JP2010215189A - Drive device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent generation of shock due to simultaneous switching while preventing deterioration of responsiveness to a change in drive power in response to a change in output request amount of a driver when the simultaneous switching which overlaps switch control and transmission control of drive power source occurs. <P>SOLUTION: A drive device for a vehicle predicts whether the simultaneous switching which overlaps the drive power source switch control and the transmission control occurs (S1 to S3) when acceleration in which an accelerator operation variation rate Δθacc is not less than a positive predetermined value (A) is requested, and, predicting that the simultaneous switching occurs, starts a starting control of an engine 10 to switch motor traveling to engine traveling prior to the original drive power source switch following an (M) to (E) switch line in a drive power source switch map (S4). Therefore, the switch control and the transmission control of the drive power source are switched in shifted timing, generation of shock due to the simultaneous switching is prevented, and the responsiveness to a change in drive power in response to a change in acceleration request of a driver is improved because the switch control to the engine traveling is performed prior to the original control start. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle drive apparatus including a plurality of driving force sources and an automatic transmission unit, and more particularly to control when switching control of a driving force source and shift control of an automatic transmission unit overlap. is there.

  There is known a vehicle drive apparatus that includes a plurality of driving force sources that are switched according to a predetermined switching condition and an automatic transmission that is configured to switch a plurality of gear stages having different gear ratios according to a predetermined shifting condition. It has been. The apparatus described in Patent Document 1 is an example, and includes an engine and an electric motor (motor generator) as a driving force source, and travels using either one or both of them. Further, when the switching control of the driving force source and the shift control of the automatic transmission unit overlap, a sequence in which one is executed first and the other is executed later in order to suppress occurrence of a large shock. Control is to be performed.

  For example, when the shift control and the switching control of the driving force source are performed according to the shift map (thin solid line and alternate long and short dash line) and the driving force source switching map (thick solid line and alternate long and short dashed line) shown in FIG. 6, from the point a indicated by the dotted arrow. When the accelerator operation amount θacc changes to the point b, since the 2 → 1 downshift line and the M → E switching line (switching line from the motor to the engine) indicated by the alternate long and short dash line pass through each other, their control is duplicated. A big shock may occur. On the contrary, when the accelerator operation amount θacc changes from the point b to the point a, it passes through the vicinity where the 1 → 2 upshift line and the E → M switching line (switching line from the engine to the motor) shown by the solid line intersect. Therefore, there is a possibility that a large shock occurs due to the overlap of these controls. For this reason, it is possible to prevent a large shock from occurring by executing either one first and the other later.

JP 2006-213149 A

  However, if the switching control of the driving force source and the shift control of the automatic transmission unit overlap in this way, if either one is executed first and the other is executed later, the driver's output request amount ( There is a problem that the responsiveness is deteriorated or the fuel consumption is deteriorated with respect to a change in the amount of accelerator operation, etc., which is the same as the required drive torque. In other words, when the change in the driver's requested output is large, the driver wants to quickly increase or decrease the driving force, but the sequence control is performed, resulting in poor responsiveness. There is a possibility of causing a sense of incongruity. In addition, when switching from engine running to motor running, if the engine stop is delayed by sequence control, the fuel efficiency may deteriorate.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to output the driver when the simultaneous switching in which the switching control of the driving force source and the shift control of the automatic transmission unit overlap occurs. The object is to prevent the occurrence of a shock due to simultaneous switching while suppressing the deterioration of the responsiveness of the driving force change and the deterioration of the fuel consumption with respect to the change of the required amount.

  In order to achieve such an object, the first invention is an automatic system in which a plurality of driving force sources that are switched according to a predetermined switching condition and a plurality of gear stages having different gear ratios are switched according to a predetermined shifting condition. In a vehicle drive device that includes a transmission unit and has a possibility of simultaneous switching in which the switching control of the driving force source and the shift control of the automatic transmission unit overlap, (a) the driver's output request change rate Simultaneous switching predicting means for predicting whether or not to perform the simultaneous switching when (the rate of change of the output request amount such as an accelerator operation amount) is at least one of a positive predetermined value and a negative predetermined value; b) When the simultaneous switching predicting means predicts that the simultaneous switching will occur, either of the switching control or the shift control is started according to the switching condition or the shift condition. And having a leading means for executing in remote preceded, the.

According to a second aspect of the present invention, in the vehicle drive device according to the first aspect of the present invention, hysteresis is provided for each of the switching condition and the shift condition, and the simultaneous switching predicting means predicts the simultaneous switching within the hysteresis region. It is characterized by performing.
In order to prevent frequent (busy) switching of the driving force source and up / down shift, the hysteresis is, for example, an E → M switching line for switching from the engine to the motor as shown in FIG. → Overlap provided between the E switching line and 1 → 2 upshift line for upshifting from the first speed gear stage to the second speed gear stage and the first speed gear from the second speed gear stage It is an overlap provided between a 2 → 1 downshift line that downshifts to a stage.

  A third invention is the vehicle drive device of the second invention, wherein (a) the plurality of driving force sources are an engine that generates power by combustion of fuel and an electric motor that generates power by electric energy, and (b) When the output request change rate is equal to or greater than a positive predetermined value, the switching condition is that the engine is switched from the engine to the motor, which is set on the side where the required output amount is lower than the M → E switching line for switching from the motor to the engine. → When the M switching line passes, the simultaneous switching prediction means predicts whether or not the simultaneous switching will occur, and (c) when the simultaneous switching prediction means predicts the simultaneous switching, The engine is started by the prior implementation means.

  4th invention is the vehicle drive device of 2nd invention or 3rd invention, (a) The said several driving force source is an electric motor which generate | occur | produces motive power with the engine which generates motive power by combustion of fuel, and an electrical energy (B) When the output request change rate is equal to or less than a negative predetermined value, the simultaneous switching prediction is performed at the time of passing through the downshift line that is set on the side where the required output amount is higher than the upshift line as the shift condition. Whether or not the simultaneous switching is predicted by the means, and (c) when the simultaneous switching prediction means is predicted to become the simultaneous switching, the preceding execution means performs an upshift. To do.

  In such a vehicle drive device, the simultaneous switching prediction means predicts whether or not simultaneous switching is performed when the driver's required output change rate is at least one of a positive predetermined value and a negative predetermined value. If it is predicted that simultaneous switching will be performed, the preceding execution means performs either the switching control of the driving force source or the shift control prior to the start of the original control according to the switching condition or the shifting condition. The control and the shift control are performed in a shifted manner, and the occurrence of shock due to simultaneous switching is suppressed. In addition, since either one of the controls is performed prior to the start of the original control, the responsiveness of the driving force change to the change in the driver's output request amount is improved, and the driving force source is caused by a delay in stopping. Deterioration of fuel consumption is suppressed.

  Further, since this is performed when the driver's output request change rate is equal to or greater than a positive predetermined value or less than a negative predetermined value, simultaneous switching is higher than when the output request change rate is small (close to 0). If the prediction can be made with probability and deviates, that is, if the original switching control or shift control according to the switching condition or the shifting condition is not necessary, adverse effects such as deterioration of fuel consumption due to the execution of either control in advance Is suppressed.

  In addition, when the driver's output request change rate is small (close to 0), the control of the present invention is not performed, and in that case, for example, sequence control similar to the conventional one is performed in order to prevent shock due to simultaneous switching. However, if the output demand change rate is small, the driver does not always want a quick change in the driving force, and may cause a sense of incongruity even if the responsiveness deteriorates in sequence control. There is no. In the present invention, the response of the driving force change becomes a problem, and in the case of an output request change rate that can appropriately determine whether or not simultaneous switching is performed, that is, a positive predetermined value or a negative predetermined value. Applicable in the following cases:

  In the second aspect of the invention, hysteresis is provided for each of the switching condition and the speed change condition, and the simultaneous switching predicting means predicts simultaneous switching within the hysteresis region, so that it is highly likely that simultaneous switching will occur. In addition to being able to predict with a probability, even if the prediction is lost, since it is within the hysteresis region, adverse effects such as deterioration in fuel consumption due to the execution of either control in advance are suppressed. Also, when simultaneous switching is predicted before entering the hysteresis region, and driving force source switching control or shift control is performed in advance, when the prediction is off, the driving force source switched in the preceding execution or the shifted automatic transmission unit Need to be quickly returned to the original state, and the drive force source return switching or the automatic transmission unit return shift must be performed in a short time, and a new logic for this must be provided. Because simultaneous switching is predicted within the area, even if the prediction is lost, it is not necessary to immediately return the driving force source or the shifted automatic transmission unit that was switched in the previous implementation to the original state, and no logic is required for this. In addition, there is a low possibility that the return switching of the driving force source or the return shifting of the automatic transmission unit is performed in a short time.

