JP2010036741A - Controller for vehicular drive unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance fuel economy by shift-controlling a shifting part while taking a change of transmission efficiency into consideration, in a vehicular drive unit provided with an electric differential part and the shifting part. <P>SOLUTION: A electronic controller 80 of the drive unit 10 provided with the differential part 11 and the automatic shifting part 20 can use a change gear ratio capable of enhancing the transmission efficiency, even when the transmission efficiency of the whole drive unit 10 is changed in accompany with the transmission efficiency of the differential part 11, that is, even when each transmission efficiency of the differential part 11 is changed in every change gear ratio of the automatic shifting part 20, since a shift point of the automatic shifting part 20 is changed based on the change of the transmission efficiency of the differential part 11 by a shift point changing means 94. The fuel economy is thereby enhanced by shift-controlling the automatic shifting part 20 while taking the change of transmission efficiency into consideration. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive device including an electric differential portion having a differential mechanism capable of performing a differential and a transmission portion functioning as an automatic transmission, and in particular, transmission efficiency of the vehicle drive device. It is related to the technology which improves.

  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 electric differential unit, a vehicle drive device that further includes a transmission unit that forms a part of a power transmission path from the driving force source for driving to the drive wheels and functions as an automatic transmission is also well known. It has been. 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 the first electric motor, and a stepped portion provided in series with the power distribution mechanism between the power distribution mechanism and the drive wheels. It is set as the structure provided with a type automatic transmission.

JP 2004-336983 A JP 2005-264762 A

  Then, in the drive device further including an automatic transmission in addition to the electric differential unit as described in Patent Document 2, the electric path amount is changed in a certain state, for example, a power circulation state, to transmit the electric differential unit. When the efficiency is improved, the transmission efficiency can be improved in a certain state of the entire drive device. That is, the transmission efficiency of the drive device can be improved in a state in which each shift stage of the automatic transmission is present. However, since the shift of the automatic transmission is not executed in consideration of such a change in transmission efficiency, there is a possibility that improvement in transmission efficiency may be hindered depending on the shift. Such a problem is not known, and the transmission efficiency of the driving device is changed as 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 shift control of an automatic transmission in consideration of changes has not been proposed yet.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to change the speed of a vehicle drive device including an electric differential portion and a transmission portion in consideration of a change in transmission efficiency. It is an object of the present invention to provide a control device that can improve fuel efficiency by performing shift control of a part.

  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 transmission of power from the driving force source for driving to the driving wheels. A vehicle drive device control device comprising a transmission portion that constitutes part of a path and functions as an automatic transmission, and (b) based on a change in transmission efficiency of the electric differential portion, There is a shift point changing means for changing the shift point.

  According to this configuration, in the control device for the vehicle drive device including the electric differential unit and the transmission unit, the transmission unit shifts based on the change in transmission efficiency of the electric differential unit by the shift point changing unit. Since the point is changed, even if the transmission efficiency of the entire driving device is changed with the change of the transmission efficiency of the electric differential unit, that is, the transmission efficiency of the driving device changes for each gear ratio of the transmission unit. Even if it is made possible, for example, it becomes possible to use a gear ratio that improves transmission efficiency. Therefore, a control device that can improve fuel efficiency by performing shift control of the transmission unit in consideration of a change in transmission efficiency is provided.

  Here, preferably, the shift point changing means is improved for the vehicle when the transmission efficiency of the electric differential portion is improved when the transmission efficiency of the electric differential portion is improved. The shift point of the transmission unit is changed so that the transmission ratio of the transmission unit with higher transmission efficiency of the drive device is used. If it does in this way, when the transmission efficiency of the said electric differential part is improved, the gear ratio which the transmission efficiency of the vehicle drive device will improve is used.

  Preferably, the transmission efficiency of the vehicle drive device changes for each gear ratio of the transmission unit, and the gear change means changes the vehicle drive device that changes for each gear ratio. The shift point of the transmission unit is changed so that the transmission ratio with higher transmission efficiency is used. 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 second electric motor is connected to a power transmission path between the electric differential portion and the drive wheel so as to be able to transmit power, and is connected to the driving force source for traveling so as to be able to transmit power. A third electric motor, and 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 transmission efficiency of the electric differential unit is the third electric motor. This is a change due to the operation of the electric motor. 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, it is possible to use a gear ratio that improves the transmission efficiency.

