JP4151614B2 - Control device for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller whose responsiveness to speed change improves by quickly changing the rotational speed of an engine at speed change control of a stepped automatic transmission, in a drive unit for a vehicle which is equipped with a differential mechanism and the stepped automatic transmission. <P>SOLUTION: An overall transmission mechanism 10 is equipped with a motive power distributing mechanism 16 that is so constituted as to selectively switch a differential state where a continuously variable transmission part 11 is enabled to work as an electric stepless transmission and a non-differential state where it is disabled, being equipped with a change-over clutch C0 and a change-over brake B0. An engine rotational speed control means 84 controls the rotational speed NE of an engine, using the differential action of the motive power distributing mechanism 16, at speed change control of a stepped transmission part 20. Therefore, regardless of whether the changeover of the speed-changing stage of the stepped transmission part 20 is started or not, the rotational speed N<SB>E</SB>of the engine is changed quickly, thus the responsiveness improves, concurrently the speed change control of the stepped speed changing part is executed, so the speed change control finishes quickly. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a control device for a vehicle drive device, and more particularly to a vehicle drive device including a differential mechanism that functions as a speed change mechanism by a differential action and a stepped automatic transmission. The present invention relates to engine rotation speed control during gear shift control of a machine.

  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 electrically transmitted using an electric path from the first motor to the second motor, thereby functioning as a transmission in which the gear ratio is electrically changed, and the vehicle is maintained while maintaining the engine in an optimum operating state. The fuel consumption is improved by being controlled by the control device so as to run.

JP 2003-130202 A JP 2003-130203 A JP 2003-127681 A JP-A-11-198668

  In addition, the vehicle drive device disclosed in Patent Document 1 described above is composed entirely of a differential mechanism and a stepped automatic transmission provided between an output shaft of the differential mechanism and a drive wheel. Since this drive device is not provided with a fluid transmission device such as a torque converter, when the shift control of the stepped automatic transmission is performed, the engine rotational speed is uniquely determined with respect to the vehicle speed when the shift speed of the automatic transmission is changed. Is changed. However, when the shift of the automatic transmission is performed, for example, by controlling the release and engagement of a well-known hydraulic friction engagement device, the actual shift speed is determined from the shift determination of the automatic transmission. Since a response delay occurs before the switching is started, there is a possibility that the engine rotational speed does not change during that time, and the shift response may deteriorate. For example, during power-on downshifts due to accelerator depression, the engine speed cannot follow the accelerator depression, resulting in a response delay in the blow-up (rotation increase change), and the engine output (power) rise (start increase) can be delayed. There was sex.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle drive including a differential mechanism that functions as a speed change mechanism by a differential action and a stepped automatic transmission. It is an object of the present invention to provide a control device for a vehicle drive device in which the engine rotational speed is rapidly changed during the shift control of the stepped automatic transmission and the shift response is improved.

That is, the gist of the invention according to claim 1 is an electrical device including a differential mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor that can transmit power to the drive wheels. For a vehicle having a continuously variable transmission that functions as a continuous variable transmission and a stepped transmission that forms part of a power transmission path from the transmission member to a drive wheel and functions as a stepped automatic transmission A control device for the driving device, comprising: (a) engine speed control means for controlling the engine speed by means of an electrical continuously variable transmission of the continuously variable transmission unit during the shift control of the stepped transmission unit ; (b) The engine rotational speed control means controls the engine rotational speed to the target engine rotational speed after completion of the shift of the stepped transmission unit using the electric motor .

According to this configuration, when the drive device including the continuously variable transmission that functions as an electrical continuously variable transmission is controlled by the engine rotational speed control means, Since the engine rotation speed is controlled using the function as a continuously variable transmission, that is, the differential action of the differential mechanism, the engine rotation speed is controlled regardless of whether or not the gear shift of the stepped transmission is started. The responsiveness is improved by being quickly changed, and at the same time, the shift control of the stepped transmission unit is executed, so that the shift control is quickly ended. For example, at the time of power-on downshift due to depression of the accelerator, the engine rotation speed is made to follow the depression of the accelerator and quickly blows up (change in rotation increase), and the engine output (power) rises quickly. At the same time, since the downshift of the stepped transmission unit is executed, the downshift is completed promptly. The engine speed control means uses the electric motor to control the engine speed to the target engine speed after completion of the shift of the stepped transmission unit. Regardless of the accompanying change in engine speed, the engine speed can be controlled and the shift response is improved.

