JP4114643B2 - Control device for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control unit capable of suitably estimating input torque to a power transmission mechanism in a drive system for vehicles having a differential mechanism functioned as a speed change mechanism operated by differential actions and the power transmission mechanism prepared between the differential mechanism and a driving wheel. <P>SOLUTION: The precise input torque T<SB>IN</SB>is obtained so that output torque T<SB>M2</SB>of a second motor M2 outputted from the second motor M2 based on electric energy supplied to the second motor M2 and input torque T<SB>IN</SB>, which is compound torque together with torque T<SB>R1</SB>mechanically transmitted from an engine via a power distribution mechanism 16, to a stepped speed change section 20 are estimated by an input torque estimation means 84 at the basis of various current values. For example, shift quality can be restrained at the basis of the estimated input torque T<SB>IN</SB>to the stepped speed change section 20 by suitably controlling release transitional hydraulic pressure, engagement transitional hydraulic pressure, or line hydraulic pressure as an original hydraulic pressure for a hydraulic frictional engagement mechanism related to speed change of the stepped speed change section 20. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a control device for a vehicle drive device, and relates to a differential mechanism that functions as a speed change mechanism by a differential action, and a power transmission that constitutes a part of a power transmission path between the differential mechanism and a drive wheel. In particular, the present invention relates to estimation of input torque to the power transmission mechanism.

  2. Description of the Related Art A vehicle drive device including a differential mechanism that distributes engine output to a first motor and an output shaft, and a second motor provided between the output shaft of the differential mechanism and a drive wheel is known. ing. For example, this is a hybrid vehicle drive device described in Patent Document 1. In such a hybrid vehicle drive device, the differential mechanism is constituted by, for example, a planetary gear device, and the main part of the power from the engine is mechanically transmitted to the drive wheels by the differential action, and the remaining part of the power from the engine Is transmitted electrically using the electric path from the first electric motor to the second electric motor so that the transmission gear ratio is changed electrically, for example, an electric continuously variable transmission, and the engine is optimized. The fuel consumption is improved by being controlled by the control device so that the vehicle travels while maintaining the operating state. The vehicle drive device of Patent Document 1 further includes a stepped automatic transmission in the power transmission path between the output shaft of the differential mechanism and the drive wheels for the purpose of reducing the size of the second electric motor. The whole is configured.

JP 2003-130202 A JP 2003-130203 A JP 2003-127681 A JP-A-9-158997 JP 2000-74202 A JP-A-10-136626

  Generally, in a stepped transmission that includes a plurality of engagement devices and whose gear stage is switched by engagement and / or release of the engagement devices, the shift of the engagement device is changed based on the input torque to the stepped transmission. By controlling the transient engagement force and controlling the engagement and / or release timing, the shift control of the stepped transmission is appropriately executed to suppress the shift shock. As is well known as a vehicle drive device, when a stepped transmission is connected to an engine only through a mechanical transmission path, the input torque to the stepped transmission is the engine torque. From the centralized estimation.

  However, when the engine torque is estimated from the engine torque map stored in advance using the throttle opening, the accelerator opening, etc. as parameters, it is not always estimated properly due to individual differences in the engine or vehicle, subsequent changes over time, etc. It was. Alternatively, when the engine torque or the input torque to the stepped transmission is directly detected by a torque sensor or the like, a space for arranging the torque sensor is necessary, which increases the cost.

  Further, the input torque to the stepped automatic transmission in the drive device as in Patent Document 1 is the torque mechanically transmitted through the differential mechanism and the electric power from the first motor using the electric path. This is the sum of the output torque of the second electric motor driven by energy. Further, the transmission loss due to this electric path is larger than the mechanical transmission loss because it includes the electric transmission that once converts part of the engine output into electric energy. Therefore, if the input torque to the stepped automatic transmission is estimated from the engine torque in a unified manner, there is a possibility that the shift shock will increase depending on the estimated input torque.

  In some cases, a so-called transfer, for example, a front and rear wheel power distribution device may be provided as a power transmission mechanism in the power transmission path between the output shaft of the differential mechanism and the drive wheels. In general, the engagement force of the transfer engagement device is also controlled based on the input torque to the transfer. Therefore, depending on the input torque to the transfer that is estimated from the engine torque, it is the same as the stepped automatic transmission. There was a possibility that the transfer switching shock would increase.

  As described above, when the input torque to the power transmission mechanism is presumed based on the engine torque in the drive device as in Patent Document 1, the power transmission depends on the estimated input torque to the power transmission mechanism. The mechanism could not be controlled properly and the shock could increase.

  The present invention has been made in the background of the above circumstances, and its object is to provide a differential mechanism that functions as a speed change mechanism by a differential action, and a power between the differential mechanism and a drive wheel. An object of the present invention is to provide a control device in which an input torque to a power transmission mechanism is appropriately estimated in a vehicle drive device including a power transmission mechanism that constitutes a part of a transmission path.

That is, the gist of the invention according to claim 1 is that a differential mechanism that distributes engine output to the first electric motor and the transmission member, and a power transmission path provided between the transmission member and the drive wheel. A control device for a vehicle drive device, comprising: a continuously variable transmission unit having two electric motors and functioning as an electrical continuously variable transmission; and a power transmission mechanism that constitutes a part of the power transmission path, (a) the reaction torque by the power generation of the first electric motor, an output torque output from the second electric motor, based on an input torque estimating means for estimating the input torque to the power transmission mechanism, (b A differential engine torque map learning means for learning an engine torque map based on a reaction torque of the first electric motor when the continuously variable transmission is electrically operated, and (c) the first electric motor. Based on the reaction torque of the engine When time-to unusable without using a torque is an engine torque estimating means for estimating the engine torque based on an engine torque map which is learned by the differential when the engine torque map learning means, to include.

According to this configuration, in the drive device including the differential mechanism that enables the continuously variable transmission unit to perform the electric continuously variable transmission, the input torque to the power transmission mechanism is generated by the input torque estimating unit. Therefore, the input torque to the power transmission mechanism can be obtained with high accuracy. For example, the power transmission mechanism is appropriately controlled based on the estimated input torque to the power transmission mechanism, and a shock during the control of the power transmission mechanism is suppressed. When the engine torque based on the reaction torque of the first motor is not used or cannot be used, the engine torque map learning means during operation causes the first motor to react when the continuously variable transmission is operated by the continuously variable transmission. Since the engine torque is estimated by the engine torque estimation means based on the engine torque map learned based on the force torque, the input torque to the power transmission mechanism is appropriately estimated.

According to a second aspect of the present invention, when the engine torque based on the output current value of the first motor is not used or cannot be used, the continuously variable transmission portion is in an electrical continuously variable non-differential state. is there. In this way, the input torque to the power transmission mechanism can be appropriately set even when the continuously variable transmission portion of the continuously variable transmission portion where the engine torque cannot be estimated based on the output current value of the first electric motor is not differential. Presumed.

In the invention according to claim 3, the differential engine torque map learning means calculates the difference between the engine torque with respect to the accelerator opening related value stored in advance and the engine torque with respect to the accelerator opening related value as an engine torque correction amount. It is something to remember as. In this way, when the engine torque based on the output current value of the first electric motor is not used or cannot be used, the engine torque is appropriately estimated by the engine torque estimating means.

In the invention according to claim 4, the differential engine torque map learning means stores the engine torque with respect to the accelerator opening related value. In this way, when the engine torque based on the output current value of the first electric motor is not used or cannot be used, the engine torque is appropriately estimated by the engine torque estimating means.

According to a fifth aspect of the present invention, there is provided a differential mechanism that distributes engine output to the first electric motor and the transmission member, and a power transmission path provided between the transmission member and the drive wheel. A control device for a vehicle drive device, comprising: a continuously variable transmission unit having two electric motors and functioning as an electrical continuously variable transmission; and a power transmission mechanism that constitutes a part of the power transmission path, (a) The differential mechanism, which is provided in the differential mechanism, includes a differential state in which the continuously variable transmission unit can be electrically operated with an infinitely variable speed and a non-differential state in which the electrical continuously variable speed cannot be operated A differential state switching device for selectively switching between, and (b) a difference in which an engine torque map is learned based on an output current value of the first electric motor when the continuously variable transmission is electrically operated. A dynamic engine torque map learning means; and (c) an output power of the first motor. Engine torque estimating means for estimating the engine torque based on the engine torque map learned by the differential engine torque map learning means when the engine torque according to the value is not used or cannot be used. .

  In this way, the continuously variable transmission is selectively switched between the differential state in which the continuously variable transmission can be operated by the differential state switching device and the non-differential state in which the electrical continuously variable transmission cannot be operated. When the engine torque based on the output current value of the first electric motor is not used or cannot be used, the continuously variable transmission unit is controlled by the differential engine torque map learning means. Since the engine torque is estimated by the engine torque estimating means based on the engine torque map learned on the basis of the output current value of the first motor during the electric continuously variable transmission operation, the input torque to the power transmission mechanism is Estimated appropriately.

Further, in the invention according to claim 6, when the engine torque based on the output current value of the first motor is not used or cannot be used, the continuously variable transmission portion is in an electrical continuously variable non-differential state. is there. In this way, the input torque to the power transmission mechanism can be appropriately set even when the continuously variable transmission portion of the continuously variable transmission portion where the engine torque cannot be estimated based on the output current value of the first electric motor is not differential. Presumed.

In the invention according to claim 7 , the differential engine torque map learning means calculates the difference between the engine torque with respect to the accelerator opening related value stored in advance and the engine torque with respect to the accelerator opening related value as an engine torque correction amount. As something to remember. In this way, when the engine torque based on the output current value of the first electric motor is not used or cannot be used, the engine torque is appropriately estimated by the engine torque estimating means.

In the invention according to claim 8 , the differential engine torque map learning means stores the engine torque with respect to the accelerator opening related value. In this way, when the engine torque based on the output current value of the first electric motor is not used or cannot be used, the engine torque is appropriately estimated by the engine torque estimating means.

In the invention according to claim 9 , the differential mechanism includes a differential state in which the continuously variable transmission portion can be electrically operated with a continuously variable speed and a non-differential state in which the electrical continuously variable speed cannot be operated. And a differential state switching device for selectively switching the differential mechanism. In this way, the differential mechanism can be switched between the differential state and the non-differential state by the differential state switching device.

In the invention according to claim 10 , the differential mechanism includes a first element connected to the engine, a second element connected to the first electric motor, and a third element connected to the transmission member. The differential state switching device has a first element to a third element that can rotate relative to each other in order to enter the differential state, and a first element that enters the non-differential state. Thru | or a 3rd element is rotated together, or the 2nd element is made into a non-rotating state. In this way, the differential mechanism is configured to be switched between a differential state and a non-differential state.