  The third invention is a case where an engine and an electric motor are provided as a plurality of driving force sources, and the E → M switching line that switches from the engine to the electric motor is passed when the output request change rate is a predetermined positive value or more, that is, when acceleration is requested. At the time, the simultaneous switching predicting means predicts whether or not simultaneous switching will occur, and when it is predicted that simultaneous switching will occur, the engine is started by the preceding execution means, so that switching control and shift control of the driving force source This is implemented with a shift, and the occurrence of shock due to simultaneous switching is suppressed, and the driving force rapidly increases in accordance with the change (increase) in the driver's output request amount due to the prior execution of the engine start. And excellent responsiveness is obtained.

  According to a fourth aspect of the present invention, when an engine and an electric motor are provided as a plurality of driving force sources, when the output request change rate is a predetermined negative value or less, that is, when a deceleration request is made, If it is predicted whether or not simultaneous switching will be performed, and if it is predicted that simultaneous switching will be performed, upshifting is performed by the preceding execution means, and therefore shift control and switching control of the driving force source are shifted. As a result, the occurrence of shock due to simultaneous switching is suppressed, and the driving force is quickly reduced in accordance with the change (decrease) in the driver's output demand due to the prior implementation of the upshift, resulting in excellent response Sex is obtained. In addition, by performing the upshift in advance, the delay in stopping the engine for switching from engine running to motor running is suppressed, and the deterioration of fuel consumption caused by the stop delay is improved.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a hybrid vehicle drive device according to an embodiment of the present invention. The relationship between the shift operation when the switching transmission unit and the automatic transmission unit provided in the vehicle drive device of FIG. 1 are continuously or steplessly changed as a whole and the hydraulic friction engagement device used therefor will be described. It is an engagement table. FIG. 2 is a collinear diagram illustrating relative rotational speeds of rotation elements of a switching transmission unit and an automatic transmission unit in the vehicle drive device of FIG. 1. It is a figure explaining an example of the input-output signal of the electronic controller with which the vehicle drive device of FIG. 1 is provided. It is a functional block diagram explaining the principal part of the control function performed by the electronic control apparatus of FIG. It is a figure which shows an example of the driving force source switching map used by the driving force source switching control which switches engine driving | running | working and motor driving | running | working together with an example of the shift map used by the shift control of an automatic transmission part. 6 is a flowchart for specifically explaining the contents of signal processing executed by the simultaneous switching predicting means and the preceding execution means of FIG. It is an example of the time chart which shows the change of the rotational speed of each part at the time of accelerator stepping operation according to the flowchart of FIG. 7, a torque, the amount of accelerator operation, etc. FIG. 8 is an example of a time chart showing changes in rotational speed, torque, accelerator operation amount, and the like of each part when signal processing is performed according to the flowchart of FIG. 7 during an accelerator return operation. It is a figure explaining the other hybrid type vehicle drive device to which this invention is applied suitably, and is a skeleton diagram corresponding to FIG. The relationship between the shift operation when the switching transmission unit and the automatic transmission unit provided in the vehicle drive device of FIG. 10 are continuously or continuously variable transmissions and the hydraulic friction engagement device used therefor will be described. It is an engagement table. FIG. 11 is a collinear diagram illustrating the relative rotational speeds of the rotating elements of the switching transmission unit and the automatic transmission unit in the vehicle drive device of FIG. 10.

  The present invention includes, for example, (a) an engine, and (b) a differential input member connected to the engine by controlling an operating state of a rotating machine connected to a rotating element of the differential mechanism so as to transmit power. An electrical differential unit in which a differential state between the rotational speed and the rotational speed of the differential output member is controlled; and (c) an electric motor arranged to transmit power to the differential output member of the electrical differential unit; (D) a hybrid vehicle having an automatic transmission portion disposed between the differential output member and the drive wheel and having a plurality of gear stages having different gear ratios by a friction engagement device. However, the present invention can be applied to various vehicle driving devices that include at least a plurality of driving force sources and have an automatic transmission unit. As the differential mechanism, a single-pinion type or double-pinion type planetary gear device is preferably used, but other differential mechanisms such as a bevel gear type may be employed. The rotating machine is a rotating electric machine (JIS-Z9212), which is an electric motor, a generator, or a motor generator that can selectively use both functions. The electric motor is an electric motor or a motor generator. is there.

  As the automatic transmission unit, a stepped automatic transmission such as a planetary gear type or a parallel shaft type in which a plurality of gear stages are established by disengagement states of a plurality of friction engagement devices is preferably used. A shift is automatically performed according to a shift condition determined by using an operation state such as a required output amount (accelerator operation amount or the like and required drive torque or the like) as a parameter. The present invention is preferably applied to a clutch-to-clutch shift in which a gear is shifted by engaging one of a pair of friction engagement devices and releasing the other. The present invention can also be applied to a case where a shift is performed by engagement or release. In the case where a continuously variable transmission such as a belt type is used in a mode in which gear shifting is performed step by step to a plurality of gear ratios (gear stages) like a stepped transmission, the present invention can be applied. It can be used as a part.

  The plurality of driving force sources are automatically switched according to switching conditions determined by using the driving state such as the vehicle speed and the required output amount as parameters, for example, in the same manner as the automatic transmission unit. Various driving modes such as driving using any one of a plurality of driving power sources or driving using a plurality of driving power sources simultaneously are possible. The traveling mode is switched according to the switching condition. For example, in the case of having an engine and an electric motor, an engine traveling mode in which only the engine is driven as a driving force source, a motor traveling mode in which only the electric motor is driven as a driving force source, and an engine + motor that is driven with both the engine and the motor as driving power sources. Travel modes are possible, and the travel modes are switched according to a predetermined switching condition.

  The driving force source switching condition and the automatic transmission unit shifting condition are preferably set with the same operating conditions such as the vehicle speed and the required output amount as parameters when the simultaneous switching prediction means appropriately predicts simultaneous switching. Since the simultaneous switching is predicted when the output request change rate, which is the change rate of the output request amount, is greater than or equal to a predetermined positive value or less than a predetermined negative value, the above switching condition and shift condition also determine the output request amount. It is desirable to set it as a parameter. The requested output amount is an accelerator operation amount, a required drive torque obtained according to the accelerator operation amount, and the like.

  The simultaneous switching in which the switching control of the driving force source and the shift control of the automatic transmission unit overlap is not only when each control is started at the same time, but also when at least a part of each control is performed overlapping in time. The simultaneous switching predicting means predicts whether or not such simultaneous switching occurs. For example, when the switching condition and the shift condition are determined using the vehicle speed and the output request amount as parameters, the difference between the drive force source switching output request amount and the shift output request amount at the current vehicle speed is set to a predetermined value. It can be predicted that simultaneous switching will occur in the following cases. The predetermined value in this case is based on whether or not a shock occurs due to overlapping of both controls, taking into account the time required for switching the driving force source, the time required for shifting the automatic transmission, or response delay. The fixed value may be determined in advance, or different values may be set using the driving state such as the vehicle speed and the gear stage as parameters.

  The simultaneous switching prediction means predicts whether or not simultaneous switching has occurred at least one of when the output request change rate is greater than a predetermined positive value (when requesting acceleration) or less than a predetermined negative value (when requesting deceleration). When simultaneous switching is predicted, either one of the controls is performed in advance by the preceding execution means. However, the control may be performed only when the output request change rate is a predetermined positive value or more, or the output request change rate is negative. It may be carried out only when the value is equal to or less than the predetermined value, or in any case. That is, depending on the switching condition and the shifting condition, there is a possibility that simultaneous switching may be performed only at one of the acceleration request and the deceleration request. Need not be implemented. Further, if there is a gear stage that does not have the possibility of simultaneous switching among a plurality of gear stages, it is not always necessary to carry out the above control even during traveling at that gear stage.

  Prediction of the occurrence of simultaneous switching by the simultaneous switching prediction means When the output request change rate is greater than a predetermined positive value or less than a predetermined negative value, the predetermined value is, for example, sequence control at the time of simultaneous switching , The responsiveness of the driving force change to the change in the driver's output request amount becomes a problem, and a constant value is set in advance such as the output request change rate that can appropriately predict the occurrence of simultaneous switching. Although different values may be set, different values may be set using the driving state such as the vehicle speed and gear position as parameters.

  The preceding execution means is configured to immediately perform either the switching control or the shift control when the simultaneous switching predicting means is predicted to perform simultaneous switching, but depending on the determination timing of the simultaneous switching. For example, one control is performed in advance at a predetermined timing by calculating a margin time until the original control start time according to the switching condition or the shift condition, or the preceding control is performed when the hysteresis region is entered. Various aspects are possible. For the other of the switching control and the shift control, that is, the control that has not been previously performed by the preceding execution means, the control may be started at the start of the original control according to the switching condition or the shift condition. If the control is not finished, it is desirable to start the other control after one control is finished as in the conventional sequence control, for example. However, since both controls are basically shifted by the preceding execution of one control, the other control is started immediately at the start of the original control regardless of whether the preceding control has been completed. It is also possible to do.