  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 shift point change is performed. When the third electric motor is not operated, the means is a preset basic shift for increasing the transmission efficiency of the vehicle drive device as much as possible when the third electric motor is not operated. When the third electric motor is operated while the point is used as a shift point of the transmission unit, the vehicle can be used when the transmission efficiency of the electric differential unit is improved by the operation of the third electric motor. A change point at the time of change that is set in advance so that the transmission efficiency of the drive device for transmission is made higher than when the basic shift point is used is used as the shift point of the transmission unit. In this way, when the third electric motor is not operated, the transmission efficiency of the vehicle drive device is increased as much as possible when the transmission efficiency of the electric differential unit cannot be improved. A gear ratio is used. Further, when the transmission efficiency of the electric differential unit is improved by the operation of the third electric motor, a gear ratio that can improve the transmission efficiency is used.

  Preferably, the shift point sets a gear ratio based on a vehicle speed and a required output torque, and the shift point changing means is changed when the transmission efficiency of the electric differential portion is changed. As a result, the gear ratio is changed based on the vehicle speed and the required output torque. In this way, the gear ratio is appropriately changed when the transmission efficiency of the electric differential unit is changed.

  Preferably, the shift point sets a gear ratio based on a vehicle speed, and when the transmission efficiency of the electric differential unit is changed, the shift point is changed by the shift point changing means. By changing, the gear ratio based on the vehicle speed is changed. In this way, the gear ratio is appropriately changed when the transmission efficiency of the electric differential unit is changed.

  Preferably, the electric differential unit operates as an electric continuously variable transmission by controlling an operation state of the first electric motor. In this way, in a practical driving device having an electric differential unit that functions as an electric continuously variable transmission, the transmission efficiency of the entire driving device is changed with a change in the transmission efficiency of the electric differential unit. Even if is changed, for example, it is possible to use a gear ratio that improves transmission 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 transmission unit is a stepped automatic transmission. In this way, in a practical drive device including a transmission unit that functions as a stepped automatic transmission, the transmission efficiency of the entire drive device is changed in accordance with the change in the transmission efficiency of the electric differential unit. Even if it is, for example, it is possible to use a shift stage of an automatic transmission that improves transmission efficiency.

  Preferably, in the automatic transmission, a plurality of gear stages (shift stages) are alternatively achieved by selectively connecting the rotating elements of the plurality of sets of planetary gear devices by a friction engagement device. For example, it is composed of 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 element connected to the driving power source for driving (engine) and a third motor, a second element connected to the first motor, and the second motor. It is a device having three rotating elements with a connected third element. In this way, the differential mechanism can be easily configured.

  Preferably, the differential mechanism is a single pinion type planetary gear device, the first element is a carrier of the planetary gear device, and the second element is a sun gear of the planetary gear device, The third element is the 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 connected to the engine 8 so as to be able to transmit power. For example, a single pinion type differential unit planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418” is provided. The mechanical mechanism is configured as a main body and mechanically distributes 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. In the power distribution mechanism 16 configured in this way, the differential unit sun gear S0, the differential unit carrier CA0, and the differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, can be rotated relative to each other. Thus, the differential action is operable, that is, the differential state where the differential action is activated, so that the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and the output of the distributed engine 8 is distributed. Are stored with electric energy generated from the first electric motor M1 and the second electric motor M2 is rotationally driven, so that the differential unit 11 (power distribution mechanism 16) functions as an electric differential device. Thus, for example, the differential section 11 is in a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the differential unit 11 is an electrically stepless variable gear whose ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed N ₁₈ of the transmission member ₁₈ ) is continuously changed from the minimum value γ0min to the maximum value γ0max. It functions as a transmission. In this way, by controlling the operating state (operating point) of one or both 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, The differential state of the 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.

  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.

Further, the automatic transmission unit 20 performs clutch-to-clutch shift by releasing the disengagement side engagement device and engaging the engagement side engagement device, and selectively establishes each gear stage (shift stage). As a result, a gear ratio γ (= rotational speed N ₁₈ of the transmission member ₁₈ / rotational speed N _OUT of the output shaft 22) that changes approximately in a ratio is obtained for each gear stage. For example, as shown in the engagement operation table of FIG. 2, the first speed gear stage in which the gear ratio γ1 is the maximum value, for example, about “3.357” is established by the engagement of the first clutch C1 and the third brake B3. As a result, the engagement of the first clutch C1 and the second brake B2 establishes the second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “2.180”. The engagement of the clutch C1 and the first brake B1 establishes the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.424”. Engagement of the clutch C2 establishes the fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “1.000”. In addition, when the second clutch C2 and the third brake B3 are engaged, the reverse gear stage (reverse speed change) 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”. Stage) is established. Further, the neutral "N" state is established by releasing the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3.

  The first clutch C1, the second clutch C2, 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) are conventional automatic transmissions for vehicles. This is an engagement device that is often used in a machine, that is, a hydraulic friction engagement device, which is a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or an outer peripheral surface of a rotating drum. One end of one or two wound bands is constituted by a band brake or the like in which one end is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides in which the one is inserted.