According to an eleventh aspect of the present invention, the differential state switching device causes at least two of the first to third elements to mutually rotate in order to rotate the first to third elements together. A clutch to be connected and / or a brake for connecting the second element to a non-rotating member to bring the second element into a non-rotating state are provided. In this way, the differential mechanism can be easily switched between the differential state and the non-differential state by the clutch and / or the brake.

In the invention according to claim 12 , the power transmission mechanism is an automatic transmission. In this way, the shift transient engagement force of the engagement device of the automatic transmission is controlled based on the input torque to the front and rear wheel power distribution device that is appropriately estimated, and the engagement device is engaged and / or released. Since the timing is controlled, the shift shock is suppressed.

In the invention according to claim 13 , the power transmission mechanism is a front and rear wheel power distribution device. According to this configuration, the engagement force of the engagement device of the front and rear wheel power distribution device is controlled based on the appropriately estimated input torque to the front and rear wheel power distribution device, so that the transfer switching shock is suppressed.

  Here, it is preferable that the differential mechanism is an electric continuously variable transmission in which a differential state in which the first to third rotating elements can be rotated relative to each other is released by releasing the clutch and the brake. The transmission is a transmission having a gear ratio of 1 by the engagement of the clutch, or the speed increasing transmission having a transmission ratio of less than 1 by the engagement of the brake. In this way, the differential mechanism can be configured to be switched between the differential state and the non-differential state, and can also be configured as a transmission having a single gear ratio or a plurality of gear ratios.

  Preferably, the differential mechanism movement is a planetary gear device, the first element is a carrier of the planetary gear device, the second element is a sun gear of the planetary gear device, and the third element. Is the ring gear of the planetary gear unit. In this way, the axial dimension of the differential mechanism is reduced. Further, the differential mechanism can be easily constituted by one planetary gear device.

  Preferably, the planetary gear device is a single pinion type planetary gear device. In this way, the axial dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one single pinion type planetary gear device.

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

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 that constitutes a part of a drive device of a hybrid vehicle to which a control device according to an embodiment of the present invention is applied. In FIG. 1, a transmission mechanism 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, A continuously variable transmission 11 directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and a power transmission path between the continuously variable transmission 11 and the drive wheel 38 A stepped transmission 20 that is a stepped automatic transmission that is connected in series to a continuously variable transmission 11 via a transmission member (transmission shaft) 18 as a power transmission mechanism that constitutes a part of the transmission. An output shaft 22 as an output rotation member connected to the step transmission unit 20 is provided in series. The speed change mechanism 10 is suitably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine is provided between a pair of driving wheels 38, and the power from the engine 8 is supplied as shown in FIG. The differential gear device (final reduction gear) 36 that constitutes a part of the power transmission path as another part of the drive device and the pair of axles are sequentially transmitted to the pair of drive wheels 38. Since the speed change mechanism 10 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing the speed change mechanism 10 in FIG. The same applies to each of the following embodiments. Further, as described above, in the transmission mechanism 10 of the present embodiment, the engine 8 and the continuously variable transmission unit 11 are directly connected. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling, and the connection via the pulsation absorbing damper or the like is included directly.

  The continuously variable transmission unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and outputs the output of the engine 8 to the first electric motor M1 and the transmission member 18. A power distribution mechanism 16 as a differential mechanism for distribution and a second electric motor M2 provided to rotate integrally with the transmission member 18 are provided. The second electric motor M2 may be provided in any part constituting the power transmission path from the transmission member 18 to the drive wheel 38. The first motor M1 and the second motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 has at least a motor (electric motor) function for outputting driving force.

  The power distribution mechanism 16 mainly includes, for example, a single pinion type first planetary gear unit 24 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The first planetary gear unit 24 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. A first ring gear R1 meshing with S1 is provided as a rotating element (element). When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1.

  In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. Further, the switching brake B0 is provided between the first sun gear S1 and the 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 power distribution mechanism 16 causes the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 24, to rotate relative to each other. Since the differential action is enabled, that is, the differential action is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and the distributed engine 8 is stored with the electric energy generated from the first electric motor M1 and the second electric motor M2 is rotationally driven, so that, for example, a so-called continuously variable transmission state (electric CVT state) is established. The rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of 8. That is, when the power distribution mechanism 16 is in the differential state, the continuously variable transmission unit 11 has a gear ratio γ0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18) continuously from the minimum value γ0min to the maximum value γ0max. A continuously variable transmission state that functions as an electrical continuously variable transmission that can be changed to

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 is brought into a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged, the power distribution mechanism 16 includes three elements of the first planetary gear device 24. Since the first sun gear S1, the first carrier CA1, and the first ring gear R1 are all in a locked state where they are rotated, that is, are integrally rotated, the differential action cannot be performed. Since the rotational speed of the transmission member 18 coincides with the transmission member 18, the continuously variable transmission unit 11 is set to a constant transmission state that functions as a transmission in which the transmission ratio γ0 is fixed to “1”. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is connected to the case 12, the power distribution mechanism 16 is in a locked state in which the first sun gear S1 is brought into a non-rotating state. Since the first ring gear R1 is rotated at a higher speed than the first carrier CA1 because the differential action is not possible, the continuously variable transmission unit 11 has a gear ratio γ0 of “1”. A constant speed change state that functions as a speed increasing transmission fixed at a smaller value, for example, about 0.7, is set. Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 operate the continuously variable transmission unit 11 as an continuously variable transmission in which the gear ratio is continuously variable, It operates as a single-stage or multiple-stage transmission with one or more gear ratios, ie, a locked state in which the gear ratio change is locked to a constant state without actuating as an electric continuously variable transmission. It functions as a differential state switching device that selectively switches to a constant transmission state, in other words, a constant transmission state that operates as a single-stage or multiple-stage transmission with a constant gear ratio.

  The stepped transmission unit 20 includes a single pinion type second planetary gear device 26, a single pinion type third planetary gear device 28, and a single pinion type fourth planetary gear device 30. 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 unit 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier gear 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. The number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, the number of teeth of the third ring gear R3 is ZR3, the number of teeth of the fourth sun gear S4 is ZS4, When the number of teeth of the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  In the stepped transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case via the first brake B1. 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 to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to the first clutch C1. Is selectively connected to the transmission member 18.

  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 are hydraulic types that are often used in conventional automatic transmissions for vehicles. It is a friction engagement device, and a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or one end of one or two bands wound around the outer peripheral surface of a rotating drum It is configured by a band brake or the like tightened by a hydraulic actuator, and is for selectively connecting members on both sides on which the brake is interposed.

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

  For example, when the speed change mechanism 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “3” due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ The second speed gear stage which is about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the first brake B1, for example," The third speed gear stage which is about 1.424 "is established, and the gear ratio γ4 is smaller than the third speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example," The fourth speed gear stage that is about .000 "is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ5 to be smaller than the fourth speed gear stage, for example," The fifth gear stage which is about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when the transmission mechanism 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. As a result, the continuously variable transmission unit 11 functions as a continuously variable transmission, and the stepped transmission unit 20 in series functions as a stepped transmission, whereby the first speed, the second speed of the stepped transmission unit 20, For each gear stage of the third speed and the fourth speed, the rotational speed input to the stepped transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly, so that each gear stage shifts continuously. A specific width is obtained. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio (total speed ratio) γT of the speed change mechanism 10 as a whole can be obtained steplessly.

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

  In addition, three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the continuously variable transmission unit 11 are in order from the left side to the second rotation element (second element) RE2. 1 shows a relative rotational speed of the first ring gear R1 corresponding to the sun gear S1, the first carrier CA1 corresponding to the first rotating element (first element) RE1, and the third rotating element (third element) RE3. Is determined in accordance with the gear ratio ρ1 of the first planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the stepped transmission unit 20 correspond to the fourth rotating element (fourth element) RE4 in order from the left and are connected to each other. S2 and the third sun gear S3, the second carrier CA2 corresponding to the fifth rotation element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element (Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other correspond to the eighth rotating element (eighth element) RE8 and connected to each other. The third ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the continuously variable transmission 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. . Further, in the stepped transmission 20, the interval between the sun gear and the carrier is set at an interval corresponding to “1” for each of the second, third, and fourth planetary gear devices 26, 28, and 30. Is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the speed change mechanism 10 of the present embodiment includes the first rotating element RE1 (first speed) of the first planetary gear device 24 in the power distribution mechanism 16 (the continuously variable transmission portion 11). 1 carrier CA1) is connected to the input shaft 14, that is, the engine 8, and selectively connected to the second rotating element (first sun gear S1) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the first electric motor M1. Is connected to the case 12 via the switching brake B0, and the third rotating element (first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2 to rotate the input shaft 14. Is transmitted (inputted) to the stepped transmission 20 via the transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

  For example, when switching to the continuously variable transmission state (differential state) by releasing the switching clutch C0 and the switching brake B0, the reaction force generated by the first motor M1 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 point is raised or lowered, the rotational speed of the first ring gear R1 indicated by the intersection point between the straight line L0 and the vertical line Y3 is lowered or raised.

Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is brought into a non-differential state in which the three rotating elements rotate integrally, so that the straight line L0 is It is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is brought into a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. rotational speed of the first ring gear R1, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input at a rotation speed higher than the engine speed N _E to the geared transmission unit 20.

  In the stepped transmission unit 20, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is selectively connected to the case 12 via the first brake B1, The rotating element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is selectively connected to the case 12 via the third brake B3, and the seventh rotating element RE7 is connected to the output shaft. 22 and the eighth rotating element RE8 is selectively connected to the transmission member 18 via the first clutch C1.

In the stepped transmission unit 20, as shown in FIG. 3, the first clutch C1 and the third brake B3 are engaged, whereby the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line X2 An oblique straight line L1 passing through the intersection and the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection with. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. In the first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the eighth rotary element RE8 at the same speed as the engine speed N _E from the continuously variable transmission unit 11 or power distributing mechanism 16 Power is input. However, when the switching brake B0 in place of the switching clutch C0 is engaged, since the power from the continuously variable transmission unit 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, the Output of the fifth speed at the intersection of the horizontal straight line L5 determined by the engagement of the two clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22 The rotational speed of the shaft 22 is shown.

  FIG. 4 illustrates a signal input to the electronic control device 40 for controlling the speed change mechanism 10 of the present 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, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8 and the electric motors M1 and M2 and shift control for the stepped transmission unit 20 is executed.