  In the second invention, the simultaneous switching prediction means predicts whether or not simultaneous switching occurs within the hysteresis region. In implementing the first invention, whether or not simultaneous switching occurs before entering the hysteresis region. You may make it perform prediction. Even in this case, it is desirable that the preceding execution of one control by the preceding execution means is started after entering the hysteresis region.

  In the third invention, when the output request change rate is equal to or greater than a predetermined positive value, it is predicted whether or not simultaneous switching is performed by the simultaneous switching prediction means at the time of passage of the E → M switching line that is predetermined as the switching condition. When it is predicted that simultaneous switching will be performed, the engine is started by the prior implementation means. However, when the output request change rate is equal to or greater than a predetermined positive value, for example, a predetermined shift condition is determined in advance. The simultaneous switching prediction means predicts whether or not simultaneous switching will occur at the time when the upshift line passes, and if it is predicted that simultaneous switching will occur, downshifting may be performed by the preceding execution means. . Which control is adopted is appropriately determined in consideration of the mode of simultaneous switching determined according to the switching condition and the shifting condition, the response of the driving force change to the change in the driver's output request amount, etc. It is also possible to switch the operation state such as the gear stage as a parameter.

  In the fourth aspect of the invention, when the output request change rate is equal to or less than a negative predetermined value, the simultaneous switching predicting means predicts whether or not simultaneous switching is performed at the time of passage of a downshift line predetermined as a shift condition. When it is predicted that switching will occur, up-shifting is performed by the prior implementation means, but when the first invention is implemented, when the output request change rate is less than a predetermined negative value, for example, a switching condition is predetermined. When the M → E switching line for switching from the motor to the engine passes, the simultaneous switching predicting means predicts whether or not simultaneous switching will occur, and if it is predicted that simultaneous switching will occur, the engine is stopped by the preceding execution means. Then, it may be switched to motor running. Which control is adopted is appropriately determined in consideration of the mode of simultaneous switching determined according to the switching condition and the shifting condition, the response of the driving force change to the change in the driver's output request amount, etc. It is also possible to switch the operation state such as the gear stage as a parameter.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram illustrating a hybrid vehicle drive device 8 to which the present invention is applied. In FIG. 1, a vehicle drive device 8 includes an input shaft as a differential input member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotating member attached to a vehicle body. 14, a switching transmission 11 that also functions as an electrical differential connected to the input shaft 14, and a stepped transmission connected to the switching transmission 11 in series via a transmission member 18. An automatic transmission unit 20 and an output shaft 22 connected to the automatic transmission unit 20 are provided in series. The vehicle drive device 8 is preferably used for an FR (front engine / rear drive) type vehicle vertically installed in the vehicle, and is directly or indirectly via a pulsation absorbing damper (not shown) on the input shaft 14. An engine 10 that is an internal combustion engine such as a gasoline engine or a diesel engine is connected as a driving power source for traveling, and a second motor generator MG2 is also connected to the transmission member 18 as an electric motor that is also used as a driving power source for traveling. These are connected, and the power is transmitted from the automatic transmission unit 20 to the pair of drive wheels 34 through the output shaft 22, the differential gear unit (final reduction gear) 32, the pair of axles, and the like sequentially. The transmission member 18 functions as an output member of the switching transmission 11, that is, a differential output member, and as an input member of the automatic transmission 20. Note that the switching-type transmission unit 11 and the automatic transmission unit 20 are configured substantially symmetrically with respect to the axis thereof, and therefore, the lower half thereof is omitted in the skeleton diagrams of FIGS. 1 and 5.

  The switching-type transmission unit 11 is a mechanical mechanism that mechanically synthesizes or distributes the output of the engine 10 input to the input shaft 14 and the first motor generator MG1 provided as a rotating machine. A synthesizing / distributing mechanism 16 that distributes the output to the first motor generator MG1 and the transmission member 18, or combines the output of the engine 10 and the output of the first motor generator MG1 to output to the transmission member 18; And a second motor generator MG2 provided to rotate integrally. The motor generators MG1 and MG2 both have functions as an electric motor and a generator. The first motor generator MG1 is mainly used as a generator to generate a reaction force, and the second motor generator MG2 is mainly an electric motor. Is used to output the driving force. The rotation speed NMG2 of the second motor generator MG2 is the same as the rotation speed of the transmission member 18.

  The composite distribution mechanism 16 includes a single pinion type first planetary gear unit 24 having a predetermined gear ratio (number of teeth of the ring gear / number of teeth of the sun gear) ρ1, for example, about “0.418”, a switching clutch C0, and a switching brake. B0 is mainly provided. The first planetary gear unit 24 includes a first sun gear S1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first ring gear that meshes with the first sun gear S1 via the first planetary gear P1. R1 is provided as three rotating elements.

  The first carrier CA1 is connected to the input shaft 14, that is, the engine 10, the first sun gear S1 is connected to the first motor generator MG1, and the first ring gear R1 is connected to the transmission member 18. The switching brake B0 is provided between the first sun gear S1 and the transmission case 12, and the switching clutch C0 is provided between the first sun gear S1 and the first carrier CA1. When the switching clutch C0 and the switching brake B0 are released, the first sun gear S1, the first carrier CA1, and the first ring gear R1 are brought into a differential state in which a differential action capable of rotating relative to each other works. The output of the engine 10 is distributed to the first motor generator MG1 and the transmission member 18, and the second motor generator MG2 is generated by the electric energy generated from the first motor generator MG1 with a part of the distributed output of the engine 10. Therefore, for example, a so-called continuously variable transmission state (electric CVT state) is set, and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 10. That is, the switch-type transmission unit 11 is an electric continuously variable transmission whose speed ratio γ0 (the rotational speed of the input shaft 14 / the rotational speed of the transmission member 18) is continuously changed from the minimum value γ0min to the maximum value γ0max. Is a continuously variable transmission state that functions as This state corresponds to an electric differential unit, and the operating state of the first motor generator MG1, the second motor generator MG2, and the engine 10 is controlled, so that the rotational speed of the input shaft 14, that is, the engine rotational speed NE is transmitted. The differential state with respect to the rotational speed of the member 18 is controlled.

  On the other hand, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged, the three rotating elements S1, CA1, and R1 of the first planetary gear device 24 are integrally rotated. Since the rotational speed NE of the engine 10 and the second motor rotational speed NMG2 that is the rotational speed of the transmission member 18 coincide with each other because the non-differential state is made, the switch-type transmission unit 11 has a gear ratio. A constant transmission state is set in which γ0 functions as a transmission with “1” fixed. Further, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is set to the non-differential state in which the first sun gear S1 is not rotated, the first ring gear R1 is increased more than the first carrier CA1. Since it is rotated at a high speed, the switching-type transmission unit 11 is set to a constant transmission state that functions as an acceleration transmission in which the transmission ratio γ0 is fixed to a value smaller than “1”, for example, about 0.7. Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 have the continuously variable transmission section 11 operating as a continuously variable transmission in which the gear ratio can be continuously changed and the continuously variable transmission. A locked state in which the gear ratio γ0 is locked at a constant speed without operating as a machine and a continuously variable transmission operation is deactivated, that is, a constant speed state in which the gear is operated as a single-stage or multiple-stage transmission with one or more gear ratios. For example, it functions as an operating state switching device that selectively switches to a constant speed shifting state in which the speed ratio γ0 is constant and operates as a single-stage or multiple-stage transmission.

  The automatic transmission unit 20 constitutes a part of a power transmission path from the composite distribution mechanism 16 to the drive wheel 34, and includes a single pinion type second planetary gear unit 26, a single pinion type third planetary gear unit 28, and a single The planetary gear type multi-stage transmission includes a pinion type fourth planetary gear device 30 and functions as a stepped automatic transmission. The second planetary gear unit 26 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2 of about “0.562”, for example. The third planetary gear device 28 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, for example, about “0.425”. The fourth planetary gear device 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And has a predetermined gear ratio ρ4 of about “0.421”, for example.

  In the automatic transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected, are selectively connected to the transmission member 18 via the second clutch C2, and are connected to the case via the first brake B1. 12 is selectively connected. The second carrier CA2 is selectively connected to the case 12 via the second brake B2. The fourth ring gear R4 is selectively connected to the case 12 via the third brake B3. The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected, and are integrally connected to the output shaft 22. The third ring gear R3 and the fourth sun gear S4 are integrally connected, and selectively connected to the transmission member 18 via the first clutch C1.

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

  In the switching transmission unit 11 and the automatic transmission unit 20 configured as described above, for example, either the clutch C or the brake B is selectively engaged as shown in the engagement table of FIG. As a result, any one of the first speed gear stage “1st” to the fifth speed gear stage “5th”, the reverse gear stage “R”, or the neutral “N” is selectively established, and predetermined for each gear stage. The gear ratio γ (= the rotational speed Nin of the input shaft 14 / the rotational speed Nout of the output shaft 22) is obtained. In particular, in this embodiment, the composite distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, and the switching type transmission unit 11 has been described above by engaging either the switching clutch C0 or the switching brake B0. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to constitute a constant transmission state that operates as a transmission having a constant gear ratio γ0. Therefore, the stepped transmission that operates as a stepped transmission as a whole is composed of the switching type transmission unit 11 and the automatic transmission unit 20 that are brought into a constant transmission state by engaging either the switching clutch C0 or the switching brake B0. The switching type transmission unit 11 and the automatic transmission unit 20 which are in a continuously variable transmission state by releasing both the switching clutch C0 and the switching brake B0 and the automatic transmission unit 20 as an electric continuously variable transmission as a whole. The continuously variable transmission state is set.