  In the drive device 10 configured as described above, the differential unit 11 that functions as a continuously variable transmission and the automatic transmission unit 20 constitute a continuously variable transmission as a whole. Further, by controlling the gear ratio of the differential unit 11 to be constant, the differential unit 11 and the automatic transmission unit 20 can configure a state equivalent to a stepped transmission.

Specifically, 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 at least one shift of the automatic transmission unit 20 is performed. The rotational speed input to the automatic transmission unit 20 with respect to the stage M, that is, the rotational speed N _{18 of the} transmission member ₁₈ (hereinafter referred to as “transmission member rotational speed N ₁₈ ”) is changed steplessly and the gear stage is changed. In M, a continuously variable transmission ratio width is obtained. Accordingly, an overall speed ratio γT of the drive system 10 (= rotational speed _{N OUT} of the speed _{N IN} / output shaft 22 of the input shaft 14) is obtained continuously, the continuously variable transmission is constituted in the drive device 10. The overall speed ratio γT of the drive device 10 is a total speed ratio γT of the drive device 10 as a whole formed based on the speed ratio γ0 of the differential portion 11 and the speed ratio γ of the automatic speed change portion 20.

For example, first gear or transmission member rotational speed N ₁₈ is continuously variable varying for each gear of the fourth gear and the reverse gear position of the automatic transmission portion 20 indicated in the table of FIG. 2 As a result, each gear stage has a continuously variable transmission ratio width. Accordingly, the gear ratio between the respective gear stages is continuously variable continuously, and the total gear ratio γT of the drive device 10 as a whole can be obtained continuously.

  In addition, the gear ratio of the differential unit 11 is controlled to be constant, and the clutch C and the brake B are selectively engaged and operated, so that one of the first gear to the fourth gear or the reverse drive By selectively establishing the gear stage (reverse gear stage), a total gear ratio γT of the drive device 10 that changes approximately in a ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the driving device 10.

  For example, when the gear ratio γ0 of the differential unit 11 is controlled to be fixed to “1”, the first to fourth gear stages of the automatic transmission unit 20 as shown in the engagement operation table of FIG. A total gear ratio γT of the driving device 10 corresponding to each gear stage such as a high speed gear stage and a reverse gear stage is obtained for each gear stage. Further, if the gear ratio γ0 of the differential unit 11 is controlled to be fixed to a value smaller than “1”, for example, about 0.7 in the fourth speed gear stage of the automatic transmission unit 20, the fourth speed gear stage Is obtained, for example, a total speed ratio γT of about “0.7”.

FIG. 3 is a collinear diagram that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the driving device 10 including the differential unit 11 and the automatic transmission unit 20. The figure 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. X1 represents a rotational speed zero, represents the rotational speed N _E of the engine 8 horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 14, horizontal line XG indicates the rotational speed of the power transmitting 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 drive 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, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (differential part ring gear R0) RE3 is the transmission member. 18 and the second electric motor M2 are configured to transmit (input) the rotation of the input shaft 14 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, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and the difference indicated by the intersection of the straight line L0 and the vertical line Y3. rotational speed of the dynamic portion ring gear R0 is bound with the vehicle speed V in the case of substantially constant, the differential portion carrier CA0, represented by an intersecting point between the straight line L0 and the vertical line Y2 by controlling the engine rotational speed N _E When the rotation speed is increased or decreased, the rotation speed of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1, that is, the rotation speed of the first electric motor M1 is increased or decreased.

The rotation of the differential portion sun gear S0 is the same speed as the engine speed N _E by controlling the rotational speed of the first electric motor M1 such speed ratio γ0 of the differential portion 11 is fixed to "1" If that, the straight line L0 is aligned with the horizontal line X2, the rotational speed, i.e., the power transmitting member 18 of the differential portion ring gear R0 at a speed equal to the engine speed N _E is rotated. Alternatively, by controlling the rotational speed of the first electric motor M1 so that the speed ratio γ0 of the differential section 11 is fixed to a value smaller than “1”, for example, about 0.7, the rotation of the differential section sun gear S0 becomes zero. Once, the transmitting member rotational speed N ₁₈ is rotated 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, when the rotation of the transmission member 18 (third rotation element RE3) that is an output rotation member in the differential unit 11 is input to the eighth rotation element RE8 by engaging the first clutch C1. 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 rotational element RE8 and the horizontal line XG and the sixth rotational element A first intersection at an oblique line L1 passing through the intersection of the vertical line Y6 indicating the rotation speed of RE6 and the horizontal line X1 and a vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22 is the first. The rotational speed of the output shaft 22 at high speed (1st) is shown. 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.