The electronic control unit 40, from the sensors and switches shown in FIG. 4, a signal indicating the engine coolant temperature, a signal representing the shift position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the gear ratio sequence set value A signal indicating the M (motor running) mode, an air conditioner signal indicating the operation of the air conditioner, a vehicle speed signal corresponding to the rotational speed of the output shaft 22, an oil temperature signal indicating the operating oil temperature of the stepped transmission unit 20, A signal indicating a side brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, an accelerator opening signal Acc indicating an operation amount of an accelerator pedal 46, a cam angle signal, a snow mode setting signal indicating a snow mode setting, Acceleration signal indicating vehicle longitudinal acceleration, auto-cruise signal indicating auto-cruise driving, vehicle weight signal indicating vehicle weight, and wheel speed of each drive wheel A wheel speed signal, a signal indicating the presence or absence of a stepped switch for switching the continuously variable transmission unit 11 to a constant shift state (non-differential state) in order to cause the transmission mechanism 10 to function as a stepped transmission, A signal indicating the presence or absence of a continuously variable switch operation for switching the continuously variable transmission unit 11 to a continuously variable transmission state (differential state) in order to function as a continuously variable transmission, a signal indicating the rotational speed N _M1 of the first electric motor M1 , a signal representative of the rotational speed _{N M2} of the second electric motor M2, so a signal representing the generated current _{I M1G} of the first electric motor M1, a signal representing the generated current _{I M2G} of the second electric motor M2, so the driving current _{I M1A} to the first electric motor M1 , A signal representing the drive current I _M2A to the second electric motor M2, a signal representing the control current I _M1 supplied to the first electric motor _M1 , a signal representing the control current I _M2 supplied to the second electric motor M2, etc. But , Each supplied.

  Further, the electronic control unit 40 receives a drive signal for a throttle actuator that controls the opening of the throttle valve, a boost pressure adjustment signal for adjusting the boost pressure, and an electric air conditioner drive signal for operating the electric air conditioner. , An ignition signal for instructing the ignition timing of the engine 8, an instruction signal for instructing the operation of the motors M1 and M2, a shift position (operation position) display signal for operating the shift indicator, and a gear ratio display for displaying the gear ratio A signal, a snow mode display signal for displaying that it is in snow mode, an ABS operation signal for operating an ABS actuator that prevents slipping of wheels during braking, and an M mode that indicates that the M mode is selected Hydraulic actuator of hydraulic friction engagement device of display signal, continuously variable transmission unit 11 and stepped transmission unit 20 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 to control, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42, and a signal for driving an electric heater A signal to the cruise control computer is 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 speed change control means 54 is configured such that, for example, the vehicle speed V and the stepped speed change portion 20 are determined from the speed change diagram (speed change map) indicated by the solid line and the alternate long and short dash line in FIG. Based on the vehicle state indicated by the output torque T _OUT , it is determined whether or not the speed change of the speed change mechanism 10 should be executed, that is, the speed change stage of the speed change mechanism 10 is determined and the automatic speed change control of the stepped speed change unit 20 is performed. Execute. For example, the stepped shift control means 54 engages and / or releases the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. The command is output to the hydraulic control circuit 42.

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, the differential state of the continuously variable transmission unit 11, while driving the engine 8 and the second electric motor M2. The transmission ratio γ0 of the continuously variable transmission unit 11 as an electric continuously variable transmission is controlled by changing the force distribution and the reaction force generated by the power generation of the first electric motor M1 so as to be optimized. For example, at the traveling vehicle speed at that time, the driver's required output is calculated from the accelerator pedal operation amount Acc and the vehicle speed V, the required driving force is calculated from the driver's required output and the required charging value, and the engine rotational speed _NE and it calculates the total output, based on its total output and engine rotational speed N _E, to control the amount of power generated by the first electric motor M1 controls the engine 8 to obtain the engine output.

The hybrid control means 52 executes the control in consideration of the gear position of the stepped transmission unit 20 in order to improve power performance and fuel consumption. In such a hybrid control, transmission member determined by the gear position of the engine rotational speed N _E for example target engine speed N _E ^* and the vehicle speed V and the step-variable shifting portion 20 is determined to operate the engine 8 in an operating region at efficient In order to match the rotational speed of 18, the continuously variable transmission unit 11 is caused to function as an electrical continuously variable transmission. That is, the hybrid control means 52 in advance so as to achieve both drivability and fuel economy with a previously stored engine speed N _E and engine torque T _E when the continuously-variable shifting control in a two-dimensional coordinate with parameters Experiment For example, an engine output necessary for satisfying the required driving force is stored so that the engine 8 can be operated along the optimal curve. determines the target value of the overall speed ratio γT of the transmission mechanism 10 such that the engine torque T _E and the engine rotational speed N _E for generating the speed ratio γ0 of the continuously variable transmission portion 11 so as to obtain the target value And the total gear ratio γT is controlled within a changeable range, for example, 13 to 0.5.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. However, part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and electric energy is supplied to the second electric motor M2 through the inverter 58, and the second The electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. In addition, when the acceleration request by the driver is large, the hybrid control means 52 supplies electric energy from the power storage device 60 to the second electric motor M2 in addition to the electric energy from the first electric motor M1, and drives the second electric motor M2. Thus, torque assist for assisting the power of the engine 8 is possible. Furthermore, regardless of whether the engine 8 is stopped or in an idle state, the hybrid control means 52 can run the motor using only the electric motor, for example, only the second electric motor M2, by the electric CVT function of the continuously variable transmission unit 11.

  Further, the continuously variable transmission 11 of the present embodiment can be switched to a non-differential state (constant shift state) in which a mechanical power transmission path is configured, and in the non-differential state, the first motor M1 is generated. Since it is not necessary to generate a reaction torque by functioning as a machine, the hybrid control means 52 functions as an electric motor (motor). In particular, in the constant speed change state of the continuously variable transmission unit 11 in which the first rotation element RE1 to the third rotation element RE3 are integrally rotated, the hybrid control unit 52 uses the second electric motor M2 and / or the second electric power by the electric energy from the power storage device 60. Torque assist that assists the power of the engine 8 by driving one electric motor M1 is possible.

  The speed-increasing gear stage determining means 62 determines which of the switching clutch C0 and the switching brake B0 is to be engaged when the transmission mechanism 10 is in the stepped shift state or when the transmission mechanism 10 is in the stepped shift control. In order to achieve this, for example, the gear position to be shifted by the speed change mechanism 10 according to the gear shift diagram shown in FIG. It is determined whether it is a step.

The switching control means 50 is, for example, a vehicle indicated by the vehicle speed V and the output torque T _OUT from the switching diagram (switching map, relationship) indicated by the broken line and the two-dot chain line in FIG. Based on the state, the shift state of the transmission mechanism 10 to be switched is determined, that is, within the continuously variable control region where the transmission mechanism 10 is in a continuously variable transmission state, or the stepped control region where the transmission mechanism 10 is in a continuously variable transmission state. And the transmission mechanism 10 is selectively switched between the continuously variable transmission state and the stepped transmission state.

  Specifically, when it is determined that the switching control means 50 is within the stepped shift control region, the hybrid control means 52 outputs a signal that disables or prohibits the hybrid control or continuously variable shift control. The step-variable shift control means 54 is permitted to perform shift control at the time of a step-variable shift set in advance. At this time, the stepped transmission control unit 54 executes automatic transmission control of the stepped transmission unit 20 in accordance with, for example, the transmission line diagram shown in FIG. FIG. 2 shows a combination of operations of the hydraulic friction engagement devices selected in the speed change control, that is, C0, C1, C2, B0, B1, B2, and B3. That is, the transmission mechanism 10 as a whole, that is, the continuously variable transmission unit 11 and the stepped transmission unit 20 function as a so-called stepped automatic transmission, and the shift stage is achieved according to the engagement table shown in FIG.

  For example, when the fifth gear is determined by the acceleration-side gear determination means 62, the so-called overdrive gear that has a gear ratio smaller than 1.0 is obtained for the entire transmission mechanism 10. Therefore, the switching control means 50 disengages the switching clutch C0 and engages the switching brake B0 so that the continuously variable transmission 11 can function as a sub-transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. The command is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 62 that the gear ratio is not the fifth speed gear stage, the speed change gear 10 as a whole can obtain a reduction side gear stage having a gear ratio of 1.0 or more, so that the switching control means. 50 indicates a command to the hydraulic pressure control circuit 42 to engage the switching clutch C0 and release the switching brake B0 so that the continuously variable transmission unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. Output. In this way, the speed change mechanism 10 is switched to the stepped speed change state by the switching control means 50 and is selectively switched to be one of the two types of speed steps in the stepped speed change state. 11 is made to function as a sub-transmission, and the stepped transmission unit 20 in series therewith functions as a stepped transmission, whereby the entire transmission mechanism 10 is made to function as a so-called stepped automatic transmission.

  However, when the switching control means 50 determines that it is within the continuously variable transmission control region for switching the transmission mechanism 10 to the continuously variable transmission state, the continuously variable transmission unit 10 can obtain the continuously variable transmission state as a whole. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic pressure control circuit 42 so that the stepless speed change can be performed by setting the step No. 11 to the stepless speed change state. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal permitting automatic shifting of the stepped transmission 20 is output in accordance with the shift diagram shown in FIG. In this case, the automatic transmission is performed by the stepped shift control means 54 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the continuously variable transmission unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the stepped transmission unit 20 in series functions as a stepped transmission. An appropriate magnitude of driving force can be obtained, and at the same time, the first, second, third, and fourth gears of the stepped transmission unit 20 are input to the stepped transmission unit 20. The rotational speed, that is, the rotational speed of the transmission member 18 is changed steplessly, and a stepless speed ratio width is obtained for each gear stage. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

Here, FIG. 6 will be described in detail. FIG. 6 is a shift diagram (relationship) pre-stored in the shift diagram storage means 56 that is a basis for the shift determination of the stepped transmission unit 20, and shows the vehicle speed V and the driving force. It is an example of a shift diagram (shift map) composed of two-dimensional coordinates using the output torque T _{OUT as} a related value as a parameter. The solid line in FIG. 6 is an upshift line, and the alternate long and short dash line is a downshift line. 6 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 6 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. A high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining a high output travel in which the output torque T _OUT of the stepped transmission unit 20 is a high output, for example. It shows. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 6, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 6 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. The shift diagram including the switching diagram may be stored in advance in the shift diagram storage means 56 as a shift map. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be.

