the 3rd electric motor M3 is operated, and the case where it is not operated. Accordingly, as the transmission efficiency of the differential unit 11 changes, the input / output speed ratio i and the transmission efficiency in the entire drive device 10 are in a relationship as shown by a solid line in FIG. It can be changed according to the relationship shown. Since the relationship between the input / output speed ratio i and the transmission efficiency is changed in this way, a shift line (shift point) for using a gear stage at which the transmission efficiency of the drive device 10 becomes as high as possible is used as the differential unit 11. The transmission efficiency changes as the transmission efficiency changes.

  Further, since the relationship between the input / output speed ratio i and the transmission efficiency is changed as described above, that is, the relationship between the vehicle speed V and the loss due to the electric path is changed, the differential unit 11 is in the differential limited state. Among the conflicting matters between the fuel efficiency improvement effect when the mechanical transmission path is exclusively configured and the fuel efficiency improvement effect when the differential portion 11 is in the differential state and the engine 8 is in the efficient operation state The determination vehicle speed V1 (switching point) for determining the switching between the differential state and the differential limited state based on the switching line for obtaining the fuel efficiency improvement effect, that is, the actual vehicle speed V, is transmitted to the differential unit 11. It will change (shift) as the efficiency is changed.

  18 is a diagram corresponding to the relationship in FIG. 17, the broken line is the relationship between the input / output speed ratio i and the transmission efficiency when the third motor M3 is not operated, and the solid line is the case where the third motor M3 is operated. Between the input / output speed ratio i and the transmission efficiency, the one-dot chain line indicates the upshift speed change point when the third motor M3 is not operated, and the two-dot chain line indicates that the third motor M3 is operated and the transmission efficiency is improved. It is a figure which shows each upshift speed point when being done. In this way, each upshift shift point for using the gear position at which the transmission efficiency of the drive device 10 becomes as high as possible in accordance with the change in the transmission efficiency deviates. As can be seen from FIG. 18, since the third electric motor M3 is operated on the side where the input / output speed ratio i becomes smaller at the same shift speed and the transmission efficiency is improved, the transmission efficiency is as much as possible. Each shift point for using a higher shift stage shifts to a direction in which the input / output speed ratio i decreases, that is, to the higher vehicle speed side so that the lower shift stage is used until the input / output speed ratio i becomes smaller. .

  In FIG. 18, a long broken line represents a switching point (determination vehicle speed) when the third electric motor M3 is not operated, and a short broken line (dotted line) represents the transmission efficiency when the third electric motor M3 is operated. The switching points (determination vehicle speed) when the vehicle speed is improved are shown respectively. Thus, the switching point (determination vehicle speed) for making the fuel consumption of the vehicle as high as possible matches the change in transmission efficiency. As apparent from FIG. 18, the third electric motor M3 is operated on the side where the input / output speed ratio i becomes smaller, that is, the higher vehicle speed side, and the transmission efficiency is improved, that is, the loss due to the electric path is reduced. Therefore, the switching point (determination vehicle speed) for making the fuel consumption as high as possible is set so that the differential unit 11 is in a differential state up to the higher vehicle speed side, that is, the differential unit on the higher vehicle speed side. 11 is shifted to a direction in which the input / output speed ratio i decreases, that is, to the high vehicle speed side so that the differential limit state is set. Therefore, the stepped control region (lock region) of the drive device 10 is made smaller as the transmission efficiency of the differential unit 11 (drive device 10) is improved.

  Therefore, in the present embodiment, the shift line of the automatic transmission unit 20 is changed based on the change in the transmission efficiency of the differential unit 11 so that the gear position where the transmission efficiency of the drive device 10 is as high as possible is used. For example, when the transmission efficiency of the differential unit 11 is improved by the operation of the change speed change line, that is, the operation of the third electric motor M3 in consideration of the change of the transmission efficiency of the differential unit 11, the transmission efficiency of the drive device 10 is basically The third electric motor M3 is operated so that the preset shift speed line to be higher than when using the shift line is used so that the low vehicle speed side shift stage is used until the input / output speed ratio i becomes smaller. The basic shift line on the premise that the motor cannot be operated, that is, the higher vehicle speed side than the preset basic shift line for making the transmission efficiency of the drive device 10 as high as possible when the third electric motor M3 is not operated. Changed to Of course, the basic shift line and the change-time shift line are set between the shift stages, but the up-shift line and the down-shift line between the shift stages are the basic shift line and the change-time shift line. Each is set with a predetermined hysteresis as in the shift diagram of FIG.