  For example, when the switching transmission unit 11 and the automatic transmission unit 20 function as a stepped transmission as a whole, the engagement of the switching clutch C0, the first clutch C1, and the third brake B3 as shown in FIG. The first speed gear stage “1st” having a maximum gear ratio γ of, for example, “3.357” is established, and the gear ratio γ is obtained by engaging the switching clutch C0, the first clutch C1, and the second brake B2. Is set to a value smaller than the first speed gear stage “1st”, for example, “2.180”, and the second speed gear stage “2nd” is established, and the engagement of the switching clutch C0, the first clutch C1, and the first brake B1 is established. As a result, the third speed gear stage “3rd” in which the speed ratio γ is smaller than the second speed gear stage “2nd”, for example, about “1.424”, is established, and the switching clutch C0, the first clutch C1 Yo Engagement of the second clutch C2 establishes a fourth speed gear stage “4th” with a gear ratio γ of “1.000” smaller than the third speed gear stage “3rd”. By engagement of the clutch C2 and the switching brake B0, the fifth speed gear stage “5th” in which the speed ratio γ is smaller than the fourth speed gear stage “4th”, for example, about “0.705” is established.

  When the switching transmission unit 11 and the automatic transmission unit 20 function as a continuously variable transmission as a whole, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. Thereby, the switching-type transmission unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 20 are achieved. For each of the first and fourth gear stages “1st” to “4th”, the rotational speed input to the automatic transmission unit 20, that is, the second motor rotational speed NMG2 is changed steplessly, and each gear stage “ 1st "to" 4th "provides a stepless transmission ratio range. Accordingly, the gear ratio between the gear stages “1st” to “4th” is a continuously variable gear ratio that is continuously variable, and the total gear ratio (total gear ratio) of the switching transmission 11 and the automatic transmission 20 as a whole. ) ΓT can be obtained steplessly.

  On the other hand, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage “R” having a gear ratio γ of about “3.209”, for example, is established, and all the clutches C and the brakes B are released. As a result, a power transmission cut-off state, that is, neutral “N” is established. In these reverse gear stages “R” and neutral “N”, the switching clutch C0 and the switching brake B0 are both released, so that the switching transmission 11 is substantially in a continuously variable transmission state.

  FIG. 3 shows a switching type transmission unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission unit 20 that functions as a stepped transmission unit or a second transmission unit. The alignment chart which can connect the rotational speed of a rotation element with a straight line is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate that shows the relative relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. Of the three horizontal axes, the lower horizontal line X1 indicates the rotational speed 0, and the upper horizontal line X2 indicates the rotational speed "1.0", that is, the rotational speed NE of the engine 10 connected to the input shaft 14, An axis XG indicates the rotational speed of the transmission member 18. Further, the three vertical lines Y1, Y2, Y3 corresponding to the three rotating elements of the combining / distributing mechanism 16 constituting the switching type transmission unit 11 are first rotations configured by the first sun gear S1 in order from the left side. The element RE1, the second rotation element RE2 constituted by the first carrier CA1, and the third rotation element RE3 constituted by the first ring gear R1 are shown, and the distance between them is the first planetary gear unit 24. Is determined according to the gear ratio ρ1. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 are, in order from the left, the fourth rotating element RE4, the second rotating element RE4, which is constituted by the second sun gear S2 and the third sun gear S3. Consists of a fifth rotating element RE5 configured by a carrier CA2, a sixth rotating element RE6 configured by a fourth ring gear R4, a second ring gear R2, a third carrier CA3, and a fourth carrier CA4. The eighth rotation element RE8 composed of the seventh rotation element RE7, the third ring gear R3, and the fourth sun gear S4 is shown respectively, and the distance between them is the second, third, and fourth planetary gear units 26. , 28 and 30 are respectively determined according to the gear ratios ρ2, ρ3 and ρ4.

  With reference to the collinear diagram of FIG. 3, the switching-type transmission unit 11 will be described in detail. The rotational speed of the first sun gear S1 and the rotation of the first ring gear R1 are represented by an oblique straight line L0 passing through the intersection of Y2 and X2. The relationship with speed is shown. For example, when the continuously variable transmission state is switched by releasing the switching clutch C0 and the switching brake B0, the reaction force generated by the power generation (regenerative torque) of the first motor generator MG1 is controlled to control the straight line L0 and the vertical line Y1. When the rotation of the first sun gear S1 indicated by the intersection of the first sun gear S1 is raised or lowered, the rotation speed of the first ring gear R1 indicated by the intersection of the straight line L0 and the vertical line Y3, that is, the rotation speed of the transmission member 18 is the second. The motor rotation speed NMG2 is decreased or increased. Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the three rotating elements are brought into a locked state in which the three rotating elements are integrally rotated, so that the straight line L0 is made to coincide with the horizontal line X2. The transmission member 18 is rotated at the same rotation as the engine rotation speed NE. When the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the straight line L0 is in the state shown in FIG. 3, and the first ring gear R1, that is, the transmission indicated by the intersection of the straight line L0 and the vertical line Y3. The second motor rotation speed NMG2 that is the rotation speed of the member 18 is a rotation increased from the engine rotation speed NE.

  The automatic transmission unit 20 will be described in detail with reference to the collinear diagram of FIG. 3. The rotational speed of the eighth rotating element RE8 is indicated by the engagement of the first clutch C1 and the third brake B3. A seventh rotation element connected to the output shaft 22 and an oblique straight line L1 passing through the intersection of the vertical line Y8 and the horizontal line X2 and the intersection of the vertical line Y6 and the horizontal line X1 indicating the rotation speed of the sixth rotation element RE6. The rotational speed of the output shaft 22 (output shaft rotational speed Nout) at the first speed gear stage “1st” is shown at the intersection with the vertical line Y7 indicating the rotational speed of RE7. Similarly, 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 rotation speed of the seventh rotation element RE7 connected to the output shaft 22 Thus, the rotational speed of the output shaft 22 at the second speed gear stage “2nd” is shown. At the intersection of an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1, 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 third speed gear stage “3rd” is shown. At the intersection of a horizontal straight line L4 determined by engaging the first clutch C1 and the second clutch C2, 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 fourth speed gear stage “4th” is shown. In the first speed gear stage “1st” to the fourth speed gear stage “4th”, the switching clutch C0 is engaged, and as a result, the switching speed is changed to the eighth rotation element RE8 at the same rotational speed as the engine rotational speed NE. Power from the unit 11, that is, the combining / distributing mechanism 16 is input. However, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the switching transmission 11 is input at a higher rotational speed than the engine rotational speed NE, so the first clutch C1, the second clutch At the intersection of the horizontal straight line L5 determined by the engagement of the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22, the fifth gear The rotational speed of the output shaft 22 at the stage “5th” is shown.

  FIG. 4 illustrates a signal input to the electronic control device 40 for controlling the vehicle drive device 8 of this embodiment and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like. By performing the above, hybrid drive control for the engine 10 and motor generators MG1 and MG2, the shift control of the automatic transmission unit 20, and the like are executed.

  The electronic control unit 40 is supplied with a signal representing the accelerator pedal operation amount (accelerator opening) θacc from the accelerator operation amount sensor 42 and represents the rotational speed Nout of the output shaft 22 from the output shaft rotational speed sensor 44. A signal is supplied. The accelerator operation amount θacc represents the driver's requested output amount, and the change rate of the accelerator operation, Δθacc, corresponding to the change rate, corresponds to the output request change rate. The output shaft rotational speed Nout corresponds to the vehicle speed V. In addition, a signal indicating the engine water temperature, a signal indicating the shift operation position, a signal indicating the engine rotation speed NE, which is the rotation speed of the engine 10, a signal indicating the gear ratio row set value, and a signal for instructing the M (manual shift) mode , An air conditioner signal indicating the operation of the air conditioner, an oil temperature signal indicating the temperature (oil temperature) of the hydraulic oil of the automatic transmission unit 20, a signal indicating the side brake operation, a signal indicating the foot brake operation, a catalyst temperature signal indicating the catalyst temperature, Cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise signal indicating auto cruise traveling, vehicle weight signal indicating vehicle weight, wheel indicating wheel speed of each drive wheel Speed signal, signal indicating presence / absence of stepped switch operation for switching the switching-type transmission unit 11 to a constant transmission state, continuously variable transmission of the switching-type transmission unit 11 Signal indicating the presence or absence of a continuously variable switch operation for switching the state, a signal indicative of the rotational speed NMG1 the first motor generators MG1, signal and representative of the rotational speed NMG2 of the second motor-generator MG2, are supplied.