  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 snow mode, ABS operation signal for operating an ABS actuator for preventing wheel 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) valve command signals for actuating such as an electromagnetic valve (linear solenoid valves) included in a signal for pressure regulating the line pressure P _L by the hydraulic control circuit regulator valve provided in 70 (pressure regulating valve), the line pressure P _L Drive command signal for operating the electric hydraulic pump, which is the hydraulic source of the original pressure for adjusting the pressure, to drive the electric heater Signal, 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 interrupted, that is, in a neutral state, and the parking position “P (parking) ) ”, Reverse drive position“ R (reverse) ”for reverse drive, neutral position“ N (neutral) ”for neutral state where power transmission path in drive device 10 is cut off, automatic shift mode established Of the drive unit 10 obtained by the stepless speed ratio width of the differential unit 11 and each gear stage that is automatically controlled to shift within the range of the first to fourth gear stages of the automatic transmission unit 20. Forward automatic shift travel position “D (drive)” for executing automatic shift control within the change range of the total gear ratio γT that can be shifted, or manual shift travel mode (manual mode) By established is provided so as to be manually operated to the forward manual shift drive position for setting a so-called shift range that limits a higher gear in the automatic transmission portion 20 "M (Manual)".

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 means 82 includes an upshift line (solid line) and a downshift line (one point) stored in advance with the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 as shown in FIG. The automatic transmission unit 20 is based on the vehicle state indicated by the required output torque T _OUT of the automatic transmission unit 20 corresponding to the actual vehicle speed V, the accelerator opening degree Acc, and the like from the relationship (shift line diagram, shift map) having a chain line). It is determined whether or not the gear shift should be executed, that is, the gear stage to be shifted by the automatic transmission unit 20 is determined, and the automatic gear shift control of the automatic transmission unit 20 is executed so that the determined gear stage is obtained.

  At this time, the stepped shift control means 82 engages and / or engages the hydraulic friction engagement device involved in the shift of the automatic transmission unit 20 so that the shift stage is achieved, for example, according to the engagement table shown in FIG. A clutch-to-clutch shift is executed by releasing a release command (shift output command, hydraulic pressure command), that is, by releasing the release-side engagement device involved in the shift of the automatic transmission unit 20 and engaging the engagement-side engagement device. Command to 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.

In the shift diagram of FIG. 7, an upshift line (solid line) is a shift line for determining an upshift, and a downshift line (a chain line) is a shift line for determining a downshift. Further, the shift line in the shift diagram of FIG. 7 is, for example, whether or not the actual vehicle speed V crosses the line on the horizontal line indicating the required output torque T _OUT of the automatic transmission unit 20, and is on the vertical line indicating the vehicle speed V, for example. Is determined to determine whether or not the required output torque T _OUT of the automatic 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. In other words, it can be said that this shift point sets the gear ratio (speed stage) based on the vehicle speed V and the required output torque T _OUT .

  The hybrid control means 84 is driven by an engine drive control means 86 that controls the drive of the engine 8 via the engine output control device 58, and driven by the first electric motor M1, the second electric motor M2, and the third electric motor M3 via the inverter 54. And an electric motor operation control means 88 for controlling the operation as a power source or a generator, and perform hybrid drive control by the engine 8, the first electric motor M1, the second electric motor M2, and the third electric motor M3 by these control functions. To do.

Further, the hybrid control means 84 operates the engine 8 in an efficient operating range, while optimizing the reaction force due to the distribution of the driving force between the engine 8 and the second electric motor M2 and the power generation of the first electric motor M1. To change the gear ratio γ0 of the differential section 11 as an electrical continuously variable transmission. 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 difference controlled by the hybrid control means 84. It is determined by the gear ratio γ0 of the moving part 11. That, the hybrid control means 84 and step-variable shifting control means 82, within 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, so 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 electric motor M3 and the like.

For example, the hybrid control unit 84 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 84 calculates as previously experimentally 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. , referred to as "engine operating point") is to be allowed to be while the engine 8 is operated along, for example, the target output (total target output, required driving force) for generating an 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, variations of the automatic shifting portion 20 so as to obtain the target value The speed ratio γ0 of the differential unit 11 is controlled in consideration of the speed, and the total speed 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.

  At this time, the hybrid control means 84 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 1 to the second electric motor M 2 through 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 84 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 84 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 84, 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 84 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E during running of the vehicle, the vehicle speed V the second electric motor rotation speed N which is bound to the (drive wheels 34) The first motor rotation speed N _M1 is increased while maintaining _M2 substantially constant. In this case the hybrid control means 84, 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 84 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 .

Further, the hybrid control means 84 (engine drive control means 86) controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control, and the fuel injection amount and injection by the fuel injection device 66 for fuel injection control. to control the timing, and outputs a command to control the ignition timing by the ignition device 68 such as an igniter alone or in combination to the engine output control device 58 for ignition timing control, so as to generate the necessary engine output P _E Then, the output control of the engine 8 is executed. That is, it functions as an engine drive control means for controlling the drive of the engine 8.