The shift diagram, the switching diagram, and the like are stored not as a map but as a judgment formula for comparing the actual vehicle speed V and the judgment vehicle speed V1, a judgment formula for comparing the output torque T _OUT and the judgment output torque T1, and the like. Also good. In this case, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1. Further, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the vehicle state, for example, the output torque T _OUT of the stepped speed change unit 20 exceeds the judgment output torque T1. Further, when the control device of the electric system such as the electric motor for operating the continuously variable transmission 11 as an electric continuously variable transmission has failed or the function is reduced, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Functional degradation of equipment related to the electrical path until it is converted into mechanical energy, that is, failure of the first electric motor M1, the second electric motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, etc. ) Or when a function deterioration or malfunction due to low temperature occurs, the switching control means 50 may preferentially place the speed change mechanism 10 in a stepped speed change state in order to ensure vehicle travel even in the continuously variable control region. .

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38 but also the output torque T _OUT of the stepped transmission 20, for example. engine torque T _E, and the vehicle acceleration, for example, the accelerator opening or a throttle opening (or the intake air amount, air-fuel ratio, fuel injection amount) Ya actual value such as the engine torque T _E that is calculated by the engine speed N _E Further, it may be an estimated value such as a required driving force calculated based on a driver's accelerator pedal operation amount or a throttle opening. The driving torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

  Further, for example, the determination vehicle speed V1 is set so that the speed change mechanism 10 is set to the stepped speed change state at the high speed so that the fuel consumption is prevented from deteriorating if the speed change mechanism 10 is set to the stepless speed change state at the time of high speed drive. Is set to The determination torque T1 is, for example, an electric power from the first electric motor M1 in order to reduce the size of the first electric motor M1 without causing the reaction torque of the first electric motor M1 to correspond to the high output range of the engine in the high output traveling of the vehicle. It is set in accordance with the characteristics of the first electric motor M1 that can be disposed with the maximum energy output reduced.

7, the engine output as a boundary for the area determining which of the step-variable control region and the continuously variable control region by switching control means 50 and the engine rotational speed N _E and engine torque T _E as a parameter It is a switching diagram (switching map, relationship) stored in advance in, for example, the shift diagram storage means 56 having a line. Switching control means 50, based on the switching diagram of FIG. 7 with the engine rotational speed N _E and engine torque T _E in place of the switching diagram of Figure 6, those of the engine speed N _E and engine torque T _E It may be determined whether the vehicle state represented by is in the stepless control region or in the stepped control region. FIG. 7 is also a conceptual diagram for making a broken line in FIG. In other words, the broken line in FIG. 6 is also a switching line relocated on the two-dimensional coordinates using the vehicle speed V and the output torque T _OUT as parameters based on the relationship diagram (map) in FIG.

As shown in the relationship of FIG. 6, stepped control is performed in a high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1, or a high vehicle speed region where the vehicle speed V is equal to or higher than the determination vehicle speed V1. Since it is set as a region, the stepped variable speed travel is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed travel is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8. Similarly, as indicated by the relationship shown in FIG. 7, the engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or a high-speed drive region in which, or high output region where the engine output is higher than the predetermined calculated from engine torque T _E and the engine speed N _E, because it is set as a step-variable control region, relatively high torque of the step-variable shifting running the engine 8 This is executed at a relatively high rotational speed or at a relatively high output, and continuously variable speed travel is performed at a relatively low torque, a relatively low rotational speed, or a relatively low output of the engine 8, that is, in a normal output range of the engine 8. It is supposed to be executed. The boundary line between the stepped control region and the stepless control region in FIG. 7 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

As a result, for example, in low-medium speed traveling and low-medium power traveling of the vehicle, the speed change mechanism 10 is set to a continuously variable transmission state to ensure fuel efficiency of the vehicle, but the actual vehicle speed V exceeds the determination vehicle speed V1. In such high speed running, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path, so that the electric continuously variable transmission. As a result, the conversion loss between the power and the electric energy generated when the power is operated is suppressed, and the fuel efficiency is improved. Further, in high-power running such that the driving force-related value such as the output torque T _OUT exceeds the determination torque T1, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and is exclusively a mechanical power transmission path. Thus, the region in which the output of the engine 8 is transmitted to the drive wheels 38 to operate as an electric continuously variable transmission is the low / medium speed traveling and the low / medium power traveling of the vehicle, and the electric energy that should be generated by the first electric motor M1. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E with the stepped up-shift of the automatic shifting control, as shown in FIG. 8 can enjoy.

  FIG. 9 is a diagram illustrating an example of a shift operation device 64 that is a manual transmission operation device. The shift operation device 64 includes a shift lever 66 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions. For example, as shown in the engagement operation table of FIG. 2, the shift lever 66 blocks the power transmission path in the speed change mechanism 10, that is, in the stepped speed change portion 20, in which neither the clutch C <b> 1 nor the clutch C <b> 2 is engaged. The neutral position, that is, the neutral state, and the parking position “P (parking)” for locking the output shaft 22 of the stepped transmission 20, the reverse traveling position “R (reverse)” for reverse traveling, the transmission mechanism 10 Is manually operated to a neutral position “N (neutral)”, a forward automatic shift travel position “D (drive)”, or a forward manual shift travel position “M (manual)”. It is provided so that. The shift positions shown in the “P” to “M” positions are the “P” position and the “N” position, which are non-traveling positions selected when the vehicle is not traveling, and are “R” position and “D” position. The “M” position is a traveling position selected when the vehicle is traveling. Further, the “D” position is also the fastest running position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine brake effect can be obtained.

The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position in the longitudinal direction of the vehicle, for example, and when the shift lever 66 is operated to the “M” position, Any of the “D” range to the “L” range is changed according to the operation of the shift lever 66. Specifically, at the “M” position, an upshift position “+” and a downshift position “−” are provided in the front-rear direction of the vehicle, and the shift lever 66 has their upshift position “+”. ”Or the downshift position“ − ”, the“ D ”range to the“ L ”range is selected. For example, the five shift ranges from the “D” range to the “L” range at the “M” position are the high speed side (the minimum gear ratio side) in the change range of the total gear ratio γT that allows automatic transmission control of the transmission mechanism 10. The speed range of the gear stage (gear stage) is limited so that there are a plurality of types of gear ranges with different total gear ratios γT, and the maximum speed side gear stage at which the stepped transmission unit 20 can change gears is different. . The shift lever 66 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by biasing means such as a spring. Further, the shift operating device 64 is provided with a shift position sensor (not shown) for detecting each shift position of the shift lever 66, and a signal P _SH indicating the shift position of the shift lever 66 and an operation at the “M” position. The number of times and the like are output to the electronic control unit 40.

  For example, when the “D” position is selected by operating the shift lever 66, automatic switching control of the shift state of the transmission mechanism 10 is executed by the switching control means 50 based on the previously stored switching map shown in FIG. Then, the continuously variable transmission control of the power distribution mechanism 16 is executed by the hybrid control unit 52, and the automatic transmission control of the stepped transmission unit 20 is executed by the stepped transmission control unit 54. For example, when the speed change mechanism 10 is switched to the stepped speed change state, the speed change mechanism 10 is automatically controlled in the range of the first speed gear to the fifth speed as shown in FIG. During continuously variable speed travel where the mechanism 10 is switched to the continuously variable transmission state, the speed change mechanism 10 has a continuously variable transmission ratio width of the power distribution mechanism 16 and the first through fourth gears of the stepped transmission 20. The automatic transmission control is performed within the change range of the total speed ratio γT that can be changed by the transmission mechanism 10 obtained by each gear stage that is automatically controlled within the range. This “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which automatic shift control of the transmission mechanism 10 is executed.

  Alternatively, when the “M” position is selected by operating the shift lever 66, the switching control means 50, the hybrid control means 52, and the stepped gear are set so as not to exceed the maximum speed side gear stage or gear ratio of the gear range. The shift control means 54 performs automatic shift control within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10. For example, when the transmission mechanism 10 is switched to the stepped transmission state, the transmission mechanism 10 is automatically controlled to shift within the range of the total transmission ratio γT at which the transmission mechanism 10 can shift in each shift range, or the transmission mechanism 10 During continuously variable speed driving that can be switched to a continuously variable speed state, the speed change mechanism 10 automatically operates within the range of the stepless speed ratio range of the power distribution mechanism 16 and the shift speed range of the stepped speed changer 20 corresponding to each speed range. Automatic shift control is performed within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10 obtained by each gear stage subjected to shift control. This “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which manual shift control of the transmission mechanism 10 is executed.

Returning to FIG. 5, the differential state determination unit 80 determines whether or not the power distribution mechanism 16 is in the differential state, that is, the continuously variable transmission unit 11 is in the continuously variable transmission state. For example, the differential state determination means 80 is in a stepped control region where the speed change mechanism 10 is switched to the stepped speed change state by the change control means 50 and the vehicle is in stepped speed change or the speed change mechanism 10 is continuously variable. For example, based on the vehicle state indicated by the vehicle speed V and the output torque T _OUT from the switching diagram shown in FIG. 6 for determining whether or not the vehicle is in the continuously variable control region where the vehicle is continuously variable speed controlled. Whether or not the continuously variable transmission unit 11 is in the continuously variable transmission state is determined based on whether or not it is within the continuously variable control region where the transmission mechanism 10 is in the continuously variable transmission state. The differential state determination means 80 determines whether or not the vehicle is in a continuously variable transmission, for example, in a continuously variable control region where the transmission mechanism 10 is in a continuously variable transmission state based on the vehicle state from the switching diagram shown in FIG. It also functions as a continuously variable speed travel determination means that determines based on whether or not.

  The stepped travel torque assist determining means 82 is, for example, in the case where the transmission mechanism 10 is controlled to be switched to the stepped speed change state and the vehicle is in a stepped speed change state. If the result is negative, the hybrid control means 52 determines whether or not the first electric motor M1 and / or the second electric motor M2 is driven by the electric energy from the power storage device 60 to assist torque of the engine 8, for example. The determination is made based on a command to the inverter 58 for driving the first electric motor M1 and / or the second electric motor M2.

Input torque estimating means 84, the electrical stepped-travel input torque estimating means 86 for estimating the input torque T _IN to the continuously variable transmission is not operated in the power transmission mechanism of the continuously variable transmission unit 11, continuously variable transmission unit with 11 and the electrically controlled continuously variable-travel input torque estimating means 88 for estimating the input torque T _iN to continuously variable operation when the power transmission mechanism, the input torque T _iN e.g. geared transmission unit to the power transmission mechanism The input torque _TIN to 20 is accurately estimated.