Further, it is an gist of the invention according to claim 2, electrical and a second electric motor and power can be transmitted to the differential mechanism and the drive wheels to distribute an output of an engine to a first electric motor and transmission members For a vehicle having a continuously variable transmission that functions as a continuous variable transmission and a stepped transmission that forms part of a power transmission path from the transmission member to a drive wheel and functions as a stepped automatic transmission A control device for a drive device, comprising: (a) an engine rotation speed control means for controlling an engine rotation speed by means of an electric continuously variable transmission of the continuously variable transmission section during the shift control of the stepped transmission section. (B) The engine rotational speed control means is to start changing the engine rotational speed using the first electric motor before the engine rotational speed change due to the input rotational speed change of the stepped transmission unit . According to this configuration, when the drive device including the continuously variable transmission that functions as an electrical continuously variable transmission is controlled by the engine rotational speed control means, Since the engine rotation speed is controlled using the function as a continuously variable transmission, that is, the differential action of the differential mechanism, the engine rotation speed is controlled regardless of whether or not the gear shift of the stepped transmission is started. The responsiveness is improved by being quickly changed, and at the same time, the shift control of the stepped transmission unit is executed, so that the shift control is quickly ended. For example, at the time of power-on downshift due to depression of the accelerator, the engine rotation speed is made to follow the depression of the accelerator and quickly blows up (change in rotation increase), and the engine output (power) rises quickly. At the same time, since the downshift of the stepped transmission unit is executed, the downshift is completed promptly. Further, the engine speed control means uses the first electric motor to start changing the engine speed using the first motor before the engine speed change due to the input speed change of the stepped transmission unit. The engine speed can be changed quickly.

According to a third aspect of the invention, the engine rotation speed control means controls the engine rotation speed to the target engine rotation speed after completion of the shift of the stepped transmission unit using the electric motor. In this way, the engine rotational speed can be controlled regardless of the change in the engine rotational speed associated with the shift speed change of the stepped transmission unit, and the shift response is improved. In the invention according to claim 4 , the engine speed control means controls the rate of change of the engine speed based on the rate of change of the accelerator opening. In this way, the user's will is appropriately reflected in the engine speed, and drivability is improved.

Moreover, in the invention concerning Claim 5 , the said differential mechanism is in the differential state which makes the said continuously variable transmission part operate | movable as an electrical continuously variable transmission, and the non-differential state which makes it non-operational. A differential state switching device for selectively switching the differential mechanism is provided. In this way, in addition to the continuously variable transmission functioning as an electrical continuously variable transmission, the continuously variable transmission is operated as an electrical continuously variable transmission by the differential state switching device. There is no non-differential state, that is, a state in which a mechanical power transmission path is configured.

In the invention according to claim 6 , 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 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 a seventh 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.

  Preferably, the differential mechanism is a transmission having a gear ratio of 1 by engagement of the clutch, or a speed-up transmission having a gear ratio of less than 1 by engagement of the brake. It is. In this way, the differential mechanism can be configured as a transmission having a single gear ratio or a multiple gear constant speed ratio.

  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.

  Preferably, the differential mechanism is set to a non-differential state when the vehicle speed exceeds a high speed running determination value. In this way, for example, when the actual vehicle speed exceeds the high speed running determination value set on the high vehicle speed side, the engine output is transmitted to the drive wheels exclusively through the mechanical power transmission path, and the continuously variable transmission unit Since the conversion loss between the motive power and electricity generated when operating the motor as an electric continuously variable transmission is suppressed, the fuel efficiency is improved. The high-speed running determination value is a value set in advance to determine whether the vehicle is traveling at high speed.

  Preferably, the differential mechanism is brought into a non-differential state when a driving force-related value of the vehicle exceeds a high-power running determination value. In this way, for example, if the driving force related value such as the required driving force or the actual driving force exceeds the high output traveling determination value set on the relatively high output side, the engine power is exclusively transmitted through the mechanical power transmission path. When the output is transmitted to the drive wheel and the continuously variable transmission unit is operated as an electric continuously variable transmission, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric motor or a drive device for a vehicle including the same is provided. The size is further reduced. Here, the driving force-related values include vehicle output such as engine output torque, transmission output torque, transmission torque and rotational force in a power transmission path such as driving torque of driving wheels, and throttle opening degree that requires it. A parameter that is directly or indirectly related to force. The high output travel determination value is a value set in advance to determine the high output travel of the vehicle.