  Similarly, in this embodiment, switching between the differential state and the differential limited state of the differential unit 11 based on the change in the transmission efficiency of the differential unit 11 so that the fuel consumption of the vehicle becomes as high as possible. Change the switching line (high vehicle speed judgment line) for judging. FIG. 19 is a diagram illustrating an example of setting a switching line (high vehicle speed determination line) for determining switching between the differential state and the differential limit state of the differential unit 11, that is, an example of setting a lock region. The long broken line indicates a switching line when the third electric motor M3 is not operated, and the short broken line (dotted line) indicates a switching line when the third electric motor M3 is operated. The switching line indicated by the long broken line of this line is a basic switching line based on the premise that the third electric motor M3 is not operated, that is, when the third electric motor M3 is not operated, the fuel consumption of the drive device 10 is possible. A basic switching line that is set in advance, for example, a fuel efficiency improvement effect when the differential portion 11 is in the differential restriction state, and a fuel efficiency improvement effect when the differential portion 11 is in the differential state This is a preset basic switching line for obtaining a fuel efficiency improvement effect when the third electric motor M3 is not operated. The switching line indicated by a short broken line (dotted line) of the line segment is a change-time switching line considering that the transmission efficiency of the differential unit 11 changes, that is, the transmission efficiency of the differential unit 11 by the operation of the third electric motor M3. This is a preset change-time switching line for making the fuel efficiency of the drive device 10 higher than when using the basic switching line when the improvement is made. As shown in FIG. 19, the change-time switching line of the present embodiment is on the higher vehicle speed side than the basic switching line so that the differential section 11 is in a differential state until the input / output speed ratio i becomes smaller. has been edited. Accordingly, as is apparent from FIG. 19, the stepped control region (lock region) of the driving device 10 (differential unit 11) is made smaller as the transmission efficiency of the differential unit 11 is improved. FIG. 19 illustrates a switching line (lock-on line) for switching the differential unit 11 from the differential state to the differential limited state. The differential unit 11 is switched from the differential limited state to the differential state. A switching line (lock-off line) for switching is set with a predetermined hysteresis with respect to the lock-on line as in the switching diagram of FIG. In addition, the lock point on the high opening side, that is, the switching line (high output travel determination line) corresponding to the determination output torque T1 is not changed in this embodiment.

  Specifically, the electronic control unit 80 of the present embodiment is configured so that the motor operation availability determination unit 92 that determines whether the third motor M3 can be operated and the transmission efficiency of the differential unit 11 actually change. An efficiency change determining means 94 for determining whether or not the transmission speed is controlled, a shift point changing means 96 for changing the shift point of the automatic transmission section 20 based on a change in transmission efficiency of the differential section 11, and a differential section 11 Is further functionally provided with a switching point changing means 98 for changing a switching point for switching between a differential state and a differential limited state based on a change in transmission efficiency of the differential unit 11.

  The motor operation availability determination means 92 is for determining whether or not the third motor M3 is physically usable. For example, the temperature of the third motor M3 falls within a preset usable temperature range. Whether or not the third electric motor M3 can be operated is determined based on whether or not it is normal, not failed (failed), whether or not there is a limit on durability performance, etc. To do. Here, the limitation on durability performance gives priority to extending the durability of components such as the third electric motor M3, and has a function as a starter for starting the engine 8 rather than control for improving transmission efficiency in terms of durability performance. For example, when priority should be given, and the use of the third electric motor M3 is avoided in the control for improving the transmission efficiency.

  The efficiency change determination means 94 is operated so that the third electric motor M3 performs power generation by regeneration, for example, in a power circulation state, and the electric energy generated by the third electric motor M3 is supplied to the first electric motor M1, The transmission efficiency of the differential unit 11 is actually changed, that is, the transmission efficiency of the differential unit 11 based on whether or not the control is performed so that the first electric motor M1 is operated to perform powering with negative rotation. It is determined whether or not control is performed so as to be improved.

  The shift point changing means 96 is an automatic shift in which the transmission efficiency of the drive device 10 is increased with the improvement of the transmission efficiency of the differential section 11 when the transmission efficiency of the differential section 11 is improved, for example. The shift line of the automatic transmission unit 20 is changed so that the gear stage of the unit 20 is used. In other words, the shift point changing unit 96 changes the shift stage of the automatic transmission unit 20 so that a shift stage having a higher transmission efficiency of the drive device 10 that changes for each shift stage of the automatic transmission unit 20 is used.

  More specifically, the shift point changing unit 96, for example, when the third motor M3 is not operated, for example, when it is determined by the motor operation availability determination unit 92 that the third motor M3 cannot be operated. Alternatively, if the efficiency change determining means 94 determines that the transmission efficiency of the differential section 11 is not controlled to change, the basic shift based on the premise that the third electric motor M3 is not operated. The line is used as a shift line of the automatic transmission unit 20. On the other hand, when the third electric motor M3 is operated, the shift point changing unit 96 determines that the third electric motor M3 can be operated, for example, by the electric motor operation availability determination unit 92 and the efficiency change determination unit 94. If it is determined that the transmission efficiency of the differential unit 11 is controlled to change, the shift line at the time of change taking into account the change of the transmission efficiency of the differential unit 11 is changed to the automatic transmission unit 20. Used as a shift line.