For example, the input torque T _IN to the estimated power transmission mechanism by the input torque estimating means 84 is used to appropriately control the power transmission mechanism. For example, in order to suppress the shift shock upon shift control of stepwise variable transmission portion 20 by the step-variable shifting control means, the hydraulic friction engagement devices involved in the shift on the basis of the input torque T _IN to the geared transmission unit 20 The release transient hydraulic pressure, the engagement transient hydraulic pressure, or the line pressure that is the source pressure thereof is appropriately controlled by the hydraulic pressure control circuit 42. For example, the transmission torque capacity of the input torque T _IN appropriate hydraulic friction engagement device according to the greater extent disengagement transition pressure and engagement transition or hydraulic line pressure is larger input torque T _IN to the geared transmission unit 20 Is ensured, and torque is quickly transferred from one hydraulic friction engagement device to the other hydraulic friction engagement device. Thus, the input torque T _IN to the power transmission mechanism has to be accurately estimated.

The stepped-travel input torque estimating means 86 includes an engine torque estimation unit 90 for estimating the engine torque T _E, electrically controlled continuously variable transmission is not operated or power distributing mechanism 16 of the continuously variable transmission unit 11 is a non-differential during the step-variable shifting travel of the vehicle as the dynamic state, the input torque T of based on the speed ratio of the continuously variable transmission unit 11 in the constant shifting state and the engine torque T _E that is estimated by the engine torque estimating unit 90 to the power transmission mechanism _IN For example, the input torque T _IN to the stepped transmission unit 20 is estimated. That is, the stepped travel time input torque estimating means 86 is a constant speed state that functions as a transmission in which the switching clutch C0 is engaged and the speed ratio γ0 of the continuously variable transmission 11 is fixed to “1”, that is, continuously variable. If that is directly coupled state of the transmission portion 11 estimates the input torque T _iN by applying a "1" to the engine torque T _E that is estimated by the engine torque estimating unit 90. Further, the stepped travel time input torque estimating means 86 is an increase in which the switching brake B0 is engaged and the speed ratio γ0 of the continuously variable transmission unit 11 is fixed to a value smaller than “1”, for example, about “0.7”. In the case of a constant shift state that functions as a high speed transmission, the input torque T _IN is estimated by multiplying the engine torque _{TE by} , for example, “0.7”. In the case of the directly connected state of the continuously variable transmission unit 11 may estimate the engine torque T _E as it is as the input torque T _IN.

Further, the stepped travel time input torque estimating means 86 assists the power of the engine 8 by driving the first electric motor M1 and / or the second electric motor M2 by the electric energy from the power storage device 60 during the stepped variable speed traveling of the vehicle. When the torque assist is being performed, for example, when it is determined that the torque assist is being determined by the stepped torque assist determination means 82, the assist torque (first motor assist torque) T _M1A and / or the first motor M1 or assist torque by the second electric motor M2 (second electric motor assist torque) T _M2A a power transmission mechanism that is estimated based on the gear ratio of the engine torque T _E and the continuously variable transmission portion 11 estimated by the engine torque estimating unit 90 by adding the input torque T _iN to, the input torque T _{iN +} and then to the power transmission mechanism Estimated to. The first motor assist torque T _M1A and / or the second motor assist torque T _M2A is, for example, a drive current (first current to the first motor M1 supplied through the inverter 58 from the power storage device 60 that is obtained and stored in advance through experiments or the like. 1 motor drive current) I _M1A for first motor assist torque T _M1A and / or second motor assist for second motor M2 supplied from inverter 60 through power storage device 60 (second motor drive current) I _M2A The torque T _M2A is obtained based on the actual first motor drive current I _M1A and / or the second motor drive current I _M2A .

The engine torque estimating unit 90 estimates the engine torque T _E. For example, the engine torque estimating means 90 uses an engine torque characteristic (an engine torque map, an engine torque map, an engine rotation speed _NE and an accelerator opening related value, for example, a throttle opening that is experimentally obtained and stored in advance as a parameter. The engine torque _TE is estimated based on the actual engine speed _NE and the throttle opening degree.

  The accelerator opening related value is a required output value for the engine 8, and an accelerator opening (accelerator operation amount), an intake air amount, a fuel injection amount, or the like may be used instead of the throttle opening.

The continuously-running input torque estimating means 88 is a reaction torque (T1 motor reaction force torque) T _M1 generated by power generation of the first motor _M1, and an output torque (second motor output torque) output from the second motor M2. ) Based on T _M2 , the input torque to the power transmission mechanism, for example, the input torque T _IN to the stepped transmission 20 is estimated. Specifically, the continuously running traveling time input torque estimating means 88 estimates the torque mechanically transmitted from the engine 8 via the power distribution mechanism 16 based on the first electric motor reaction force torque T _M1. Torque estimation means 92 and electrical transmission torque estimation means 94 for estimating the second motor output torque T _M2 , and when the continuously variable transmission portion 11 is in an electric continuously variable transmission operation, that is, the power distribution mechanism 16 is in a differential state. When the vehicle is continuously variable speed running, the stepped speed change is based on the torque estimated by the mechanical transmission torque estimation means 92 and the second motor output torque T _M2 estimated by the electrical transmission torque estimation means 94. estimating the input torque _{T iN} to section 20.

The mechanical transmission torque estimating means 92 is based on the first motor reaction force torque T _M1 when the vehicle is running at a continuously variable speed, and the torque of the first ring gear R1 as the torque to which the power of the engine 8 is mechanically transmitted ( First ring gear torque) _TR1 is estimated. Here, if the gear ratio of the first planetary gear unit 24 is ρ1, the first electric motor reaction force torque T _M1 : engine torque T _E : first ring gear torque T _R1 = ρ1: (1 + ρ1): 1. As can be seen from this equation, the first ring gear torque T _{R1 (=} first motor reaction torque T _{M1 /} ρ1) is estimated on the basis of the first electric motor reaction torque T _M1. The mechanical transmission torque estimating means 92 includes a first motor reaction force torque T _M1 that is experimentally obtained and stored in advance, and an output current value (first motor generated current) I _M1G generated by power generation of the first motor M1. Based on the relationship, the first motor reaction force torque T _M1 is estimated (calculated) based on the actual first motor generated current I _M1G . In other words, the mechanical transmission torque estimating means 92 estimates the first ring gear torque T _R1 based on the relationship of FIG. 10 previously stored in the actual first motor generator current I _M1G when the continuously-variable shifting control of the vehicle. FIG 10 is a graph showing a relationship between the first ring gear torque T _R1 for the first motor generator current I _M1G stored previously obtained experimentally, the with the first motor generator current I _M1G increases 1 ring gear torque _TR1 is determined to increase. In the present specification, the first ring gear torque T _R1 is the torque electrically transmitted from the engine 8 in order to clearly distinguish it from the torque electrically transmitted from the engine 8, that is, the second motor output torque T _M2. Represents only.

The electric transmission torque estimating means 94 estimates (calculates) the second motor output torque T _M2 based on the control current (second motor control current) I _M2 supplied to the second motor M2 when the vehicle is continuously variable. ) The relationship between the second motor output torque T _M2 and the second motor control current I _M2 supplied through the inverter 58 is determined in advance, and the second motor output torque T _M2 is estimated based on the second motor control current I _M2. Is done. In the normal continuously variable travel of the vehicle, the electric power generated by the first electric motor M1 is supplied to the second electric motor M2, and the second electric motor M2 is operated to output the second electric motor output torque _TM2 . At this time, in particular, when all of the first motor generation current I _M1G is supplied to the second motor M2, and the second motor control current I _M2 is substantially the same as the first motor generation current I _M1G , electrical transmission is performed. The second motor output torque T _M2 can be estimated based on the first motor generated current I _M1G by the torque estimating means 94. Further, when the charge amount of the power storage device 60 is reduced, a part of the first motor generated current I _M1G is used for charging the power storage device 60. In such a case, the second motor control current I _M2 reduced by the charging current used for charging the power storage device 60 is supplied to the second motor M2.

Alternatively, during the regenerative operation of the second motor M2, the output current value (second motor generated current) I _M2G generated by the power generation of the second motor M2 is set as the second motor control current I _M2 . Therefore, if the first ring gear torque T _R1 estimated by the mechanical transmission torque estimating means 92 is a positive torque, the second motor output torque T _M2 during the regenerative operation of the second motor _M2 is a negative torque.

Then, the continuously running travel time input torque estimating means 88 includes a first ring gear torque T _R1 estimated by the mechanical transmission torque estimating means 92 and a second motor output torque T _M2 estimated by the electrical transmission torque estimating means 94. Are combined to estimate the input torque T _IN to the power transmission mechanism. However, during regenerative operation of the second electric motor M2, so stepless-travel input torque estimating means 88, or sums and the second electric motor output torque T _M2 to be a first ring gear torque T _R1 a negative torque, or the first The input torque T _IN to the power transmission mechanism is estimated by subtracting the absolute value of the second motor output torque T _{M2 that is} a negative torque from the 1 ring gear torque T _R1 .

Further, the continuously-running input torque estimating means 88 is in a torque assist state in which the second electric motor M2 is driven by the electric energy from the power storage device 60 to assist the power of the engine 8 when the vehicle is continuously running at a variable speed. The second motor assist torque T _M2A is added to the combined torque of the first ring gear torque T _R1 and the second motor output torque T _M2 and estimated as the input torque T _{IN +} to the power transmission mechanism. In effect during the torque assist, the synthesis of the second motor driving current I _M2A for current supplied by the electric power generated by the first electric motor M1 to the second electric motor M2 and the second electric motor assist torque T _M2A The current becomes the second motor control current I _M2 . Thus, stepless-travel input torque estimating means 88, a first ring gear torque T _R1 estimated by the mechanical transmission torque estimation unit 92, the second electric motor drive current I _M2A included by electrically transmitting torque estimating means 94 The second motor output torque T _M2 during torque assist estimated based on the second motor control current I _M2 is added together to estimate the input torque T _{IN +} to the power transmission mechanism during torque assist.

Figure 11 is a flowchart illustrating a control operation for estimating the input torque T _IN into main part or power transmission mechanism for example geared transmission unit 20 of the control operation of the electronic control unit 40, for example, several msec to several tens msec approximately It is repeatedly executed with an extremely short cycle time.

  First, in step (hereinafter, step is omitted) S1 corresponding to the differential state determination means 80, whether or not the power distribution mechanism 16 is in the differential state, that is, whether or not the vehicle is running continuously variable is shown in FIG. It is determined on the basis of whether or not the vehicle is in a continuously variable control region where the transmission mechanism 10 is in a continuously variable transmission state based on the vehicle state from the switching diagram shown in FIG. If the determination in S1 is negative, is the torque assist for assisting the power of the engine 8 by the first electric motor M1 and / or the second electric motor M2 in S2 corresponding to the stepped torque assist assist means 82? The determination is made based on, for example, a command from the hybrid control means 52 to the inverter 58 for driving the first electric motor M1 and / or the second electric motor M2.