  Preferably, the differential mechanism is set to a non-differential state when a failure or function of an electric control device such as an electric motor for operating the continuously variable transmission unit as an electric continuously variable transmission occurs. Is. In this way, even when the differential mechanism is normally in the differential state, the non-differential state is preferentially set to ensure vehicle travel.

  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 automatic transmission unit 20 (hereinafter referred to as a stepped transmission unit 20) that functions as a stepped automatic transmission that is connected in series to the continuously variable transmission unit 11 via a transmission member (transmission shaft) 18. In addition, an output shaft 22 as an output rotating member connected to the stepped 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 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, whereby the continuously variable transmission unit 11 is In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, 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 , such as a signal representative of the rotational speed N _M2 of the second electric motor M2, it is 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 shift of the stepped transmission unit 20 should be executed, that is, the shift stage of the stepped transmission unit 20 to be shifted is determined and the stepped transmission unit 20 is determined. The automatic shift control is executed. For example, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG.

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 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. In other words, even if the hybrid control means 52 has the same vehicle speed and the same gear ratio of the stepped transmission unit 20, that is, the rotation speed of the transmission member 18, the engine rotation speed N is controlled by controlling the power generation amount of the first electric motor M1. _E can be controlled.

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 performs an experiment in advance so as to achieve both drivability and fuel efficiency during continuously variable speed travel in two-dimensional coordinates using the engine speed _NE and engine torque T _E stored in advance as parameters. The engine 8 stores the optimum curve (map, relationship diagram) of the engine 8 set automatically, and the engine output necessary to satisfy the required driving force so that the engine 8 can be operated along the optimum 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 a gear ratio of the continuously variable transmission portion 11 so as to obtain the target value γ0 And the total gear ratio γT is controlled within the changeable range, for example, 13 to 0.5.

  At this time, the hybrid control means 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 to the transmission member 18. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted there to electric energy, and the electric energy is supplied to the second electric motor M2 or the first electric motor M1 through the inverter 58. Then, it is transmitted from the second electric motor M2 or the first electric motor M1 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, the hybrid control means 52 can run the motor by 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, regardless of whether the engine 8 is stopped or in an idle state.

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 rotational drive torque generated by functioning as an electric motor (motor) by the hybrid control means 52 can be transmitted to the transmission member 18. Thus, the hybrid control means 52, continuously variable transmission unit 11 actuates the first electric motor M1 in addition to the second electric motor M2 or alone in the step-variable shifting state (fixed shifting state) to control the engine rotational speed N _E be able to. However, in the stepped transmission state of the continuously variable transmission unit 11, the second rotating element RE2 (first sun gear S1) of the power distribution mechanism 16 is also dragged to the vehicle speed V, so that it is compared with the continuously variable transmission state of the continuously variable transmission unit 11. rate of change per predetermined time of the engine rotational speed N _E is small. In the non-differential state due to the engagement of the switching brake B0 even if the continuously variable transmission 11 is in the non-differential state, the first electric motor M1 is connected to the case 12 and cannot rotate, so the engine It can not be used to control the rotational speed N _E.

  The speed-increasing gear stage determining means 62 determines, for example, the shift line based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the transmission mechanism 10 is in the stepped shift state. It is determined whether or not the gear position to be shifted of the transmission mechanism 10 is the speed increasing side gear stage, for example, the fifth speed gear stage, in accordance with the shift diagram shown in FIG.

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, 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 travel and the low / medium power travel of the vehicle. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E with the stepped up-shift of the automatic shifting control, as shown in FIG. 8 can enjoy.

  Returning to FIG. 5, the accelerator opening change rate calculating means 80 represents the accelerator opening change rate Acc ′, which is the operation speed of the accelerator pedal 46, for example, an accelerator indicating the operation amount of the accelerator pedal 46 supplied to the electronic control unit 40. Calculation is made based on the opening signal Acc. This accelerator opening change rate Acc 'represents the speed of increase / decrease of the driver's required vehicle driving force. For example, when the accelerator suddenly depresses when the required driving force increases rapidly, such as when the vehicle suddenly starts, suddenly accelerates, or travels on an uphill road, the accelerator opening change rate Acc ′ increases to the positive side, resulting in approximately constant speed travel. When the accelerator pedal is operated such that the increase / decrease speed of the required driving force is small, the accelerator opening change rate Acc ′ is substantially zero or small.