  For example, when the transmission efficiency of the differential unit 11 is improved, the switching point changing unit 98 is a region in which the differential unit 11 is in a differential limited state compared to when the transmission efficiency is not improved, that is, stepped control. The switching line (high vehicle speed determination line) is changed to the high vehicle speed side so that the region (lock region) is reduced.

  More specifically, the switching point changing means 98 is when the third electric motor M3 is not operated, for example, when the operation of the third electric motor M3 is determined to be impossible by the electric motor operation availability determination means 92, for example. Alternatively, when it is determined by the efficiency change determination means 94 that the transmission efficiency of the differential section 11 is not controlled to change, the basic switching based on the premise that the third motor M3 is not operated. The line is used as a switching line (high vehicle speed determination line). On the other hand, when the third electric motor M3 is operated, the switching point changing unit 98 determines that the third electric motor M3 can be operated by, for example, the electric motor operation availability determination unit 92 and the efficiency change determination unit 94. When it is determined that the transmission efficiency of the differential section 11 is controlled to change, the change-time switching line considering the change of the transmission efficiency of the differential section 11 is changed to the switching line (high vehicle speed). Used as a judgment line).

  FIG. 20 shows a switching line for switching the differential unit 11 between a differential state and a differential limited state based on a change in the transmission efficiency of the control unit of the electronic control unit 80, that is, the differential unit 11. 7 is a flowchart for explaining a control operation for changing a high vehicle speed determination line), and is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds.

  In FIG. 20, first, in step (hereinafter, step is omitted) S10 corresponding to the motor operation availability determination means 92, for example, whether or not the temperature of the third electric motor M3 is within a preset usable temperature range. Based on the above, it is determined whether or not the third electric motor M3 can be operated. If it is determined that the operation of the third electric motor M3 is possible and the determination in S10 is affirmative, in S20 corresponding to the efficiency change determination means 94, for example, control for operating the third electric motor M3 in the power circulation state is performed. It is determined whether or not the transmission efficiency of the differential section 11 is actually controlled based on whether or not it is being executed.

  If it is determined that the transmission efficiency of the differential section 11 is controlled to change and the determination of S20 is affirmed, in S30 corresponding to the switching point changing means 98, for example, the transmission efficiency of the differential section 11 is The change-time switching line considering the change is used as a switching line (high vehicle speed determination line). That is, a stepped control region (lock region) is set in consideration of a change in transmission efficiency of the differential unit 11. On the other hand, it is determined that the operation of the third electric motor M3 is impossible and the determination in S10 is denied, or it is determined that the transmission efficiency of the differential unit 11 is not controlled to change and the above S20. In S40 corresponding to the switching point changing means 98, for example, the basic switching line based on the assumption that the third electric motor M3 is not operated is used as a switching line (high vehicle speed determination line). It is done. That is, the basic lock region is set on the assumption that the third electric motor M3 is not operated.

  As described above, according to the present embodiment, in the electronic control device 80 of the driving device 10 including the differential unit 11 and the differential limiting device (switching brake B0, switching clutch C0), the difference is caused by the switching point changing unit 98. Since the switching point (determination vehicle speed) for switching the moving part 11 between the differential state and the differential limited state is changed based on the change in the transmission efficiency of the differential part 11, the transmission of the differential part 11 is temporarily assumed. Even if the efficiency is changed, for example, when the differential unit 11 is in the differential limited state and the mechanical transmission path is exclusively configured, the fuel efficiency improvement effect and the differential unit 11 are in the differential state. Among the conflicting matters with the fuel efficiency improvement effect when 8 is in an efficient driving state, it is possible to use a switching point that can obtain a fuel efficiency improvement effect more. Therefore, fuel efficiency can be improved by performing switching control between the differential state and the differential limited state in the differential unit 11 in consideration of the change in transmission efficiency of the differential unit 11.

  Further, according to the present embodiment, the switching point changing unit 98 places the differential unit 11 in the differential limited state when the transmission efficiency of the differential unit 11 is improved, compared with when the transmission efficiency is not improved. Since the switching point (determination vehicle speed), that is, the switching line (high vehicle speed determination line) is changed so that the area to be reduced is reduced, when the transmission efficiency of the differential unit 11 is improved, the differential unit 11 is A switching point (determination vehicle speed) is used in which the fuel consumption is improved by switching to the differential state as it is without switching to the dynamic limit state and setting the engine in an efficient driving state.