If the determination in S2 is negative, in S6 corresponding to the stepped travel time input torque estimating means 86, the engine torque that is experimentally obtained and stored in advance using the engine speed _NE and the throttle opening as parameters. From the map, the engine torque _TE is estimated based on the actual engine speed _NE and the throttle opening. Furthermore, the input torque T _IN to the geared transmission unit 20 is estimated based on the speed ratio of the continuously variable transmission unit 11 in the constant speed state and the estimated engine torque T _E. For example, when the switching clutch C0 is engaged to function as a transmission in which the transmission gear ratio γ0 of the continuously variable transmission unit 11 is fixed to “1”, the estimated engine torque _{TE is set} to “1”. As a result, the input torque _TIN is estimated, and the switching brake B0 is engaged so that the speed ratio γ0 of the continuously variable transmission 11 is fixed to a value smaller than “1”, for example, about “0.7”. When functioning as a transmission, the input torque T _IN is estimated by multiplying the estimated engine torque _{TE by} , for example, “0.7”.

In S3 corresponding to the stepped-travel input torque estimating means 86 if the determination in S2 is YES, the input torque T _IN to the step-variable transmission portion 20 in the same manner as in S6 is estimated. Subsequently, in S4 corresponding to the stepped travel time input torque estimating means 86, the first motor assist torque T _M1A and / or the second motor assist torque T _M2A is added to the input torque T _IN estimated in S3. Then, it is newly estimated as the input torque T _{IN +} to the stepped transmission unit 20.

If the determination in S1 is affirmative, in S7 corresponding to the continuously-running input torque estimating means 88 (mechanical transmission torque estimating means 92), the power of the engine 8 is determined based on the first motor generator current I _M1G. torque T _R1 of the first ring gear R1 as the transmitted torque is estimated manner. For example, the first ring gear R1 based on the actual first motor generator current I _M1G from the relationship of the first ring gear torque T _R1 for the first motor generator current I _M1G stored previously obtained experimentally is shown in FIG. 10 Torque _TR1 is estimated.

Subsequently, in S8 corresponding to the continuously variable travel time input torque estimating means 88, the second motor output torque T _M2 is estimated based on the second motor control current I _M2 . Furthermore, the input torque T _IN of summed with the first ring gear torque T _R1 estimated by the second electric motor output torque T _M2 and S7, which are the estimated by the geared transmission unit 20 is estimated. When the second motor M2 is driven by the electric energy from the power storage device 60 and torque assist is being performed to assist the power of the engine 8, the second motor assist torque T _M2A is output from the second motor output in S8. In addition to the torque _TM2 and the first ring gear torque _TR1 , the input torque _{TIN +} is estimated.

Then, in S5 corresponding to the hydraulic control circuit 42 and step-variable shifting control means 54, the S4, S6, or hydraulic involved in shifting based on the input torque T _IN to the geared transmission unit 20 estimated in S8 The release transient hydraulic pressure, the engagement transient hydraulic pressure, or the line pressure that is the source pressure of the hydraulic friction engagement device is controlled. Further, the input torque T _IN to the estimated geared transmission unit 20 may be used in a switching timing control of the release and engagement of the hydraulic friction engagement devices involved in the shift.

As described above, according to the present embodiment, in the transmission mechanism 10 including the power distribution mechanism 16 that enables the continuously variable transmission unit 11 to perform an electrical continuously variable transmission, the electric energy supplied to the second electric motor M2 is reduced. Based on the second motor output torque T _M2 output from the second motor _M2 and the torque T _R1 mechanically transmitted from the engine 8 via the power distribution mechanism 16 to the stepped transmission 20. input torque T _iN of, since it is estimated on the basis of various current value by the input torque estimating means 84, accurate input torque T _iN is obtained. For example, in the disengagement transition pressure and engagement transition pressure or source pressure of the hydraulic friction engagement devices involved in the shift of the geared transmission unit 20 based on the input torque T _IN to the geared transmission unit 20 which is the estimated A certain line pressure is appropriately controlled to suppress a shift shock. Further, there is an advantage that a torque sensor or the like for directly detecting the engine torque T _E or the input torque T _IN to the stepped transmission unit 20 is not required.

Further, according to the present embodiment, the input torque estimating means 84 estimates the second motor output torque T _M2 based on the second motor control current I _M2 , and the first ring gear torque based on the first motor generated current I _M1G. Since _TR1 is estimated, an accurate input torque _TIN can be obtained.

Further, according to the present embodiment, the power storage device 60 for supplying electric energy to the second electric motor M2 at the time of torque assist is provided, and the input torque estimating means 84 is based on the current value from the power storage device 60. obtains the assist torque _{T M2A} by M2, since estimate its assist torque _{T M2A} as the input torque _T in addition to the input torque _{T iN} to the estimated geared transmission unit 20 to the geared transmission unit 20 _{iN +,} Yes input torque T _iN to-variable transmission portion 20 is more appropriately estimated.

Further, according to the present embodiment, the power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0, so that the continuously variable transmission unit 11 can be operated in an electrically continuously variable speed and its electrical continuously variable. It is configured to be selectively switched to a non-differential state incapable of shifting operation, and when the continuously variable transmission 11 is not operated electrically, the input torque estimating means 84 stores the throttle opening stored in advance. since estimates the input torque T _iN to the geared transmission unit 20 based on the gear ratio of the engine torque T _E and the continuously variable transmission unit 11 with respect to, the first electric motor is constructed mechanical power transmitting path generated current I input torque T _iN to the step-variable shifting portion, even if the input torque T _iN to 20 can not be estimated geared transmission unit 20 based on _M1G can be estimated.

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

  FIG. 12 is a functional block diagram illustrating a main part of the control function by the electronic control unit 40, and corresponds to the functional block diagram of FIG. This FIG. 12 is the same except that the stepped travel time input torque estimating means 86 shown in FIG. 5 further includes a differential engine torque map learning means 96.

The differential engine torque map learning means 96 is configured to output the first motor generator current I when the continuously variable transmission portion 11 is operated, that is, when the vehicle in which the power distribution mechanism 16 is in a differential state is continuously variable. _An engine torque map is learned based on _M1G .

Specifically, the differential time of the engine torque map learning unit 96 estimates the engine torque T _E with respect to the accelerator opening related value e.g. throttle opening based on the first motor generator current I _M1G during stepless shift running of the vehicle To do. The engine torque _{T E} is the mechanical transmission torque estimation means 92 according to the first motor generator current first ring based on _{I M1G} gear torque _{T R1} estimation similarly to the first electric motor reaction torque _{T M1:} engine torque _{T E:} No. 1 ring gear torque T _R1 = ρ1: (1 + ρ1): 1 is estimated based on the first motor generated current I _M1G from the relationship: Next, the differential engine torque map learning means 96 _creates an engine for the throttle opening estimated based on the engine torque T _E0 for the throttle opening stored in advance as the engine torque default value and the first motor generator current I _M1G. learning storing the difference between the torque T _E as an engine torque correction amount [Delta] T _M for learning (modified) the engine torque map.

Alternatively, the differential-time engine torque map learning means 96 may _store the engine torque T _E based on the first motor generator current I _M1G estimated during the continuously variable speed travel of the vehicle as a learned value of the engine torque T _E as it is. Good. In other words, the differential time of the engine torque map learning unit 96, by storing the engine torque T _E to the throttle opening degree based on the first motor generator current I _M1G, stores the new engine torque map.

Relationship shown in FIG. 13 (a) is a diagram showing an example of an engine torque T _E to the throttle opening degree, the solid line is an engine torque default value T _E0 stored previously obtained experimentally, is dashed line an engine torque T _E that is estimated based on the first motor generator current I _M1G. Further, FIG. 13 (b) shows the relation between the engine torque default value T _E0 and the engine torque correction amount [Delta] T _M, the engine torque correction amount [Delta] T _M to the engine torque default value T _E0 shown in solid line is added The engine torque T _E (engine torque map) is corrected as indicated by the broken line. Incidentally, FIG. 13, the specific engine speed N _E which is in advance experimentally sought stored engine torque map used in the estimation of the engine torque T _E by the engine torque estimating unit 90 in the embodiment described above It can be said that it shows a case.

The engine torque estimating unit 90 has been estimated engine torque T _E by the engine torque map stored previously obtained experimentally in the embodiment described above, in this embodiment, instead of it, continuously variable vehicle When not using the engine torque calculated based on the first motor generator current I _M1G based on the engine torque map corrected by the learning of the differential engine torque map learning means 96 during traveling. When the engine torque is not always estimated on the basis of the first motor generator current I _M1G , for example, even during continuously variable speed travel, the engine torque T when the continuously variable transmission unit 11 is not electrically differential _E is estimated. For example, the engine torque estimating means 90, the engine torque map in which the correction to correct the engine torque map based on the engine torque correction amount [Delta] T _M, which is stored by the differential when the engine torque map learning unit 96, or the differential when the engine the engine torque map based on the first motor generator current I _M1G stored by torque map learning unit 96 estimates the engine torque T _E when the step-variable shifting travel of the vehicle based on the actual throttle opening.

For example, in S3 or S6 corresponding to the stepped travel time input torque estimating means 86 in the flowchart shown in FIG. 11, the engine torque previously obtained experimentally and stored using the engine speed _NE and the throttle opening as parameters. The input torque T _IN was estimated from the map using the engine torque T _E estimated based on the actual engine speed N _E and the throttle opening. the input torque T _iN is estimated using the engine torque T _E that is estimated from an engine torque map which is learned by the time the engine torque map learning means 96.

Further, in step S7 corresponding to the stepless-travel input torque estimating means 88 in the flowchart shown in FIG. 11, the torque T _R1 of the first ring gear R1 on the basis of the first motor generator current I _M1G is estimated, instead it , the first ring gear torque T _R1 using the engine torque T _E that is estimated from an engine torque map which is learned by the differential when the engine torque map learning unit 96 during the continuously-variable shifting control of the vehicle may be estimated. That is, the estimation of the engine torque T _E that is based on an engine torque map which is learned by differential time of the engine torque map learning means 96 by the engine torque estimating means 90, continuously variable vehicle without being restricted during the step-variable shifting travel of the vehicle It may be executed during variable speed travel.