  Further, the electronic control device 40 sends a control signal to the engine output control device 46 (see FIG. 5) for controlling the engine output, for example, the throttle valve opening degree of the electronic throttle valve 62 provided in the intake pipe of the engine 10. A drive signal to be controlled, a fuel supply amount signal for controlling the fuel supply amount by the fuel injection device 64, an ignition signal for instructing the ignition timing of the engine 10 by the ignition device 66, and a supercharging pressure adjustment signal for adjusting the supercharging pressure Etc. are output. Also, an electric air conditioner driving signal for operating the electric air conditioner, a command signal for commanding the operation of the first motor generator MG1 and the second motor generator MG2, respectively, a shift position (operation position) display signal for operating the shift indicator, A gear ratio display signal for displaying a gear ratio, a snow mode display signal for displaying that it is in a snow mode, an ABS operation signal for operating an ABS actuator for preventing wheel slipping during braking, and an M mode A hydraulic control circuit 48 (see FIG. 5) is used to control the hydraulic actuator of the M mode display signal for displaying the selection, the hydraulic distribution engagement mechanism 16 and the hydraulic friction engagement device for shifting the automatic transmission unit 20. Valve command signal for operating the included solenoid valve (linear solenoid valve, etc.) A signal for adjusting the line oil pressure PL by a regulator valve (pressure adjusting valve) provided in the oil pressure control circuit 48, and an electric hydraulic pump that is a source of the original pressure for adjusting the line oil pressure PL is operated. Drive command signal, a signal for driving the electric heater, a signal to the cruise control computer, and the like are output.

  FIG. 5 is a functional block diagram for explaining a main part of the control function by the electronic control unit 40. In FIG. 5, the stepped continuously variable switching control means 70 selectively switches between the stepped speed change state and the stepless speed change state based on the vehicle state. That is, whether or not it is a stepped control region in which the switching transmission unit 11 and the automatic transmission unit 20 are switched to the stepped shift state is indicated by a broken line and a two-dot chain line in FIG. Judgment is made based on the vehicle state indicated by the vehicle speed V and the accelerator operation amount θacc (other driving force-related values such as required output torque) from the stepless and continuously variable switching map. In the case of the control region, a signal for disabling or prohibiting the hybrid control or continuously variable transmission control is output to the hybrid control means 72, and a preset enable signal is output to the stepped transmission control means 74. Permits shift control during step shifting.

  The hybrid control means 72 operates the engine 10 in an efficient operating range when the switching-type transmission unit 11 is in a continuously variable transmission state, while the engine 10 and the first motor generator MG1 and / or the second motor generator MG2. The transmission ratio γ0 of the switch-type transmission unit 11 as an electrical continuously variable transmission is controlled by changing the distribution of the driving force to be optimum. Further, the stepped speed change control means 74, for example, from the speed change map indicated by the thin solid line and the alternate long and short dash line in FIG. 6 stored in advance in the map storage means 76, the vehicle speed V and the accelerator operation amount θacc (other driving force such as required output torque). The gear stage to be established is determined based on the vehicle state indicated by the related value), and the shift control of the automatic transmission unit 20 and the like is executed. This shift map corresponds to a shift condition. The solid line is an upshift line and the alternate long and short dash line is a downshift line. In order to prevent a busy shift, a predetermined hysteresis is provided between the two and a vehicle speed V is As the accelerator operation amount θacc increases, the gear ratio is switched to a lower gear stage with a larger gear ratio, and in the reverse case, the speed is changed to a higher gear stage. FIG. 2 shows a combination of operations of the hydraulic friction engagement device, that is, the clutch C and the brake B, selected in the shift control at this time. That is, the switching transmission 11 and the automatic transmission 20 function as a so-called stepped automatic transmission, and a plurality of gear stages are established according to the engagement table shown in FIG.

  On the other hand, if the stepped continuously variable switching control means 70 determines that it is a continuously variable control region to be switched to the continuously variable transmission state according to the stepped continuously variable switching map stored in the map storage means 76 in advance, A command to release the switching clutch C0 and the switching brake B0 is output to the hydraulic control circuit 48 so that the switching-type transmission unit 11 is in a continuously variable transmission state and can be continuously variable. At the same time, a signal for permitting hybrid control is output to the hybrid control means 72, and the automatic transmission unit 20 is automatically shifted to the stepped shift control means 74 according to the shift map stored in advance in the map storage means 76. Output a signal that permits this. In this case, the stepped shift control means 74 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. As described above, the switching-type transmission unit 11 switched to the continuously variable transmission state based on the predetermined condition by the switching control means 70 functions as a continuously variable transmission, and the serial automatic transmission unit 20 functions as a stepped transmission. As a result, an appropriate magnitude of driving force can be obtained, and at the same time, the automatic transmission unit 20 can be connected to the first speed, second speed, third speed, and fourth speed of the automatic transmission unit 20. The input rotational speed, that is, the second motor rotational speed NMG2 is changed steplessly, and a stepless speed ratio width is obtained for each gear stage. Therefore, the gear ratio between the gear stages is continuously variable continuously and a continuously variable transmission state is obtained as a whole, and the total gear ratio γT can be obtained continuously.

  The hybrid control means 72 calculates the target (request) output of the vehicle from, for example, the accelerator operation amount θacc as the driver's required output amount and the vehicle speed V, and the required total target from the target output of the vehicle and the required charging value. Calculate the output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second motor generator MG2, etc. so that the total target output can be obtained, and the engine rotation to obtain the target engine output The engine 10 is controlled to achieve the speed NE and the engine torque TE, and the power generation amount of the first motor generator MG1 is controlled. The hybrid control means 72 executes the control in consideration of the gear stage of the automatic transmission unit 20, or issues a shift command to the automatic transmission unit 20 for improving fuel consumption. In such hybrid control, the engine rotational speed NE determined to operate the engine 10 in an efficient operating range, the rotational speed of the transmission member 18 determined by the vehicle speed V and the gear stage of the automatic transmission unit 20, that is, the second motor rotation. In order to match the speed NMG2, the switching transmission 11 is made to function as an electrical continuously variable transmission. That is, the hybrid control means 72 sets the target value of the total gear ratio γT so that the engine 10 is operated along a prestored optimum fuel consumption rate curve that achieves both drivability and fuel consumption during continuously variable speed travel. The gear ratio γ0 of the switching transmission 11 is controlled so that the target value is obtained, and the total gear ratio γT is controlled within the changeable range, for example, 13 to 0.5. .

  At this time, the hybrid control means 72 supplies the electric energy generated by the first motor generator MG1 to the power storage device 56 and the second motor generator MG2 through the inverter 54, so that the main part of the power of the engine 10 is mechanically transmitted. Although it is transmitted to the member 18, a part of the motive power of the engine 10 is consumed for the power generation of the first motor generator MG1, converted into electric energy there, supplied to the second motor generator MG2 through the inverter 54, and the first motor generator MG2. 2 is transmitted from the motor generator MG2 to the transmission member 18. Electrical path from conversion of part of the power of the engine 10 into electrical energy and conversion of the electrical energy into mechanical energy by a device related from the generation of the electrical energy to consumption by the second motor generator MG2. Is configured. Further, the hybrid control means 72 can operate the first motor generator MG1 and / or the second motor generator MG2 to run the motor regardless of whether the engine 10 is stopped or in an idle state.

  Thereby, for example, in the low and medium speed traveling and the low and medium power traveling of the vehicle, the switching transmission unit 11 and the automatic transmission unit 20 are set to a continuously variable transmission state as a whole to ensure the fuel consumption performance of the vehicle. When the vehicle is traveling at a high speed exceeding a predetermined judgment vehicle speed, a stepped speed change state is established. The output of the engine 10 is transmitted to the drive wheels 34 exclusively through a mechanical power transmission path, thereby operating as an electric continuously variable transmission. The conversion loss between the motive power and electric energy which generate | occur | produce in the case is suppressed, and a fuel consumption is improved.

  The hybrid control means 72 also charges the power storage device 56 to use the engine 10 as a driving power source for driving, to warm up at an extremely low temperature, or when the power storage amount (remaining capacity) SOC of the power storage device 56 decreases. In order to do so, the engine 10 is started during traveling or when the vehicle is stopped. This engine start control is basically performed by the transmission member 18, that is, the first planetary gear, by the second motor generator MG2 in the switching type transmission unit 11 in which both the switching clutch C0 and the switching brake B0 are disengaged to be in a differential state. In a state where the rotation of the first ring gear R1 of the device 24 is restricted, the engine 10 is rotationally driven (cranked) by the first motor generator MG1, and the engine 10 is started. That is, for example, when the vehicle is stopped in a neutral state in which the power transmission of the automatic transmission unit 20 is interrupted, the regenerative control of the second motor generator MG2 is performed as indicated by a white arrow in the collinear diagram of the switching type transmission unit 11 in FIG. Alternatively, the first sun gear S1 is rotationally driven in the forward rotation direction by the power running torque T1 of the first motor generator MG1 while applying the reaction torque T2 that prevents the first ring gear R1 from rotating in the reverse rotation direction by the power running control. As a result, the engine 10 is forcibly rotated in the normal rotation direction against the engine load torque Te (rotational resistance of the engine 10 due to pumping action or friction). A straight line K1 indicated by a one-dot chain line in FIG. 3 shows the relationship between the rotational speeds of the respective parts when the engine is started.