  Further, according to the present embodiment, the change in the transmission efficiency of the differential unit 11 is a change due to the operation of the third electric motor M3, and accordingly, the first electric motor M1, the second electric motor M2, and the third electric motor M3 generate power appropriately. By controlling to perform power running, it is possible to improve the transmission efficiency particularly in the power circulation state in which the electric power generated by the second electric motor M2 is supplied to the first electric motor M1. When the transmission efficiency of the differential unit 11 is changed by the operation of the third electric motor M3, for example, when the differential unit 11 is switched between the differential limited state and the differential state, the fuel consumption improvement effect It is possible to use a switching point (determination vehicle speed) from which can be obtained more.

  Further, according to the present embodiment, the third electric motor M3 is operated in addition to the operation of the first electric motor M1 and the second electric motor M2 when the transmission efficiency of the differential unit 11 is improved. When the third electric motor M3 is not operated, the changing means 98 is configured to set the basic switching that is set in advance so that the fuel consumption of the drive device 10 is as high as possible when the third electric motor M3 is not operated. When the third electric motor M3 is operated while the line is used as a switching line (high vehicle speed determination line), the driving device is improved when the transmission efficiency of the differential unit 11 is improved by the operation of the third electric motor M3. When the third electric motor M3 is not operated, the change-time switching line set in advance for increasing the fuel consumption of 10 as compared with the case where the basic switching line is used is used as the switching line (high vehicle speed determination line). Is the fuel consumption of the drive unit 10 Wherein the as high as possible basic switching line is used. In addition, when the transmission efficiency of the differential unit 11 is improved by the operation of the third electric motor M3, the change time switching line is used in which the fuel consumption of the drive device 10 is higher than when the basic switching line is used.

  In addition, according to the present embodiment, the automatic transmission unit 20 that further constitutes a part of the power transmission path from the engine 8 to the drive wheels 34 is further provided, and the automatic transmission unit 20 is changed in accordance with the change in the transmission efficiency of the differential unit 11. The transmission efficiency of the drive device 10 is changed for each of the transmission gear ratios, and the transmission point changing means 96 automatically changes the transmission speed so that the transmission ratio of the drive device 10 that changes for each transmission gear ratio is increased. Since the shift point of the unit 20 is changed, a gear ratio is used that improves the transmission efficiency of the drive device 10 when the transmission efficiency of the differential unit 11 changes.

  Further, according to the present embodiment, the automatic transmission unit 20 is a stepped automatic transmission, and therefore, in a practical drive device 10 including the automatic transmission unit 20 that functions as a stepped automatic transmission. Even if the transmission efficiency of the differential unit 11 is changed, for example, when the differential unit 11 is switched between the differential limited state and the differential state, a switching line (high vehicle speed) that provides a better fuel efficiency effect. Determination line) can be used.

  Further, according to the present embodiment, the differential section 11 operates as an electrical continuously variable transmission by controlling the operating state of the first electric motor M1, and thus functions as an electrical continuously variable transmission. Even if the transmission efficiency of the differential unit 11 is changed in the practical drive device 10 including the differential unit 11, for example, the differential unit 11 is switched between the differential limited state and the differential state. Sometimes it is possible to use a switching line (high vehicle speed determination line) from which a better fuel economy can be obtained. In addition, the driving torque output from the differential unit 11 can be changed smoothly.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  FIG. 21 is a skeleton diagram illustrating the configuration of the drive device 110 according to another embodiment of the present invention, and FIG. 22 is an engagement table showing combinations of operations of the hydraulic friction engagement device used for the speed change operation of the drive device 110. FIG. 23 is a collinear diagram illustrating the speed change operation of the driving device 110.

  The drive device 110 includes a differential unit 11 including a first electric motor M1, a power distribution mechanism 16, a second electric motor M2, and a third electric motor M3, and the differential unit 11 and an output shaft, as in the above-described embodiment. And a forward three-stage automatic transmission unit 120 that is connected in series with the transmission member 18 via the transmission member 18. The power distribution mechanism 16 includes, for example, a single pinion type differential planetary gear device 24 having a predetermined gear ratio ρ0 of about “0.418”, a switching clutch C0, and a switching brake B0. The automatic transmission unit 120 includes, for example, a single pinion type first planetary gear device 126 having a predetermined gear ratio ρ1 of about “0.532” and a single pinion type having a predetermined gear ratio ρ2 of, for example, “0.418”. The second planetary gear device 128 is provided. The first sun gear S1 of the first planetary gear device 126 and the second sun gear S2 of the second planetary gear device 128 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2. The first carrier CA1 of the first planetary gear device 126 and the second ring gear R2 of the second planetary gear device 128 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1. The first ring gear R1 is selectively connected to the transmission member 18 via the first clutch C1, and the second carrier CA2 is selectively connected to the case 12 via the second brake B2.