For example, the hybrid controller 84 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 Further, 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 in accordance with the command from the hybrid control means 84, and the 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.

Further, the hybrid control means 84 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 unit 11 regardless of whether the engine 8 is stopped or in an idle state. Travel (EV mode travel) can be performed. For example, as shown in FIG. 7, an engine traveling region for switching a driving power source for traveling between the engine 8 and the electric motor M, which is stored in advance with the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 as variables. Based on the vehicle state indicated by the actual vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 from the relationship (drive force source switching diagram, drive force source map) having a boundary line with the motor travel region, the motor It is determined whether the travel area or the engine travel area, and motor travel or engine travel is executed. The driving force source map indicated by the solid line A in FIG. 7 is stored in advance together with the shift map indicated by the solid line and the alternate long and short dash line in FIG. As is apparent from FIG. 7, the motor traveling control by the hybrid control means 84 is a relatively low output torque T _OUT region, that is, a low engine torque T _{E which} is generally considered to have poor engine efficiency compared to the high torque region. Or a relatively low vehicle speed range of the vehicle speed V, that is, a low load range.

Further, the hybrid control means 84 controls the first motor rotation speed N _M1 at a negative rotation speed in order to suppress the drag of the stopped engine 8 and improve fuel consumption 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 84 is capable of operating the electric energy from the first electric motor M1 and the third electric motor M3 by the electric path described above, even in the engine traveling region where the engine 8 is driven using the engine 8 as a driving power source for traveling. 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 this 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 travel in this embodiment is travel that stops the engine 8 and uses the second electric motor M2 as a driving force source for travel.

  Further, the hybrid control means 84 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 interrupted. 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 84 can place the differential motor 11 in 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 84 sets the engine 8 in a non-driving state in order to improve fuel consumption (reduce the fuel consumption rate) during coasting when the accelerator is off (coast driving) or when braking with 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 unit 84 functions as a regeneration control unit that executes the regeneration control.

  Further, the hybrid control means 84 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 84 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 84 (electric motor operation control means 88) is preferably not to generate power 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. When the transmission efficiency of the differential unit 11 becomes high, power generation by the third electric motor M3 is not executed, and the differential of the differential unit 11 is performed by an electric path configured by the first electric motor M1 and the second electric motor M2. Control the state. 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 84 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.

  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. .

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. FIG. 19 is a diagram showing an example of setting the shift line of the automatic transmission unit 20, where the one-dot chain line is an upshift line when the third electric motor M3 is not operated, and the two-dot chain line is the third electric motor M3. Each upshift line is shown as it is activated. The shift line indicated by the one-dot chain line is a basic shift line based on the premise that the third electric motor M3 is not operated, that is, the transmission efficiency of the drive device 10 is as much as possible when the third electric motor M3 is not operated. This is a basic shift line that is set in advance to be increased. Further, the shift line indicated by the two-dot chain line is a change-time shift line considering that the transmission efficiency of the differential unit 11 changes, that is, the transmission efficiency of the differential unit 11 is improved by the operation of the third electric motor M3. In this case, the transmission speed change line is set in advance so that the transmission efficiency of the drive device 10 is higher than when the basic shift line is used. As shown in FIG. 19, the change-time shift line of the present embodiment is changed to the higher vehicle speed side than the basic shift line so that the lower vehicle speed side shift stage is used until the input / output speed ratio i becomes smaller. ing. FIG. 19 shows an example of a certain upshift line, and it goes without saying that the basic shift line and the change-time shift line are similarly set in the upshift line between the respective shift stages. Further, the downshift line between the respective shift stages is set with a predetermined hysteresis as in the shift diagram of FIG. 7 for each of the basic shift line and the change-time shift line in the upshift line between the respective shift stages. Is done. When each transmission point is changed when the transmission efficiency of the differential unit 11 is changed, the gear ratio (gear stage) based on the vehicle speed V and the required output torque T _OUT is changed. Thereby, when the transmission efficiency of the differential unit 11 is changed, the gear ratio is appropriately changed.

  Specifically, the electronic control unit 80 according to the present embodiment is configured so that the motor operation availability determination unit 90 that determines whether or not the third motor M3 can be operated, and the transmission efficiency of the differential unit 11 actually changes. An efficiency change determination means 92 that determines whether or not the transmission is controlled to be controlled, and a shift point change means 94 that changes the shift point of the automatic transmission section 20 based on a change in transmission efficiency of the differential section 11. Prepare for.

  The motor operation availability determination means 90 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, whether or not it has failed (failed), whether or not there is a restriction 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 unit 92 is operated so that, for example, in the power circulation state, the third electric motor M3 performs power generation by regeneration, 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 so as to be powered by negative rotation. It is determined whether or not control is performed so as to be improved.