  Also, a straight line K2 indicated by a broken line in the collinear diagram of the switchable transmission unit 11 in FIG. 3 represents the relationship between the rotational speeds of the respective parts of the switchable transmission unit 11 during motor traveling that travels only by the power running control of the second motor generator MG2. In this case as well, the regenerative control of the first motor generator MG1 and the power running control as necessary are performed to force the engine 10 in the forward rotation direction against the engine load torque Te. The engine 10 can be started by rotating and performing fuel injection control or the like. In this case, the rotational speed NMG2 of the first ring gear R1 is maintained at a predetermined speed determined according to the gear stage of the automatic transmission unit 20 and the vehicle speed V, but corresponds to the reaction torque T2 in the second motor generator MG2. By adding (adding) torque, fluctuation (decrease) in driving force due to reaction force of engine load torque Te is suppressed.

  Further, the hybrid control means 72 can drive the motor by the electric CVT function (differential action) of the composite distribution mechanism 16 regardless of whether the engine 10 is stopped or in an idle state. For example, a relatively low output torque region (accelerator operation amount θacc is small side) that is generally considered to have poor engine efficiency compared with a high torque region, that is, a low engine torque region, or a relatively low vehicle speed region of vehicle speed V, that is, In the low load range, the engine 10 is stopped or in an idle state, and motor traveling is performed using only the second motor generator MG2 as a driving force source. For example, the vehicle speed V and the accelerator operation amount θacc (other driving force-related values such as required output torque may be used) from the driving force source switching map indicated by the thick solid line and the alternate long and short dash line in FIG. Based on the vehicle state, the engine traveling region or the motor traveling region is determined, and switching control of the driving force source is executed by starting or stopping the engine 10 or the like. This driving force source switching map corresponds to the switching condition, the solid line is the E → M switching line for switching from engine running to motor running, and the alternate long and short dash line is the M → E switching line for switching from motor running to engine running to prevent busy shift Therefore, a predetermined hysteresis is provided between the two. When the engine 10 is stopped during the motor running, the first motor rotational speed NMG1 is set so that the engine rotational speed NE is zero or substantially zero in order to suppress dragging of the engine 10 and improve fuel efficiency. It is controlled to a negative rotational speed and is idled in a substantially no-load state.

  Further, the hybrid control means 72 uses the electric energy from the first motor generator MG1 and / or the electric energy from the power storage device 56 by the above-described electric path even when the engine is running using the engine 10 as a driving force source. By supplying the second motor generator MG2 and driving the second motor generator MG2 to apply torque to the drive wheels 34, so-called torque assist for assisting the power of the engine 10 is possible. For example, during acceleration traveling when the accelerator pedal is greatly depressed or on an uphill road, the second motor generator MG2 is power-running to perform torque assist. That is, also in the engine travel region of FIG. 6, torque assist by the second motor generator MG2 is performed as necessary.

  Further, the hybrid control means 72 is transmitted to the engine 10 from the kinetic energy of the vehicle, that is, the drive wheels 34, in order to improve fuel efficiency during inertial running with the accelerator off (coast running) or braking with a foot brake. The second motor generator MG2 is rotationally driven by a reverse driving force to act as a generator, and has a function as a regeneration control means for charging the electrical energy to the power storage device 56 via the inverter 54. This regeneration control is controlled so that the regeneration amount is determined based on the braking force distribution of the braking force by the hydraulic brake for obtaining the braking force according to the storage amount SOC of the power storage device 56 and the brake pedal operation amount. The

  Here, when the shift control and the driving force source switching control are performed according to the shifting map and the driving force source switching map shown in FIG. 6, for example, the accelerator pedal is depressed, and the accelerator operation amount θacc is indicated by a dotted arrow. In the case of changing from point a to point b, it passes through the vicinity where the 2 → 1 downshift line and the M → E switching line indicated by the alternate long and short dash line intersect, so there is a possibility that a large shock will occur due to overlapping of such control. There is. Conversely, when the accelerator pedal is returned and the accelerator operation amount θacc changes from the point b to the point a, the 1 → 2 upshift line indicated by the solid line and the E → M switching line pass through the vicinity, A large shock may occur due to the overlap of these controls. On the other hand, for example, as described in Patent Document 1, it is possible to prevent occurrence of a large shock by performing sequence control in which one is executed first and the other is executed later. There is a risk that the responsiveness to changes in the accelerator operation of the driver will be deteriorated only by delaying the engine, or that the engine 10 will be stopped slowly and the fuel consumption will be deteriorated. In particular, when the driver's accelerator operation change rate Δθacc is large, the driver wants to quickly increase or decrease the driving force. There is a possibility of causing a sense of incongruity.

  Therefore, in the present embodiment, as shown in FIG. 5, the simultaneous switching prediction means 80 and the preceding execution means 82 are functionally provided, and the simultaneous switching in which the switching control of the driving force source and the shift control overlap as described above. And one of the controls is performed prior to the start of the original control according to the driving force source switching map or the shift map shown in FIG. 6, thereby preventing a shock due to simultaneous switching while suppressing deterioration of responsiveness. It is like that. FIG. 7 is a flowchart specifically explaining the signal processing by the simultaneous switching predicting means 80 and the preceding execution means 82. Steps S1 to S3 and S8 to S10 correspond to the simultaneous switching predicting means 80, and steps S4 to S4 are performed. S7 and steps S11 to S14 correspond to the preceding execution means 82.

  In step S1 in FIG. 7, it is determined whether or not the accelerator operation change rate Δθacc, which is the driver's output request change rate, is greater than or equal to a predetermined positive predetermined value A, that is, whether or not a predetermined acceleration is requested. If ≧ A, step S2 and subsequent steps are executed. For example, if the sequence control is performed at the time of simultaneous switching, the predetermined value A becomes a problem of the response of the driving force change to the change of the driver's output request amount (accelerator operation amount θacc), and whether or not the simultaneous switching occurs. A constant value may be set in advance with the accelerator operation change rate Δθacc so that the vehicle speed can be appropriately predicted, but different values may be set with the driving state such as the vehicle speed V and the gear stage as parameters. good.

  In step S2, it is determined whether or not the current vehicle speed V and the accelerator operation amount θacc are in the hysteresis region of the driving force source switching map of FIG. 6, and if not in the hysteresis region, normal control is executed in step S15 and a series of operations are performed. The signal processing is terminated, and step S1 and subsequent steps are repeated. When the accelerator operation amount θacc increases to reach the E → M switching line and enters the hysteresis region, step S3 is executed to determine (predict) whether there is a possibility of simultaneous switching. The determination of the simultaneous switching is performed, for example, by an output request amount for M → E switching determination at the vehicle speed V at that time, that is, an accelerator operation amount θacc determined by the M → E switching line and the vehicle speed V, and an output request amount for downshift determination, It is predicted whether or not simultaneous switching occurs depending on whether or not the difference between the accelerator operation amount θacc determined by the 2 → 1 downshift line or the 3 → 2 downshift line and the vehicle speed V is equal to or less than a predetermined value. The predetermined value in this case is based on whether or not a shock occurs due to overlapping of both controls, taking into account the time required for switching the driving force source, the time required for shifting the automatic transmission 20 or the response delay. Therefore, a fixed value may be determined in advance, or a different value may be set using the driving state such as the vehicle speed V or the gear stage as a parameter. Further, based on the driving force source switching map and the shift map, a vehicle speed region in which simultaneous switching is likely to occur is set in advance, and the presence or absence of simultaneous switching is predicted based on whether or not the vehicle speed region exists. Anyway.

  If the determination in step S3 is NO (No), that is, if it is predicted that simultaneous switching will not occur, normal control is executed in step S15, a series of signal processing is terminated, and step S1 and subsequent steps are repeated. If the determination in step S3 is YES (positive), that is, if it is predicted that simultaneous switching will occur, step S4 is executed. In step S4, a command to start the engine 10 is output to the hybrid control means 72 in order to immediately switch to engine running prior to the original driving force source switching determination according to the driving force source switching map of FIG. The hybrid control means 72 immediately starts the start control of the engine 10 in accordance with the engine start command, performs the regenerative control of the first motor generator MG1 and, if necessary, the power running control, thereby resisting the engine load torque Te. Is forcibly rotated in the forward rotation direction, and fuel injection control or the like is performed to start the engine 10. At the time of starting the engine, the reaction force torque T2 acts on the second motor generator MG2 in accordance with the engine load torque Te. Therefore, by adding (adding) the reaction force torque T2 to the torque of the second motor generator MG2, the engine load The driving force fluctuation (decrease) due to the reaction force of the torque Te is suppressed.