  In this way, the automatic transmission unit 120 and the differential unit 11 (transmission member 18) are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 120. It is connected. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 120, that is, a power transmission path from the differential unit 11 (transmission member 18) to the drive wheels 34. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. In other words, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is in a state capable of transmitting power, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

In the drive device 110 configured as described above, for example, as shown in the engagement operation table of FIG. 22, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio can be obtained for each gear stage. ing. In particular, in the present embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above by engaging one of the switching clutch C0 and the switching brake B0. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the driving device 110, the differential unit 11 and the automatic transmission unit 120 which are brought into the constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0 operate as a stepped transmission. A speed change state is configured, and the differential part 11 and the automatic speed change part 120 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the driving device 110 is switched to the stepped speed change state by engaging any one of the switching clutch C0 and the switching brake B0, and is not operated by engaging neither the switching clutch C0 nor the switching brake B0. It is switched to the step shifting state.

  For example, when the drive device 110 functions as a stepped transmission, as shown in FIG. 22, the gear ratio γ1 is set to a maximum value, for example, by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. The first speed gear stage which is about “2.804” is established, and the gear ratio γ2 is smaller than the first speed gear stage due to the engagement of the switching clutch C0, the first clutch C1 and the first brake B1. For example, the second speed gear stage of about “1.531” is established, and the gear ratio γ3 is smaller than the second speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. The third speed gear stage having a value of, for example, about “1.000” is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ4 to be greater than the third speed gear stage. Small value Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, all clutches and brakes C0, C1, C2, B0, B1, B2, and B3 are released.

On the other hand, when drive device 110 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 22 are released. Thus, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 120 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 120 are achieved. For each gear, the input rotational speed N _IN of the automatic transmission unit 120, that is, the transmission member rotational speed N ₁₈ is changed steplessly, and each gear step has a stepless speed ratio width. Accordingly, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the drive device 110 as a whole can be obtained continuously.

  FIG. 23 is a diagram illustrating a drive unit 110 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 120 that functions as a stepped transmission unit or a second transmission unit. The collinear chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs is shown. When the switching clutch C0 and the switching brake B0 are released, and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speed of each element of the power distribution mechanism 16 (differential portion 11) is the same as that described above. It is.

  The four vertical lines Y4, Y5, Y6, and Y7 of the automatic transmission unit 120 in FIG. 23 correspond to the fourth rotating element (fourth element) RE4 and are connected to each other in order from the left. The second sun gear S2, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the first carrier CA1 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other A two-ring gear R2 represents a first ring gear R1 corresponding to a seventh rotating element (seventh element) RE7. Further, in the automatic transmission unit 120, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, so that the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is connected to the output shaft 22 of the automatic transmission unit 120, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

In the automatic transmission unit 120, as shown in FIG. 23, when the first clutch C1 and the second brake B2 are engaged, the intersection of the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 and the horizontal line X2 And an oblique straight line L1 passing through the intersection of the vertical line Y5 indicating the rotational speed of the fifth rotational element RE5 and the horizontal line X1, and a vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 connected to the output shaft 22. The rotational speed of the output shaft 22 at the first speed (1st) is shown at the intersection of. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed (2nd) is shown, and the sixth rotation connected to the output shaft 22 and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 at the third speed (3rd) is shown at the intersection with the vertical line Y6 indicating the rotation speed of the element RE6. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the differential portion 11 to the seventh rotary element RE7 at the same speed as the engine speed N _E is input. On the other hand, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The fourth speed (4th) is the intersection of the horizontal straight line L4 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotation speed of the sixth rotation element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 is shown.

  Also in the present embodiment, the driving device 110 includes the differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and the automatic transmission unit 120 that functions as a stepped transmission unit or a second transmission unit. The same effects as those of the above-described embodiment can be obtained.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention can be implemented combining an Example mutually and is applied also in another aspect.

  For example, in the above-described embodiment, the switching line for switching the differential unit 11 between the differential state and the differential limited state based on whether or not the third electric motor M3 is operated by the switching point changing unit 98. Although the (switching point) has been changed, it is not simply determined based on whether or not the third electric motor M3 is operated, but is quantitative in which the third electric motor M3 can be operated, for example, electricity based on the amount of power generation The switching line (switching point) may be changed based on the path amount (power circulation amount) or the amount of change. At this time, for example, instead of setting one of the two-stage switching lines of the basic switching line and the change-time switching line, the basic switching line and the change are changed according to the electric path amount (power circulation amount) and the change amount thereof. The switching line may be set by continuously changing between the time switching line.