As described above, according to the present embodiment, by providing the switching clutch C0 and the switching brake B0, the differential state in which the continuously variable transmission unit 11 can be operated with an electrical continuously variable transmission and the electrical continuously variable transmission operation thereof. In the speed change mechanism 10 provided with the power distribution mechanism 16 configured to be selectively switched to an incapable non-differential state, the engine torque calculated based on the first motor generator current I _M1G is not used or is not used. When possible, based on the engine torque map learned by the differential engine torque map learning means 96 based on the first motor generator current I _M1G when the continuously variable transmission 11 is in an electrical continuously variable transmission operation, since the engine torque T _E is estimated by the estimation unit 90, for example, based on the mechanical power transmitting path is constituted by a first motor generator current I _M1G Input torque T _IN to the geared transmission unit 20 input torque T _IN geared transmission unit 20 even if that can not be estimated to can be estimated. Also be compared accurately the input torque T _IN and is estimated to be used the estimated engine torque T _E by the engine torque map stored previously obtained experimentally. Moreover, individual differences of engines and vehicles, the difference between the actual engine torque T _E and the subsequent engine torque map stored in advance experimentally sought due to aging or the like is suppressed, accurately the input torque T _IN Can be estimated.

Further, according to the present embodiment, the differential engine torque map learning means 96 performs engine torque with respect to the throttle opening based on the engine torque default value T _E0 and the first motor generator current I _M1G with respect to the throttle opening stored in advance. Since the difference from T _E is stored as the engine torque correction amount ΔT _M , the engine torque T _E with respect to the throttle opening is appropriately set by the engine torque estimating means 90 even when the continuously variable transmission 11 is not electrically operated. Is estimated.

Further, according to the present embodiment, the differential engine torque map learning means 96 directly _uses the engine torque T _E based on the first motor generator current I _M1G estimated during the continuously variable speed travel of the vehicle as the engine torque T _E. since stored as the learned value, to electrically controlled continuously variable transmission is not operated in the continuously-variable transmission portion 11, engine torque T _E with respect to the throttle opening is suitably estimated by the engine torque estimating unit 90.

  FIG. 14 is a skeleton diagram illustrating the configuration of the speed change mechanism 70 according to another embodiment of the present invention, and FIG. 15 is a view showing the relationship between the gear position of the speed change mechanism 70 and the engagement combination of the hydraulic friction engagement device. FIG. 16 is a collinear diagram illustrating the speed change operation of the speed change mechanism 70.

  As in the above-described embodiment, the speed change mechanism 70 includes a continuously variable transmission portion 11 including the first electric motor M1, the power distribution mechanism 16, and the second electric motor M2, and the continuously variable transmission portion 11 and the output shaft 22. And a forward three-stage stepped transmission 72 connected in series via the transmission member 18 therebetween. The power distribution mechanism 16 includes, for example, a single pinion type first planetary gear unit 24 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The stepped transmission unit 72 includes a single pinion type second planetary gear unit 26 having a predetermined gear ratio ρ2 of about “0.532”, for example, and a single pinion having a predetermined gear ratio ρ3 of about “0.418”, for example. And a third planetary gear device 28 of the type. The second sun gear S2 of the second planetary gear unit 26 and the third sun gear S3 of the third planetary gear unit 28 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2. The second carrier CA2 of the second planetary gear device 26 and the third ring gear R3 of the third planetary gear device 28 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1. The second ring gear R2 is selectively connected to the transmission member 18 via the first clutch C1, and the third carrier CA3 is selectively connected to the case 12 via the second brake B2.

In the speed change mechanism 70 configured as described above, for example, as shown in the engagement operation table of FIG. 15, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio can be obtained for each gear stage. ing. In particular, in the present embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and either one of the switching clutch C0 and the switching brake B0 is engaged to operate the continuously variable transmission unit 11 as described above. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant transmission ratio. Accordingly, the transmission mechanism 70 operates as a stepped transmission by the continuously variable transmission unit 11 and the stepped transmission unit 72 that are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0. The stepless speed change state is constituted, and the stepless speed change portion 11 and the stepped speed change portion 72 which are set to the stepless speed change state by engaging neither the switching clutch C0 nor the changeover brake B0 are electrically stepless. A continuously variable transmission state operating as a machine is configured. In other words, the speed change mechanism 70 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and is not operated by engaging neither the switching clutch C0 nor the switching brake B0. It is switched to the step shifting state.

  For example, when the speed change mechanism 70 functions as a stepped transmission, as shown in FIG. 15, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2,” A first gear that is approximately 2.804 "is established, and the gear ratio γ2 is smaller than that of the first gear by engaging the switching clutch C0, the first clutch C1, and the first brake B1, for example,“ The second speed gear stage of about 1.531 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, for example," For example, a third speed gear stage of about 1.000 "is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to engagement of the first clutch C1, the second clutch C2, and the switching brake B0. Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when transmission mechanism 70 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 15 are released. Thereby, the continuously variable transmission unit 11 functions as a continuously variable transmission, and the stepped transmission unit 72 in series functions as a stepped transmission, whereby the first speed, the second speed of the stepped transmission unit 72, The rotational speed input to the stepped transmission 72, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear stage of the third speed, so that each gear stage has a stepless speed ratio width. It is done. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio γT of the transmission mechanism 70 as a whole can be obtained continuously.

  FIG. 16 shows a transmission mechanism 70 including a continuously variable transmission unit 11 that functions as a differential unit or a first transmission unit and a stepped transmission unit 72 that functions as an automatic transmission unit or a second transmission unit. The collinear diagram which can represent the relative relationship of the rotational speed of each rotation element from which a connection state differs on a straight line is shown. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

  Four vertical lines Y4, Y5, Y6, Y7 of the stepped transmission unit 72 in FIG. 16 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. The third sun gear S3, the third carrier CA3 corresponding to the fifth rotating element (fifth element) RE5, the second carrier CA2 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other, and The third ring gear R3 represents the second ring gear R2 corresponding to the seventh rotation element (seventh element) RE7. Further, in the stepped transmission unit 72, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is selectively connected to the case 12 via the first brake B1, The rotating element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is connected to the output shaft 22 of the stepped transmission 72, and the seventh rotating element RE7 engages the first clutch C1. And selectively connected to the transmission member 18.

In the stepped transmission unit 72, as shown in FIG. 16, the first clutch C1 and the second brake B2 are engaged, whereby a vertical line Y7 and a horizontal line indicating the rotation speed of the seventh rotation element RE7 (R2). An oblique line L1 passing through the intersection of X2 and the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotation speed of the fifth rotation element RE5 (CA3), and the sixth rotation element RE6 (CA2) connected to the output shaft 22 , R3), the rotational speed of the first-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotational speed. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the continuously variable transmission unit 11 to the seventh rotary element RE7 at the same speed as the engine speed N _E is input . However, when the switching brake B0 in place of the switching clutch C0 is engaged, since the power from the continuously variable transmission unit 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, the Output of the fourth speed at the intersection of the horizontal straight line L4 determined by the engagement of the two clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 The rotational speed of the shaft 22 is shown.

  The speed change mechanism 70 of the present embodiment is also composed of a continuously variable speed change part 11 that functions as a differential part or a first speed change part, and a stepped speed change part 72 that functions as an automatic speed change part or a second speed change part. The same effects as those of the above-described embodiment can be obtained.

  FIG. 17 shows a seesaw as a shift state manual selection device for selecting switching between a differential state and a non-differential state of the power distribution mechanism 16 by manual operation, that is, switching between a continuously variable transmission state and a stepped transmission state of the transmission mechanism 10. This is an example of a type switch 44 (hereinafter referred to as a switch 44), and is provided in a vehicle so that it can be manually operated by a user. This switch 44 allows the user to selectively select vehicle travel in a speed change state desired by the user. The switch 44 corresponding to continuously variable speed travel indicates the position (part) or presence or absence of the switch 44. When the user presses the position (part) indicated as stepped corresponding to the step-variable travel, the continuously variable-speed travel, that is, the continuously variable transmission state in which the transmission mechanism 10 can be operated as an electrical continuously variable transmission, It is possible to select whether to make a stepped speed change, that is, a stepped speed change state in which the speed change mechanism 10 can operate as a stepped transmission. In the above-described embodiment, for example, the automatic switching control operation of the shift state of the transmission mechanism 10 based on the change of the vehicle state has been described from the relationship diagram of FIG. 6, but the switch 44 is replaced or added to the automatic switching control operation, for example. The gear change state of the speed change mechanism 10 may be manually switched by being manually operated. In other words, the switching control means 50 preferentially switches the transmission mechanism 10 between the continuously variable transmission state and the continuously variable transmission state in accordance with the selection operation of the switch 44 for the continuously variable transmission state or the stepped transmission state. For example, if the user desires a travel that can achieve the feeling of the continuously variable transmission and the effect of improving the fuel efficiency, the user may select the transmission mechanism 10 by manual operation so that the continuously variable transmission is brought into the continuously variable transmission state. If it is desired to improve the feeling due to the change in the engine rotation speed associated with the speed change, the speed change mechanism 10 may be selected manually so as to be in the stepped speed change state. In addition, when the switch 44 is provided with a neutral position in which neither continuously variable speed traveling nor stepped speed variable traveling is selected, when the switch 44 is in the neutral position, that is, the speed change state desired by the user is determined. When it is not selected or when the desired shift state is automatic switching, the automatic shift control operation of the shift state of the transmission mechanism 10 may be executed.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the stepped transmission units 20 and 72 which are a kind of automatic transmission are provided as a power transmission mechanism, but other types of automatic transmissions such as a continuously variable transmission (CVT) are available. It may be provided. Alternatively, the automatic transmission is not necessarily provided, and the present invention can be applied as long as another type of power transmission mechanism is provided. For example, in the case where a front and rear wheel power distribution device so-called transfer is provided as a power transmission mechanism instead of or in addition to the stepped transmission units 20 and 72, based on the input torque to the transfer estimated by the input torque estimating means 84. The engagement force of the transfer engagement device is appropriately controlled, and the transfer switching shock is suppressed.