  FIG. 8 shows an acceleration request when the accelerator pedal is depressed (increase) from point a to point b as shown by the dotted arrow in FIG. 6 when the motor travels at the second gear stage “2nd”. It is an example of the time chart which shows changes, such as rotation speed of each part, torque, and accelerator operating amount (theta) acc. The time t1 is the time when the accelerator pedal depression operation (additional stepping) is started, and the time t2 is the time when the determination of step S3 is YES and the start control of the engine 10 is started.

  In the next step S5, whether or not a shift determination for simultaneous switching (in this case, a downshift determination) has been made, that is, during the start control before the engine 10 enters the self-rotation state, the shift is performed according to the shift map of FIG. It is determined whether or not a determination has been made, and step S6 is executed until a simultaneous switching determination is made. In step S6, it is determined whether or not the start of the engine 10 is completed, that is, whether or not the engine 10 can rotate by itself. Until the start is completed, step S4 and subsequent steps are repeatedly executed to complete the start. In this case, since the simultaneous switching has not actually occurred, the series of signal processing is finished as it is. If it is determined that simultaneous switching has occurred before the start of the engine 10 is completed, that is, if a downshift determination is made according to the shift map, the determination in step S5 is YES and step S7 is executed. In step S7, a wait command is output to the stepped shift control means 74 so that the shift control of the automatic transmission unit 20 is started in accordance with the shift determination after the start of the engine 10 is completed. The stepped shift control means 74 waits for execution of the shift control in accordance with the standby command from the preceding execution means 82 and starts the shift control (downshift) after the start of the engine 10 is completed. Note that if there is no possibility of a large shock due to simultaneous switching due to a delay in response of the shift control, it is not always necessary to wait until the engine 10 has been started, and at a predetermined timing before the start of the engine 10 is completed. The determination in step S6 may be YES, or the shift control may be started in step S7.

  The time chart of FIG. 8 shows the case where the determination in step S5 is YES and the downshift control is started after the start of the engine 10 is completed. The time t3 is the time when the start of the engine 10 is completed. Downshift control from the second gear stage “2nd” to the first gear stage “1st” is started, and time t4 is the time when the downshift control is completed. The dotted line in FIG. 8 is a conventional case where sequence control is performed at the time of simultaneous switching, and at time t3, switching determination from motor traveling to engine traveling is made substantially simultaneously according to the driving force source switching map and shift map of FIG. And a downshift determination from the second speed gear stage “2nd” to the first speed gear stage “1st” is made. Then, start control of the engine 10 is first started at time t3, and 2 → 1 downshift control is started at time t5 when the start of the engine 10 is completed. Time t6 is the time at which the 2 → 1 downshift control is completed, and according to this embodiment shown by the solid line, the time until the control is completed is accelerated by time (t6-t4), and the driver's acceleration request (accelerator pedal) Responsiveness to the stepping-in operation) is improved.

  If the determination in step S1 is NO, that is, if Δθacc <A, step S8 is executed. In step S8, it is determined whether or not the accelerator operation change rate Δθacc, which is the driver's output request change rate, is equal to or less than a predetermined negative predetermined value −B, that is, whether or not a predetermined deceleration request is made, and Δθacc> −. In the case of B, the above-described step S15 is executed to complete the series of signal processing, and the steps S1 and after are repeated. However, if Δθacc ≦ −B, the steps S9 and after are executed. For example, when the sequence control is performed during the simultaneous switching, the predetermined value -B has a problem of the response of the driving force change to the change in the driver's output request amount (accelerator operation amount θacc) and the occurrence of the simultaneous switching. A constant value may be set in advance with the accelerator operation change rate Δθacc so that the presence / absence can be appropriately predicted. However, different values are set by using the driving state such as the vehicle speed V and the gear stage as parameters. Also good.

  In step S9, it is determined whether or not the current vehicle speed V and the accelerator operation amount θacc are within the hysteresis region of the shift map of FIG. 6, and if not the hysteresis region, normal control is executed in step S15 to perform a series of signal processing. End and repeat step S1 and subsequent steps. When the accelerator operation amount θacc decreases and reaches the downshift line and enters the hysteresis region, step S10 is executed to determine (predict) whether there is a possibility of simultaneous switching. For example, the determination of simultaneous switching is performed by, for example, an output request amount for E → M switching determination at the vehicle speed V, that is, an accelerator operation amount θacc determined by the E → M switching line and the vehicle speed V, and an output request amount for upshift determination, It is predicted whether or not simultaneous switching will occur depending on whether or not the difference between the accelerator operation amount θacc determined by the 1 → 2 upshift line or the 2 → 3 upshift line and the vehicle speed V is equal to or less than a predetermined value. The predetermined value in this case is based on whether or not a shock occurs due to overlapping of both controls, taking into account the time required for switching the driving force source, the time required for shifting the automatic transmission 20 or the response delay. Therefore, a fixed value may be determined in advance, or a different value may be set using the driving state such as the vehicle speed V or the gear stage as a parameter. Further, based on the driving force source switching map and the shift map, a vehicle speed region in which simultaneous switching is likely to occur is set in advance, and the presence or absence of simultaneous switching is predicted based on whether or not the vehicle speed region exists. Anyway.

  If the determination in step S10 is NO, that is, if it is predicted that simultaneous switching will not occur, normal control is executed in step S15, a series of signal processing ends, and step S1 and subsequent steps are repeated. If YES is determined, that is, if it is predicted that simultaneous switching will occur, step S11 is executed. In step S11, a command to immediately start upshift control is output to the stepped shift control means 74 prior to the original shift determination according to the shift map of FIG. The stepped shift control means 74 immediately starts upshift control according to the upshift command, and executes clutch-to-clutch shift for upshifting according to the engagement table of FIG.

  FIG. 9 shows the rotational speed of each part at the time of a deceleration request when the accelerator pedal is operated to return from point b to point a as shown by the dotted arrow in FIG. 6 when the engine runs at the first gear stage “1st”. 6 is an example of a time chart showing changes in torque, acceleration, accelerator operation amount θacc, and the like. Time t1 is the time when the accelerator pedal return operation is started, and time t2 is the time when the determination in step S10 is YES and the 1 → 2 upshift control is started.

  In the next step S12, it is determined whether or not the driving force source switching determination for simultaneous switching (in this case, switching determination from engine traveling to motor traveling) has been made, that is, the shift before the upshift of the automatic transmission unit 20 is completed. During the control, it is determined whether or not the driving force source switching determination is made according to the driving force source switching map of FIG. 6, and step S13 is executed until the simultaneous switching determination is made. In step S13, it is determined whether or not the upshift is completed. Until the completion of the upshift, step S11 and subsequent steps are repeatedly executed. When the upshift is completed, the simultaneous switching does not actually occur and the process is terminated. If it is determined that simultaneous switching has occurred before completion of the upshift, that is, if switching of the driving force source is determined according to the E → M switching line of the driving force source switching map, the determination in step S12 is YES and step S12 is performed. S14 is executed. In step S14, after the completion of the upshift, the driving force source switching according to the driving force source switching determination, specifically, the control for stopping the engine 10 and switching to motor running is started. A standby command is output to the hybrid control means 72. The hybrid control means 72 waits for driving force source switching in accordance with the standby command from the preceding execution means 82, and starts driving force source switching control after the upshift is completed. Note that if there is no possibility of a large shock due to simultaneous switching due to a response delay in switching control of the driving force source, it is not always necessary to wait until the upshift is completed. The determination in step S13 may be YES at timing, or the driving force source switching control may be started in step S14.

  The time chart of FIG. 9 shows the case where the determination in step S12 is YES and the switching control of the driving force source is started after the completion of the upshift, and the time t3 is the time when the 1 → 2 upshift is completed. Switching control for stopping the engine 10 and switching to motor traveling is started substantially simultaneously, and time t4 is the time when switching control to the motor traveling is finished. When the engine is stopped, the reaction torque generated by the inertia of the engine 10 or the like when stopping the engine rotation acts on the transmission member 18 and further on the drive wheels 34. Therefore, by applying a torque in the reverse rotation direction to the second motor generator MG2. The fluctuation (increase) in driving force due to the inertia of the engine 10 or the like is suppressed. The dotted line in FIG. 9 is a conventional case where sequence control is performed at the time of simultaneous switching. At time t3, switching determination from engine traveling to motor traveling is made substantially simultaneously according to the driving force source switching map and the shift map in FIG. And an upshift determination from the first speed gear stage “1st” to the second speed gear stage “2nd” is made. At time t3, the 1 → 2 upshift control is started first, and at time t5 when the upshift is completed, control for stopping the engine 10 and switching to motor running is started. The time t6 is the time when the switching control to the motor running is completed. According to this embodiment shown by the solid line, the time until the control is completed is accelerated by the time (t6-t4), and the driver's deceleration request (accelerator pedal) The responsiveness to the return operation of the engine 10 is improved, and the stop time of the engine 10 is shortened to improve the fuel consumption.