  In the above-described embodiment, the change in the transmission efficiency of the differential unit 11 is caused by the operation of the third electric motor M3. However, the change is not limited to this case. For example, the power generation by the second electric motor M2 is performed. It may be due to a change in quantity. In short, the present invention can be applied to any differential unit 11 whose transmission efficiency changes.

  In the above-described embodiment, the power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0 that function as a differential limiting device. However, the switching clutch C0 and the switching brake B0 are separate from the power distribution mechanism 16. The drive device 10 may be provided. Further, a configuration in which either one of the switching clutch C0 and the switching brake B0 is not conceivable. The switching clutch C0 selectively connects the sun gear S1 and the carrier CA1, but selectively connects the sun gear S1 and the ring gear R1 or between the carrier CA1 and the ring gear R1. It may be. In short, what is necessary is just to connect any two of the three elements of the first planetary gear unit 24 to each other.

  Further, in the above-described embodiment, by controlling the operating state of the first electric motor M1, the differential unit 11 (power distribution mechanism 16) continuously changes its speed ratio γ0 from the minimum value γ0min to the maximum value γ0max. For example, the gear ratio γ0 of the differential unit 11 may be changed stepwise using a differential action instead of continuously. Good.

  In the driving device 10 of the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 may be connected to the differential unit 11 via an engagement element such as a clutch. .

  In the driving apparatus 10 of the above-described embodiment, the first electric motor M1 and the second rotating element RE2 are directly connected, the second electric motor M2 and the third rotating element RE3 are directly connected, and the third electric motor M3. Are directly connected to the first rotating element RE1, but the first electric motor M1 is connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor M2 is connected to the third rotating element RE3 as a clutch. The third electric motor M3 may be connected to the first rotating element RE1 via an engagement element such as a clutch.

  In the above-described embodiment, the automatic transmission units 20 and 120 are connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheels 34, but next to the automatic transmission units 20 and 120. The order in which the differential units 11 are connected may be used. In short, the automatic transmission units 20 and 120 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 34.

  Further, according to FIGS. 1 and 21 of the above-described embodiment, the differential unit 11 and the automatic transmission units 20 and 120 are connected in series, but the differential state can be electrically changed as the entire drive device 10. If the electric differential function and the function of shifting according to a principle different from the shift by the electric differential function are provided, the differential unit 11 and the automatic transmission units 20 and 120 are not mechanically independent. The present invention also applies.

  In the above-described embodiment, the power distribution mechanism 16 is a single planetary, but may be a double planetary.

  The power distribution mechanism 16 serving as the differential mechanism of the above-described embodiment includes, for example, a pinion that is rotationally driven by an engine and a pair of bevel gears that mesh with the pinion, the first electric motor M1 and the transmission member 18 (second electric motor M2). It may be a differential gear device operatively connected to the motor.

  In the above-described embodiment, the engine 8 is connected to the first rotating element RE1 constituting the differential planetary gear unit 24 so that power can be transmitted, and the first motor M1 is transmitted to the second rotating element RE2. The power transmission path to the drive wheel 34 is connected to the third rotating element RE3, but, for example, two or more planetary gear devices are connected to each other by some rotating elements constituting the third rotating element RE3. The engine, the electric motor, and the driving wheel are connected to the rotating element of the planetary gear device so as to be able to transmit power, and the stepped transmission is controlled by the clutch or brake connected to the rotating element of the planetary gear device. The present invention is also applied to a configuration that can be switched to a continuously variable transmission.

  Further, in the above-described embodiment, the automatic transmission units 20 and 120 are inserted in the power transmission path between the differential member 11, that is, the transmission member 18 that is an output member of the power distribution mechanism 16 and the drive wheel 34. However, for example, a continuously variable transmission (CVT) which is a kind of automatic transmission and a continuously meshing parallel two-shaft type well known as a manual transmission, the gear stage is automatically switched by a select cylinder and a shift cylinder. Other types of power transmission devices (transmissions) may be provided, such as an automatic transmission that can be operated, and a synchronous mesh type manual transmission in which the gear position is switched by manual operation. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear positions in the stepped transmission, and the automatic transmission units 20 and 120 are used by using the plurality of fixed gear ratios. Shifting may be performed. Further, the present invention can be applied even if the automatic transmission units 20 and 120 are not necessarily provided.

  In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited thereto, and the engine 8 or the transmission member 18 to the drive wheels 34 are not limited thereto. It may be directly or indirectly connected to the power transmission path between them via a transmission, a planetary gear device, an engagement device or the like.