When it is determined that the step change of the stepped transmission unit 20 is executed, the differential state determination unit 82 shifts the stepped transmission unit 20 based on the vehicle state from the shift diagram shown in FIG. When the gear position to be determined is determined, it is determined 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 82 is in a stepped control region where the speed change mechanism 10 is controlled to be switched to the stepped speed change state by the change control means 50, 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 82 controls the engine speed based on whether the continuously variable transmission unit 11 is in a differential state or a non-differential state when it is determined that the stepped transmission unit 20 is to perform a shift. Next, it is determined whether or not the continuously variable transmission unit 11 is in a continuously variable transmission state.

The engine rotation speed control means 84 includes a continuously variable engine control means 86 and a stepped engine control means 88. When the stepped speed change control of the stepped speed change unit 20 by the stepped speed change control means 54 is performed, the electrical to control the engine rotational speed N _E by stepless, gradual change of the engine speed caused by the switching of the shift stage by geared transmission unit 20 for controlling the engine rotational speed N _E.

When the step-variable engine control unit 86 performs the shift control of the step-variable transmission unit 20 by the step-variable shift control unit 54, the stepless engine control unit 86 does not connect the hybrid control unit 52 if the power distribution mechanism 16 is in a differential state at the start of the shift control. target engine rotational speed after the shift completion of variable transmission portion 11 electrically controlled continuously variable transmission by changing the rotational speed of the first sun gear S1 with the first electric motor M1 and the engine rotational speed N _E and the step-variable transmission portion 20 of the Control to be N _E ^* . The continuously variable engine control means 86 causes the stepped shift control means 54 to execute shift control of the stepped transmission unit 20 together with the engine rotational speed control. The target engine speed N _E ^* is, for example, an engine speed N _E for obtaining an engine output that satisfies the required driving force after completion of shifting of the stepped transmission unit 20, and is stored in advance in the hybrid control means 52. are those controlled by the hybrid control means 52 as the engine 8 along the optimal curve of the engine 8 to the engine rotational speed N _E and engine torque T _E and the parameter is activated.

In general, when the shift control of the stepped transmission unit 20 is performed, release and engagement of the hydraulic friction engagement device of the stepped transmission unit 20 is executed from the shift determination of the stepped transmission unit 20 by the stepped transmission control unit 54. is the up actually switching gear is initiated resulting changes in engine rotational speed N _E response delay is generated. Accordingly, the stage of the continuously variable engine control unit 86 as soon as the engine output after the shift completion to suppress the response delay is obtained, the engine rotational speed N _E with the switching gear by geared transmission unit 20 specific instead of changing the engine speed N _E by changing rapidly changed after shift determination engine rotation speed N _E by the step-variable shifting control means 54 by the by the hybrid control means 52 rotation speed control of the first electric motor M1 To control.

For example, when the continuously variable engine control means 86, when the downshift by the step-variable shifting control means 54 is determined, due hybrid control means 52 instead of raising the engine rotational speed N _E with the downshift first It increases the rotational speed of the first electric motor M1 and controls to raise the engine rotational speed N _E. At this time, the continuously variable engine control means 86 considers the input rotational speed of the stepped transmission 20 that rises with a downshift, that is, the rotational speed of the transmission member 18 that is uniquely determined based on the vehicle speed V and the shift speed. the engine rotational speed N _E to control the rotational speed of the first electric motor M1 by the hybrid control means 52 so as to the target engine speed N _E ^* Te.

Also, when the continuously variable engine control unit 86 controls the rate of change of the engine rotational speed N _E based on the accelerator opening change rate Acc '. As described above, the accelerator opening change rate Acc ′ represents the increase / decrease speed of the driver's required driving force, and the accelerator opening change rate Acc ′ is also the change rate of the required driving force. Further, the change speed of the driver's required driving force corresponds to the change speed of the engine output necessary for satisfying the required driving force, so it can be said that it is the changing speed of the engine rotation speed. For example, the continuously variable engine control means 86 increases the engine rotational speed so that when the accelerator opening change rate Acc ′ is large on the positive side, the required driving force increases more than when it is small. The hybrid controller 52 controls the rotational speed of the first electric motor M1 so as to increase the rotational speed.