Further, in step S8 of the flowchart of FIG. 11 of the above-described embodiment, the second motor output torque T _M2 estimated based on the second motor control current I _M2 supplied to the second motor M2 through the inverter 58 and step S7. are summed and the first ring gear torque T _R1 which is estimated although the input torque T _iN to the geared transmission unit 20 is estimated by, for example, when the second electric motor M2 functions as a generator that power The second motor output torque T _M2 estimated based on the generated current I _M2G is subtracted from the first ring gear torque T _R1 estimated in step S7, and the input torque T _IN to the stepped transmission 20 is estimated. The

  Further, the transmission mechanisms 10 and 70 of the above-described embodiment are in a differential state in which the continuously variable transmission unit 11 (power distribution mechanism 16) can operate as an electrical continuously variable transmission and a non-differential in which it is not operated. By switching to the state, it is possible to switch between the continuously variable transmission state and the stepped transmission state. For example, even if the continuously variable transmission unit 11 remains in a differential state, the transmission ratio of the continuously variable transmission unit 11 is changed stepwise instead of continuously. It can be made to function as a stepped transmission. In other words, the differential state / non-differential state of the continuously variable transmission unit 11 and the continuously variable transmission state / stepped transmission state of the transmission mechanisms 10 and 70 are not necessarily in a one-to-one relationship. The transmission unit 11 is not necessarily configured to be switchable between the continuously variable transmission state and the stepped transmission state, and the transmission mechanisms 10 and 70 (the continuously variable transmission unit 11 and the power distribution mechanism 16) are not different from the differential state. The present invention can be applied as long as it can be switched to a moving state. Further, the speed change mechanism in which the speed change mechanisms 10 and 70 are not configured to be switchable to the stepped speed change state, that is, the continuously variable transmission unit 11 does not include the change clutch C0 and the change brake B0 and has only a function as an electric continuously variable transmission. This embodiment can be applied even to the continuously variable transmission 11.

  In the power distribution mechanism 16 of the above-described embodiment, the first carrier CA1 is connected to the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are connected to any of the three elements CA1, S1, and R1 of the first planetary gear device 24. It can be done.

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

  In the above-described embodiment, the first motor M1 and the second motor M2 are disposed concentrically with the input shaft 14, the first motor M1 is connected to the first sun gear S1, and the second motor M2 is connected to the transmission member 18. However, it is not necessarily arranged as such, for example, the first electric motor M1 is operatively connected to the first sun gear S1 and the second electric motor M2 is connected to the transmission member 18 through a gear, a belt, or the like. May be.

  In addition, although the power distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, both the switching clutch C0 and the switching brake B0 are not necessarily provided. The switching clutch C0 selectively connects the sun gear S1 and the carrier CA1, but selectively connects the sun gear S1 and the ring gear R1 or between the carrier CA1 and the ring gear R1. It may be a thing. In short, what is necessary is just to connect any two of the three elements of the first planetary gear unit 24 to each other.

  Further, in the transmission mechanisms 10 and 70 of the above-described embodiment, the switching clutch C0 is engaged when the neutral "N" is set, but it is not always necessary to be engaged.

In the above-described embodiments, the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 are magnetic powder type, electromagnetic type, mechanical type engagement such as powder (magnetic powder) clutch, electromagnetic clutch, and meshing type dog clutch. You may be comprised from the apparatus. For example, the current of the engaging device is a control involved in the transmission based on to the process of shifting of the step-variable transmission portion 20, the input torque T _IN to the geared transmission unit 20 when the electromagnetic clutch is used .

  In the above-described embodiment, the second electric motor M2 is connected to the transmission member 18. However, the second electric motor M2 may be connected to the output shaft 22 or connected to the rotating members in the stepped transmission units 20 and 72. May be.

  In the above-described embodiment, the stepped transmission units 20 and 72 are connected in series with the continuously variable transmission unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14, and the counter shaft The stepped transmission units 20 and 72 may be arranged concentrically on the top. In this case, the continuously variable transmission unit 11 and the stepped transmission units 20 and 72 can transmit power via, for example, a pair of transmission members composed of a counter gear pair as a transmission member 18, a sprocket and a chain, and the like. Connected to

  Further, the power distribution mechanism 16 as the differential mechanism of the above-described embodiment is configured such that, for example, a pinion rotated by an engine and a pair of bevel gears meshing with the pinion are operatively connected to the first electric motor M1 and the second electric motor M2. A connected differential gear device may be used.

  In addition, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and has three or more stages in the non-differential state (constant speed change state). It may function as a transmission.

  In the above-described embodiment, the shift range is set by operating the shift lever 66 to the “M” position. However, the shift speed is set, that is, the highest speed shift speed of each shift range is set. It may be set as a gear position. In this case, in the stepped transmission units 20 and 72, the shift stage is switched and the shift is executed. For example, when the shift lever 66 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the stepped transmission unit 20 can select any of the first to fourth gear positions. Is set according to the operation of the shift lever 66.

  In addition, the switch 44 of the above-described embodiment is a seesaw type switch. For example, a push button type switch, two push button type switches that can be held only alternatively, a lever type switch, Any switch that can selectively switch between at least continuously variable speed travel (differential state) and stepped speed variable travel (non-differential state), such as a slide switch. In addition, when the switch 44 is provided with a neutral position, a switch capable of selecting whether the selection state of the switch 44 is valid or invalid, that is, equivalent to the neutral position, may be provided separately from the switch 44 instead of the neutral position.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle drive device of the embodiment of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. Constructed in the same two-dimensional coordinates with the vehicle speed and output torque as parameters, a pre-stored shift diagram as a basis for determining the shift of the stepped transmission unit and a basis for determining a shift state of the transmission mechanism It is a figure which shows the relationship with the switching diagram memorize | stored previously. FIG. 7 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 6. It is also a conceptual diagram. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a figure showing the 1st ring gear torque with respect to the 1st electric motor generating current calculated | required experimentally beforehand and memorize | stored. 6 is a flowchart for explaining a control operation of the electronic control device of FIG. 5, that is, a control operation for estimating an input torque to a power transmission mechanism such as a stepped transmission unit. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. 4, and is a figure equivalent to the functional block diagram of FIG. (A) is a diagram showing an example of an engine torque T _E to the throttle opening, (b) shows a relationship between the engine torque default value and the engine torque correction amount. FIG. 3 is a skeleton diagram illustrating a configuration of a drive device for a hybrid vehicle according to another embodiment of the present invention, corresponding to FIG. 1. FIG. 15 is an operation chart for explaining the relationship between the speed change operation and the operation of the hydraulic friction engagement device used therefor when the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 3 is a diagram corresponding to FIG. 2. FIG. 15 is a collinear diagram illustrating the relative rotational speeds of the gear stages when the hybrid vehicle drive device of the embodiment of FIG. It is a seesaw type switch as a switching device, and is an example of a shift state manual selection device operated by a user to select a shift state.

Explanation of symbols

8: Engine 10, 70: Transmission mechanism (drive device)
11: continuously variable transmission 12: transmission case (non-rotating member)
16: Power distribution mechanism (differential mechanism)
18: Transmission member 20, 72: Stepped transmission (power transmission mechanism, automatic transmission)
38: drive wheel 60: power storage device 84: input torque estimating means 90: engine torque estimating means 96: differential engine torque map learning means M1: first electric motor M2: second electric motor C0: switching clutch (differential state switching device) )
B0: Switching brake (Differential state switching device)

Claims (13)

A differential mechanism that distributes engine output to the first motor and the transmission member, and a second motor provided in a power transmission path between the transmission member and the drive wheels, and functions as an electric continuously variable transmission A vehicular drive device control device comprising: a continuously variable transmission unit; and a power transmission mechanism that forms part of the power transmission path,
Input torque estimating means for estimating an input torque to the power transmission mechanism based on a reaction force torque generated by power generation of the first motor and an output torque output from the second motor ;
A differential engine torque map learning means for learning an engine torque map based on a reaction torque of the first electric motor when the continuously variable transmission is electrically driven by the continuously variable transmission;
When the engine torque based on the reaction torque of the first electric motor is not used or cannot be used, engine torque estimation is performed to estimate the engine torque based on the engine torque map learned by the differential engine torque map learning means. Means for controlling a vehicle drive device. 2. The vehicle drive device according to claim 1, wherein when the engine torque based on the output current value of the first electric motor is not used or cannot be used, the continuously variable transmission portion is in an electrical continuously variable non-differential state. Control device. 2. The differential engine torque map learning means stores a difference between an engine torque with respect to an accelerator opening related value stored in advance and an engine torque with respect to an accelerator opening related value as an engine torque correction amount. The control apparatus of the vehicle drive device of 2. 3. The control device for a vehicle drive device according to claim 1, wherein the differential engine torque map learning means stores an engine torque with respect to an accelerator opening related value. A differential mechanism that distributes engine output to the first motor and the transmission member, and a second motor provided in a power transmission path between the transmission member and the drive wheels, and functions as an electric continuously variable transmission A vehicular drive device control device comprising: a continuously variable transmission unit; and a power transmission mechanism that forms part of the power transmission path,
The differential mechanism is provided in the differential mechanism, and selectively selects the differential mechanism between a differential state in which the continuously variable transmission unit can be operated with an electrical continuously variable transmission and a non-differential state where the electrical continuously variable transmission cannot be operated. A differential state switching device for switching to,
A differential-time engine torque map learning means for learning an engine torque map based on an output current value of the first electric motor when the continuously variable transmission is electrically driven by the continuously variable transmission;
Engine torque estimating means for estimating the engine torque based on the engine torque map learned by the differential engine torque map learning means when the engine torque based on the output current value of the first motor is not used or cannot be used. And a control device for a vehicle drive device. 6. The vehicle drive device according to claim 5 , wherein when the engine torque based on the output current value of the first motor is not used or cannot be used, the continuously variable transmission portion is in an electrical continuously variable non-differential state. Control device. The differential when the engine torque map learning means, according to claim 5 or is configured to store the difference between the engine torque to the engine torque and the accelerator opening related value for the previously stored accelerator opening related value as the engine torque correction amount 6 is a control device for a vehicle drive device; 7. The control device for a vehicle drive device according to claim 5, wherein the differential engine torque map learning means stores an engine torque with respect to an accelerator opening related value. The differential mechanism selectively switches the differential mechanism between a differential state in which the continuously variable transmission section can be operated with an electric continuously variable transmission and a non-differential state in which the electric continuously variable transmission cannot be operated. control device according to any one of the vehicle drive device in which comprises a differential state switching device according to claim 1 to 4 for. The differential mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a third element coupled to the transmission member,
The differential state switching device allows the first to third elements to rotate relative to each other in order to enter the differential state, and the first to third elements to enter the non-differential state. The control device for a vehicle drive device according to any one of claims 5 to 9 , wherein both are integrally rotated or the second element is in a non-rotating state. The differential state switching device includes a clutch that interconnects at least two of the first element to the third element and / or the second element to rotate the first element to the third element together. The vehicle drive device control device according to claim 10 , further comprising a brake that connects the second element to a non-rotating member in order to place the second element in a non-rotating state. The power transmission mechanism, the control device of any one of the vehicle drive device of claims 1 to 11 is an automatic transmission. The power transmission mechanism, the control device of any one of the vehicle drive device of claims 1 to 12 is a front and rear wheel power distribution device.

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