  In the normal control of step S15, the switching control of the driving force source and the shift control of the automatic transmission unit 20 are often performed separately without overlapping, but if both the determinations of steps S1 and S8 are NO, that is, the accelerator When the operation change rate Δθacc is −B <Δθacc <A, there is a possibility of simultaneous switching. In this case, in the present embodiment, the same sequence control as in the prior art is performed, and one of the driving force source switching control and the shift control is executed first, and after the control is completed, the other control is started. For this reason, the time until the control is completed is delayed and the responsiveness to the change in the driver's output request is deteriorated. However, the accelerator operation change rate Δθacc is relatively loose within the range of −B <Δθacc <A, and the driver is not necessarily limited. Since a rapid change in driving force is not desired, there is no possibility of causing a sense of incongruity even if the responsiveness is poor.

  As described above, in the vehicle drive device 8 according to the present embodiment, when the acceleration operation change rate Δθacc is a positive predetermined value A or more and acceleration request is made, is the switching control of the driving force source and the shift control overlapping simultaneously? (Steps S1 to S3), and if it is predicted that simultaneous switching will occur, the motor travels prior to the actual driving force source switching according to the M → E switching line of the driving force source switching map of FIG. In order to switch from the engine running to the engine running, the start control of the engine 10 is immediately started (step S4). For this reason, the switching control of the driving force source and the shift control are executed in a shifted manner, the occurrence of shock due to simultaneous switching is suppressed, and the switching control to the engine running is more controlled than the original control start. Since the control is executed in advance, the control end time including the downshift (time t4 in FIG. 8) is accelerated, and the response of the driving force change to the driver's acceleration request is improved.

  Further, since it is performed when the accelerator operation change rate Δθacc is greater than or equal to the positive predetermined value A, it is possible to predict with high probability that simultaneous switching will occur compared to when the accelerator operation change rate Δθacc is small (close to 0). If the actual driving force source switching according to the M → E switching line of the driving force source switching map of FIG. 6 is not necessary, the switching from the motor traveling to the engine traveling is performed in advance. Negative effects such as fuel consumption deterioration are suppressed.

  In particular, in this embodiment, hysteresis is provided between the E → M switching line and the M → E switching line in the driving force source switching map of FIG. Because the simultaneous switching is predicted within the system, it is possible to predict the simultaneous switching with a high probability, and even if the prediction is not satisfied, the switching from the motor traveling to the engine traveling is performed in advance because it is within the hysteresis region. The adverse effects such as deterioration of fuel consumption due to being performed are suppressed. In addition, when the switching control of the driving force source is performed in advance by predicting simultaneous switching before entering the hysteresis region, it is necessary to promptly return the driving force source switched in the preceding execution to the original state when the prediction is off. Yes, the drive power source is switched back in a short time, and it is necessary to newly provide a logic for that. However, according to the present embodiment in which simultaneous switching is predicted within the hysteresis region, the prediction is temporarily lost. Even in such a case, it is not necessary to immediately return the driving force source switched in the preceding implementation, the logic for that is unnecessary, and the possibility that the switching of the driving force source is switched in a short time is low.

  The vehicle drive device 8 of this embodiment also determines whether or not the switching control of the driving force source and the shift control overlap at the same time when the acceleration operation change rate Δθacc is a negative deceleration value of −B or less. Is predicted (steps S8 to S10), and if it is predicted that simultaneous switching will occur, the upshift control is started prior to the original upshift determination according to the upshift line of the shift map of FIG. 6 (step S11). . For this reason, the shift control of the automatic transmission unit 20 and the switching control of the driving force source are shifted from each other, the occurrence of shock due to simultaneous switching is suppressed, and the upshift is started from the start of the original control. Therefore, the control end time (time t4 in FIG. 9) including the switching to the motor running due to the stop of the engine 10 is accelerated, and the response of the driving force change to the driver's deceleration request is improved. . In addition, the driving force source is switched in accordance with the prior implementation of the upshift, specifically, the delay in stopping the engine 10 for switching from engine traveling to motor traveling is suppressed, and the deterioration of fuel consumption due to the stop delay is improved. .

  Further, since this is performed when the accelerator operation change rate Δθacc is equal to or less than the negative predetermined value −B, it is highly likely that simultaneous switching is performed as compared with the case where the absolute value of the accelerator operation change rate Δθacc is small (close to 0). In the case where the prediction can be made and the prediction is off, that is, when the original upshift according to the upshift line of the shift map of FIG. 6 is not necessary, adverse effects such as deterioration in fuel consumption due to the advancement of the upshift are suppressed. .

  In particular, in this embodiment, a hysteresis is provided between the upshift line and the downshift line in the shift map of FIG. 6, and the simultaneous switching is predicted at the time when the downshift line is passed, that is, within the hysteresis region. Thus, simultaneous switching can be predicted with a high probability, and even if the prediction is not satisfied, since it is within the hysteresis region, adverse effects such as deterioration in fuel consumption due to an upshift being performed in advance are suppressed. In addition, when simultaneous shift is predicted before entering the hysteresis region and an upshift is performed in advance, it is necessary to perform a downshift that quickly returns the gear stage switched in the previous execution to the original gear stage if the prediction is off. Yes, up / down shift is performed in a short time, and it is necessary to newly provide logic therefor, but according to this embodiment that predicts simultaneous switching within the hysteresis region, even if the prediction is deviated, It is not necessary to immediately return the gear stage switched in the preceding implementation, and a logic for that purpose is unnecessary, and the possibility that the up / down shift is performed in a short time is low.

  10 to 12 are diagrams for explaining another hybrid vehicle drive device 110 to which the present invention is preferably applied, and corresponding to FIGS. 1 to 3. In this embodiment, instead of the automatic transmission unit 20, an automatic transmission unit 112 mainly composed of a pair of planetary gear devices 114 and 116 is used, and the entire transmission mechanism combined with the switching type transmission unit 11 is used. As shown in the engagement table of FIG. 11, the four forward gear stages from the first gear stage “1st” to the fourth gear stage “4th”, the reverse gear stage “R”, or the neutral “N” are Selectively established. Also in such a vehicle drive device 110, it is predicted whether or not the switching control of the driving force source and the shift control overlap at the same time in the same manner as in the above-described embodiment, and either one of the controls is controlled as the driving force source. By carrying out prior to the start of the original control according to the switching map or the shift map, the same operational effects as in the above embodiment can be obtained.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are one Embodiment to the last, This invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

  8, 110: Vehicle drive device 10: Engine (drive force source) 20, 112: Automatic transmission unit 40: Electronic control device 80: Simultaneous switching prediction means 82: Preceding execution means MG2: Second motor generator (electric motor, drive force) Source) θacc: Accelerator operation amount (requested output) Δθacc: Accelerator operation change rate (output request change rate)

Claims (4)

A plurality of driving force sources that are switched and used in accordance with a predetermined switching condition; and an automatic transmission unit that switches a plurality of gear stages having different gear ratios according to a predetermined shifting condition. In the vehicle drive device having the possibility of simultaneous switching in which the switching control of the automatic transmission unit and the shift control of the automatic transmission unit overlap,
Simultaneous switching prediction means for predicting whether or not the simultaneous switching is performed when the output request change rate of the driver is at least one of a positive predetermined value or more or a negative predetermined value or less;
When the simultaneous switching prediction means predicts that the simultaneous switching will occur, either the switching control or the shift control is performed prior to the start of the original control according to the switching condition or the shifting condition. A prior implementation means,
A vehicle drive device comprising: 2. The vehicle drive according to claim 1, wherein hysteresis is provided for each of the switching condition and the speed change condition, and the simultaneous switching prediction unit performs prediction of the simultaneous switching within a region of the hysteresis. apparatus. The plurality of driving force sources are an engine that generates power by combustion of fuel and an electric motor that generates power by electric energy,
When the output request change rate is equal to or greater than a positive predetermined value, the engine is set as the switching condition from the engine to the motor, which is set on the side where the output request amount is lower than the M → E switching line for switching from the motor to the engine. At the time of passing the E → M switching line to be switched, it is predicted by the simultaneous switching prediction means whether or not the simultaneous switching will be performed,
3. The vehicle drive device according to claim 2, wherein the engine is started by the preceding execution unit when the simultaneous switching prediction unit predicts the simultaneous switching. 4. The plurality of driving force sources are an engine that generates power by combustion of fuel and an electric motor that generates power by electric energy,
When the output request change rate is equal to or less than a negative predetermined value, the simultaneous switching predicting means performs the simultaneous switching predicting means at the time of passing through the downshift line determined as the shift condition on the side where the required output amount is higher than the upshift line. Whether it will be switched or not,
4. The vehicle drive device according to claim 2, wherein when the simultaneous switching prediction unit predicts the simultaneous switching, the preceding execution unit performs an upshift. 5.

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