  The shift point changing means 94 is an automatic shift in which the transmission efficiency of the driving device 10 is improved when the transmission efficiency of the differential unit 11 is improved, for example, when the transmission efficiency of the differential unit 11 is improved. The shift line of the automatic transmission unit 20 is changed so that the gear stage of the unit 20 is used. That is, the shift point changing means 94 changes the shift stage of the automatic transmission unit 20 so that a shift stage with 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 means 94 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 90, for example. Alternatively, if the efficiency change determining means 92 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 94 determines that the third electric motor M3 can be operated, for example, by the electric motor operation availability determination unit 90, and the efficiency change determination unit 92 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.

  FIG. 20 is a flowchart for explaining a control operation for changing a shift line (shift point) of the automatic transmission unit 20 based on a change in transmission efficiency of the control unit of the electronic control unit 80, that is, the differential unit 11. For example, it is repeatedly executed with a very short cycle time of about several milliseconds to several tens of milliseconds.

  In FIG. 20, first, at step (hereinafter, step is omitted) S10 corresponding to the motor operation availability determination means 90, for example, whether or not the temperature of the third 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 92, 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 unit 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 in S20 is affirmative, for example, in S30 corresponding to the shift point changing means 94, the transmission efficiency of the differential section 11 is increased. The change-time shift line considering the change is used as the shift line of the automatic transmission unit 20. 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. If the determination is negative, in S40 corresponding to the shift point changing means 94, for example, the basic shift line based on the assumption that the third electric motor M3 is not operated is used as the shift line of the automatic transmission unit 20. .

  As described above, according to the present embodiment, in the electronic control unit 80 of the drive device 10 including the differential unit 11 and the automatic transmission unit 20, the transmission efficiency of the differential unit 11 is changed by the shift point changing unit 94. Since the shift point of the automatic transmission unit 20 is changed based on this, even if the transmission efficiency of the entire driving device 10 is changed with the change of the transmission efficiency of the differential unit 11, that is, the gear ratio of the automatic transmission unit 20 is changed. Even if the transmission efficiency of the drive device 10 is changed every time, it is possible to use a gear ratio that improves the transmission efficiency. Therefore, fuel efficiency can be improved by performing shift control of the automatic transmission unit 20 in consideration of a change in transmission efficiency.

  Further, according to the present embodiment, the shift point changing means 94 is improved in transmission of the driving device 10 that is improved along with the improvement of the transmission efficiency of the differential section 11 when the transmission efficiency of the differential section 11 is improved. Since the shift point of the automatic transmission unit 20 is changed so that the transmission ratio of the automatic transmission unit 20 with higher efficiency is used, the transmission efficiency of the driving device 10 is improved when the transmission efficiency of the differential unit 11 is changed. A transmission ratio is used.

  Further, according to the present embodiment, the transmission efficiency of the drive device 10 changes for each gear ratio of the automatic transmission unit 20, and the shift point changing means 94 is used for the drive device 10 that changes for each gear ratio. Since the shift point of the automatic transmission unit 20 is changed so that the transmission ratio with higher transmission efficiency is used, the transmission ratio that improves the transmission efficiency of the drive device 10 when the transmission efficiency of the differential unit 11 changes is obtained. Used.

  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, it is possible to use a gear ratio that improves the transmission efficiency.

  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 94 is configured to set the preset basic for increasing the transmission efficiency of the drive device 10 as much as possible when the third electric motor M3 is not operated. When the shift point is used as the shift point of the automatic transmission unit 20 and the third electric motor M3 is operated, the driving device is used when the transmission efficiency of the differential unit 11 is improved by the operation of the third electric motor M3. 10 is used as the shift point of the automatic transmission unit 20 so that the transmission efficiency of 10 is higher than when the basic shift point is used, so that the third electric motor M3 is not operated. The differential unit 11 Speed ratio transmission efficiency of the drive unit 10 when the transmission efficiency is not improved is as high as possible is used. Further, when the transmission efficiency of the differential unit 11 is improved by the operation of the third electric motor M3, a gear ratio that can improve the transmission efficiency of the drive device 10 is 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 drive apparatus 10 as a whole is changed in accordance with the change in the transmission efficiency of the differential section 11 in the practical driving apparatus 10 including the differential section 11, for example, the gear ratio that improves the transmission efficiency. Can be used. In addition, the driving torque output from the differential unit 11 can be changed smoothly.

  Further, according to this embodiment, since the automatic transmission unit 20 is a stepped automatic transmission, in the practical drive device 10 including the automatic transmission unit 20 that functions as a stepped automatic transmission. Even if the transmission efficiency of the entire drive device 10 is changed with the change of the transmission efficiency of the differential unit 11, it is possible to use, for example, a gear stage of a stepped automatic transmission that improves the transmission efficiency. Become.