  In the power distribution mechanism 16 of the above-described embodiment, the differential carrier CA0 is connected to the engine 8 and the third electric motor M3, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected. Although connected to the transmission member 18, the connection relationship is not necessarily limited thereto, and the engine 8, the third electric motor M 3, the first electric motor M 1, and the transmission member 18 are connected to the differential planetary gear unit 24. The three elements CA0, S0, and R0 may be connected.

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected, for example, via a gear, a belt, or the like, and needs to be disposed on a common axis. Absent.

  In the above-described embodiment, the first electric motor M1, the second electric motor M2, and the third electric motor M3 are disposed concentrically with the input shaft 14, and the first electric motor M1 is connected to the differential unit sun gear S0, The electric motor M2 is connected to the transmission member 18, and the third electric motor M3 is connected to the differential carrier CA0. However, the electric motor M2 is not necessarily arranged as such, and is operated via, for example, a gear, a belt, a speed reducer, or the like. For example, the first electric motor M1 may be connected to the differential part sun gear S0, the second electric motor M2 may be connected to the transmission member 18, and the third electric motor M3 may be connected to the differential part carrier CA0 or the engine 8.

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

  Further, the power distribution mechanism 16 of the above-described embodiment is composed of a pair of differential planetary gear devices 24, but is composed of two or more planetary gear devices in a non-differential state (constant shift state). It may function as a transmission having three or more stages.

  Further, the second electric motor M2 of the above-described embodiment is connected to the transmission member 18 that constitutes a part of the power transmission path from the engine 8 to the drive wheel 34, but the second electric motor M2 is connected to the power transmission path. In addition, the power distribution mechanism 16 can be connected to the power distribution mechanism 16 through an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 is changed by the second electric motor M2 instead of the first electric motor M1. The configuration of the drive device 10 that can be controlled may be used.

  In the above-described embodiment, the differential unit 11 includes the first electric motor M1, the second electric motor M2, and the third electric motor M3, but the first electric motor M1, the second electric motor M2, and the third electric motor M3. May be provided in the driving device 10 separately from the differential unit 11.

  Further, in the above-described embodiment, the hydraulic friction engagement devices such as the first clutch C1, the switching clutch C0, and the switching brake B0 are a magnetic type such as a powder (magnetic) clutch, an electromagnetic clutch, and a meshing type dog clutch, You may be comprised from the electromagnetic type and the mechanical engagement apparatus. For example, in the case of an electromagnetic clutch, the hydraulic control circuit 70 is constituted by a switching device, an electromagnetic switching device, or the like that switches an electrical command signal circuit to the electromagnetic clutch, not a valve device that switches an oil passage.

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

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation of an automatic transmission unit provided in the vehicle drive device of FIG. 1 and a combination of operations of a hydraulic friction engagement device used therefor. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the vehicle drive device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the vehicle drive device of FIG. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the vehicle drive device of FIG. 1, an example of a pre-stored shift diagram that is a basis for the shift determination of the automatic transmission unit and a pre-stored switch diagram that is a basis for the shift determination of the shift state of the drive device. It is a figure which shows an example and an example of the driving force source switching diagram memorize | stored beforehand for switching between engine driving | running | working and motor driving | running | working, Comprising: It is also a figure which shows each relationship. It is a figure showing the optimal fuel consumption rate curve of the engine of FIG. It is a figure explaining the torque and electric power flow of each electric motor in a power circulation state regarding the prior art of the structure which is not equipped with the 3rd electric motor, the torque of each electric motor is shown by an arrow, and the flow of electric energy is shown by the white arrow, respectively. ing. Corresponding to FIG. 9, it shows the relationship between the input / output rotational speed ratio and the logic transmission efficiency in the prior art. As an example of the relationship between the input / output rotational speed ratio and the logic transmission efficiency in the power distribution mechanism provided in the drive unit of FIG. 1, the ratio between the power generated by the third motor and the engine output is 0.25. It is a figure which shows a relationship. It is a figure explaining the torque and electric power flow of each electric motor in the power circulation state in the range shown in (a) of Drawing 11, ie, the range whose input-output rotational speed ratio is less than about 0.55, and shows the torque of each electric motor with an arrow. The flow of electrical energy is indicated by white arrows. It is a figure explaining the torque and electric power flow of each electric motor in the power circulation state within the range shown in (b) of FIG. 11, ie, the range where the input / output rotational speed ratio is about 0.55 or more and less than about 0.7, The torque of each electric motor indicates the flow of electric energy with white arrows. FIG. 4 is a diagram illustrating a relationship between an input / output rotational speed ratio and a logic transmission efficiency in a power distribution mechanism at each ratio when the ratio between the power generated by the third electric motor and the engine output is changed in the drive device of FIG. 1. is there. It is a figure which shows the relationship corresponding to the value from which the transmission efficiency of the power distribution mechanism shown by the thin broken line in FIG. 14 becomes the maximum, ie, the relationship which improves the transmission efficiency of the power distribution mechanism as much as possible. FIG. 5 is a diagram showing a comparison of electric path amounts between the present embodiment and the prior art in order to explain an improvement in transmission efficiency as an effect of control of the present embodiment by the electronic control device of FIG. 4. It is a figure which shows the relationship between the input / output rotational speed ratio according to the gear stage in the automatic transmission part, and theoretical transmission efficiency as the whole transmission part comprised from the power distribution mechanism and automatic transmission part shown in FIG. In the diagram corresponding to the relationship in FIG. 17, the upshift speed change point and switching point (determination vehicle speed) when the third motor is not operated, and the upshift when the third motor is operated and the transmission efficiency is improved. It is a figure which shows a gear shift point and a switching point (judgment vehicle speed), respectively. It is a figure which shows an example which sets the switching line (high vehicle speed determination line) for judging switching of the differential state of a differential part and a differential restriction | limiting state. Change the switching line (high vehicle speed judgment line) for switching the differential part between the differential state and differential limited state based on the change of transmission efficiency of the control part of the electronic control unit, that is, the differential part It is a flowchart explaining the control action for performing. FIG. 5 is a skeleton diagram illustrating a configuration of a drive device according to another embodiment of the present invention, which corresponds to FIG. 1. FIG. 22 is an operation chart for explaining a combination of operations of the hydraulic friction engagement device used for a speed change operation of the drive device of FIG. 21, corresponding to FIG. 2. FIG. 22 is a collinear diagram illustrating a relative rotational speed of each gear stage in the drive device of FIG. 21 and corresponding to FIG. 3.