  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 a single pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418”, for example. 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.

Further, the automatic transmission unit 120 selectively establishes each gear stage (shift stage) by executing clutch-to-clutch shift by releasing the disengagement side engagement device and engaging the engagement side engagement device. As a result, a gear ratio γ (= transmission member rotational speed N ₁₈ / rotational speed N _OUT of the output shaft 22) that changes approximately in a ratio is obtained for each gear stage. For example, as shown in the engagement operation table of FIG. 22, the first speed gear stage in which the gear ratio γ1 is the maximum value, for example, about “2.84” is established by the engagement of the first clutch C1 and the second brake B2. As a result, the engagement of the first clutch C1 and the first brake B1 establishes the second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “1.531”. The engagement of the clutch C1 and the second clutch C2 establishes the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.000”. In addition, when the second clutch C2 and the second brake B2 are engaged, the reverse gear stage (reverse speed change) in which the gear ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393”. Stage) is established. Further, the neutral state “N” is established by releasing the first clutch C1, the second clutch C2, the first brake B1, and the second brake B2.

  In the driving device 110 configured as described above, the differential unit 11 that functions as a continuously variable transmission and the automatic transmission unit 120 constitute a continuously variable transmission as a whole. Further, by controlling the gear ratio of the differential unit 11 to be constant, the differential unit 11 and the automatic transmission unit 120 can form a state equivalent to a stepped transmission.

Specifically, 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 at least one shift of the automatic transmission unit 120 is performed. The rotational speed input to the automatic transmission unit 120 with respect to the stage M, that is, the transmission member rotational speed N ₁₈ is changed steplessly, and a stepless speed ratio width is obtained at the shift stage M. Therefore, the overall speed ratio γT of the drive device 110 is obtained continuously, and the continuously variable transmission is configured in the drive device 110.

For example, first gear to third gear step and transmission for each gear of the reverse gear member speed N ₁₈ is continuously variable over the automatic transmission portion 120 indicated in the table of FIG. 22 As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the respective gear stages is continuously variable continuously and the total gear ratio γT of the drive device 110 as a whole can be obtained continuously.

  Further, the gear ratio of the differential portion 11 is controlled to be constant, and the clutch C and the brake B are selectively engaged and operated, so that any one of the first to third gears or the reverse gear is performed. By selectively establishing the gear stage (reverse gear stage), the total gear ratio γT of the drive device 110 that changes in a substantially equal ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the driving device 110.

  For example, when the gear ratio γ0 of the differential unit 11 is controlled to be fixed at “1”, the first speed gear stage to the third gear stage of the automatic transmission unit 120 as shown in the engagement operation table of FIG. A total gear ratio γT of the drive device 110 corresponding to each gear stage such as a high speed gear stage and a reverse gear stage is obtained for each gear stage. Further, when the gear ratio γ0 of the differential unit 11 is controlled to be fixed to a value smaller than “1”, for example, about 0.7 in the third speed gear stage of the automatic transmission unit 120, the third speed gear stage Is obtained, for example, a total speed ratio γT of about “0.7”.

  FIG. 23 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the driving device 110 that includes the differential unit 11 and the automatic transmission unit 120. The figure is shown.

  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, when the rotation of the transmission member 18 (third rotation element RE3) that is an output rotation member in the differential unit 11 is input to the seventh rotation element RE7 by engaging the first clutch C1. 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 rotating element RE7 and the horizontal line XG and the fifth rotating element A first intersection at an oblique line L1 passing through the intersection of the vertical line Y5 indicating the rotational speed of 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 is the first. The rotational speed of the output shaft 22 at high speed (1st) is shown. 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.

  Also in the present embodiment, since the driving device 110 includes the differential section 11 and the automatic transmission section 120, the same effect as 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 shift line (shift point) of the automatic transmission unit 20 is changed based on whether or not the third electric motor M3 is operated by the shift point changing means 94. However, the third electric motor M3 is simply changed. Rather than categorizing depending on whether the motor is operated or not, it is a quantity that can operate the third electric motor M3, for example, an electric path amount (power circulation amount) based on the amount of power generation and an automatic change based on the change The shift line (shift point) of the transmission unit 20 may be changed. At this time, for example, instead of setting one of the two-stage shift lines of the basic shift line and the change-time shift line, the basic shift line and the change are changed according to the electric path amount (power circulation amount) and the change amount thereof. The shift line may be set by continuously changing the time shift 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.