Explanation of symbols

8: Engine (drive power source for running)
10, 110: Vehicle drive device 11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
20, 120: Automatic transmission 34: Drive wheel 80: Electronic control device (control device)
98: Switching point changing means B0: Switching brake (differential limiting device)
C0: Switching clutch (differential limiting device)
M1: first electric motor M2: second electric motor M3: third electric motor

Claims (7)

A differential mechanism coupled to the driving power source for traveling so as to be capable of transmitting power; and a first motor coupled to the differential mechanism so as to be capable of transmitting power; thereby controlling the operating state of the first motor. An electric differential unit in which a differential state of the differential mechanism is controlled, and a differential limiting device capable of setting the electric differential unit into a differential limiting state in which a predetermined differential state cannot be obtained; A control device for a vehicle drive device comprising:
Switching point changing means for changing a switching point for switching the electric differential section between a differential state and a differential limited state based on a change in transmission efficiency of the electric differential section; A control device for a vehicle drive device.   The switching point changing means has a region where the electric differential unit is in a differential limited state when the transmission efficiency of the electric differential unit is improved compared to when the transmission efficiency is not improved. 2. The control device for a vehicle drive device according to claim 1, wherein the switching point is changed so as to be reduced. A second electric motor coupled to a power transmission path between the electric differential section and the drive wheel so as to transmit power; and a third electric motor coupled to the driving power source for traveling so as to transmit power. ,
The first motor, the second motor, and the third motor are all configured to be able to exchange power,
3. The control device for a vehicle drive device according to claim 1, wherein the change in transmission efficiency of the electric differential unit is a change due to the operation of the third electric motor. The third electric motor is operated in addition to the operation of the first electric motor and the second electric motor when the transmission efficiency of the electric differential unit is improved,
The switching point changing means is
When the third electric motor is not operated, a preset basic switching point for increasing the fuel efficiency of the vehicle drive device as much as possible when the third electric motor is not operated is switched. While used as a point,
When the third electric motor is operated, when the transmission efficiency of the electric differential unit is improved by the operation of the third electric motor, the fuel efficiency of the vehicle drive device uses the basic switching point. The control device for a vehicle drive device according to claim 3, wherein a change point at the time of change that is set to be higher than the change point is used as the change point. Further comprising a speed change part that constitutes a part of a power transmission path from the driving force source for traveling to the driving wheel,
With the change in transmission efficiency of the electric differential unit, the transmission efficiency of the vehicle drive device is changed for each gear ratio of the transmission unit,
5. The shift point of the transmission unit is changed so that the transmission ratio with higher transmission efficiency of the vehicle drive device that changes for each transmission ratio is used. 2. A control device for a vehicle drive device according to item 1.   The control device for a vehicle drive device according to claim 5, wherein the transmission unit is a stepped automatic transmission.   The vehicle drive device according to any one of claims 1 to 6, wherein the electric differential section operates as a continuously variable transmission by controlling an operation state of the first electric motor. Control device.

Images