Further, in the above-described embodiment, the shift point sets the gear ratio (speed stage) based on the vehicle speed V and the required output torque T _OUT, and the transmission efficiency of the differential unit 11 is changed. In this case, the speed change point (speed stage) based on the vehicle speed V and the required output torque T _OUT is changed by changing each speed change point by the speed change point changing means 94. However, the speed change point is based on at least the vehicle speed V. Any speed ratio (speed stage) may be set, and when the transmission efficiency of the differential unit 11 is changed, each speed change point is changed by the speed change point changing means 94, so that it is based on the vehicle speed V. The gear ratio (gear stage) is changed. Even if it does in this way, when the transmission efficiency of the differential part 11 is changed, the fixed effect that a gear ratio will be changed appropriately will be acquired.

  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) such as automatic transmissions that can be used may be provided. In the case of the continuously variable transmission (CVT), for example, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear speeds in the stepped transmission, and automatic operation is performed using the plurality of fixed gear ratios. Shifts of the transmission units 20 and 120 may be executed.

  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.

  In the above-described embodiment, the differential unit 11 includes a differential limiting device that is provided in the power distribution mechanism 16 and is operated as at least a two-stage forward transmission by limiting the differential action. It may be.

  In the above-described embodiment, the hydraulic friction engagement device such as the first clutch C1 and the second clutch C2 is a magnetic type such as a powder (magnetic powder) clutch, an electromagnetic clutch, an engagement type dog clutch, an electromagnetic type, You may be comprised from 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 shift determination of the automatic transmission unit, and a pre-stored drive force source switching diagram for switching between engine travel and motor travel It is a figure which shows an example, 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 figure corresponding to the relationship in FIG. 17, it is a figure which shows the upshift speed point when a 3rd motor is not actuated, and the upshift speed point when a 3rd motor is actuated and transmission efficiency is improved, respectively. is there. It is a figure which shows an example which sets the shift line of an automatic transmission part. It is a flowchart explaining the control action for changing the shift line (shift point) of an automatic transmission part based on the change of the transmission efficiency of the principal part of the control action of an electronic controller, ie, a differential part. 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)
94: Shift point changing means M1: first electric motor M2: second electric motor M3: third electric motor

Claims (9)

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. A vehicle comprising: an electric differential unit that controls a differential state of the differential mechanism; and a transmission unit that constitutes a part of a power transmission path from the driving force source for driving to the drive wheels and functions as an automatic transmission. A control device for a driving device for a vehicle,
A control device for a vehicle drive device, comprising: a shift point changing means for changing a shift point of the transmission unit based on a change in transmission efficiency of the electric differential unit.   When the transmission efficiency of the electric differential section is improved, the shift point changing means is improved in the transmission efficiency of the vehicle drive device that is improved along with the improvement of the transmission efficiency of the electric differential section. 2. The control device for a vehicle drive device according to claim 1, wherein a shift point of the transmission unit is changed so that the increased transmission ratio of the transmission unit is used. The transmission efficiency of the vehicle drive device changes for each gear ratio of the transmission unit,
The speed change point changing means changes the speed change point of the speed change portion so that the speed change ratio in which the transmission efficiency of the vehicle drive device that changes for each speed change ratio is made higher is used. Item 3. The control device for a vehicle drive device according to Item 1 or 2. A second electric motor coupled to a power transmission path between the electric differential section and the drive wheel so as to be able to transmit power; and a third electric motor connected to the driving power source for traveling so as to be able to transmit power. Prepared,
The first motor, the second motor, and the third motor are all configured to be able to exchange power,
4. The control device for a vehicle drive device according to claim 1, wherein the change in the transmission efficiency of the electric differential unit is a change due to the operation of the third electric motor. 5. 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 shift point changing means is
When the third electric motor is not operated, a preset basic shift point for increasing the transmission efficiency of the vehicle drive device as much as possible when the third electric motor is not operated is While used as a shift point of the transmission unit,
When the third motor is operated, the transmission efficiency of the vehicle drive device uses the basic shift point when the transmission efficiency of the electric differential unit is improved by the operation of the third motor. 5. The control device for a vehicle drive device according to claim 4, wherein a change point at the time of change that is set higher than the case is used as a shift point of the transmission unit.   The speed change point sets a speed change ratio based on a vehicle speed and a required output torque, and the speed change point is changed by the speed change point changing means when the transmission efficiency of the electric differential unit is changed. 6. The vehicle drive device control device according to claim 1, wherein a transmission ratio based on the vehicle speed and the required output torque is changed.   The shift point is for setting a gear ratio based on the vehicle speed, and when the transmission efficiency of the electric differential unit is changed, the shift point is changed by the shift point changing means, The control device for a vehicle drive device according to any one of claims 1 to 5, wherein a gear ratio based on the vehicle speed is changed.   The vehicle drive device according to any one of claims 1 to 7, wherein the electric differential section operates as a continuously variable transmission by controlling an operating state of the first electric motor. Control device.   The control device for a vehicle drive device according to any one of claims 1 to 8, wherein the transmission unit is a stepped automatic transmission.

Images