The stepped-time engine control unit 88 is configured to perform stepped shift control when the power distribution mechanism 16 is in a non-differential state at the start of the shift control during the shift control of the stepped transmission unit 20 by the stepped shift control unit 54. stepped after the shift completion of the step-variable transmission portion 20 to the engine rotational speed N _E shift control by executing the gradual change of the engine speed N _E due to the switching of the gear of the geared transmission unit 20 to the unit 54 So that the target engine speed N _E ^* is reached. The stepped upon target engine speed N _E ^* is the engine speed N _E based on the rotation speed of the power transmitting member 18 which the gear ratio is uniquely determined from the vehicle speed V and the gear ratio in the continuously-variable transmission portion 11 of the fixed .

Further, the stepped-time engine control means 88 causes the hybrid control means 52 to set the rotation speed of the first electric motor M1 and / or the second electric motor M2 while maintaining the switching control means 50 in the non-differential state of the power distribution mechanism 16. so control is to control so as to reach as soon as possible a little bit of engine rotation speed N _E to the stepped-time target engine rotation speed N _E ^*. For example, in a non-differential state due to C0 engagement in which the rotating elements of the power distribution mechanism 16 are integrally rotated, the stepped-time engine control means 88 sends the non-differential of the power distribution mechanism 16 to the switching control means 50. state to the hybrid control means 52 while it is maintained by controlling the direction to approach the rotational speed of the first electric motor M1 and / or the second electric motor M2 in stepped upon target engine speed N _E ^* have the engine rotational speed N _E Control is performed so that the target engine speed N _E ^* at the stage is reached as soon as possible.

  If the power distribution mechanism 16 is in the non-differential state at the start of the shift control by the stepped shift control means 54, the engine speed control means 84 causes the switching control means 50 to switch the power distribution mechanism 16 to the differential state. Rather than executing engine speed control by the continuously variable engine control means 86, a response delay for engine speed control by switching the power distribution mechanism 16 to the differential state by the switching control means 50 is not generated. The engine speed control by the stepped-time engine control means 88 is executed in the non-differential state. In other words, the engine speed control means 84 is provided to improve the shift response of the stepped transmission 20 when the power distribution mechanism 16 is in a non-differential state at the start of the shift control by the stepped shift control means 54. The shift control by the step shift control means 54 is executed independently.

  In this way, the engine speed control means 84 is based on whether the power distribution mechanism 16 is in the differential state or the non-differential state at the start of the speed change control when the speed change control of the stepped speed change unit 20 is performed by the stepped speed change control means 54. By switching between the engine speed control by the continuously variable engine control means 86 and the engine speed control by the stepped engine control means 88, the engine speed during the shift control of the stepped transmission unit 20 is changed. Switch the control method.

  In other words, the engine speed control means 84 is based on whether the power distribution mechanism 16 is in a differential state or a non-differential state at the start of the speed change control when the speed change control of the stepped speed change unit 20 is performed by the stepped speed change control means 54. By switching between the step-variable engine control means 86 and the step-variable engine control means 88, the shift control method of the step-variable transmission section 20 is switched. Switches the engine speed control method.

  FIG. 9 is a flowchart for explaining the main part of the control operation of the electronic control unit 40, that is, the engine speed control operation at the time of the shift control of the stepped transmission unit 20, for example, an extremely short cycle of about several milliseconds to several tens of milliseconds. It is executed repeatedly in time.

First, in step S1 corresponding to the stepped shift control means 54 (hereinafter, step is omitted), whether or not the shift of the stepped transmission unit 20 is executed is determined from the shift diagram shown in FIG. The determination is made based on whether the gear position to be shifted in the stepped transmission unit 20 is determined based on the vehicle state indicated by the output torque T _OUT of the stepped transmission unit 20. If the determination in S1 is negative, in S8, the current vehicle running state is maintained and this routine is terminated. If the determination is affirmative, in S2 corresponding to the accelerator opening change rate calculating means 80, the accelerator is operated. The rate of change Acc ′ of the opening is calculated based on an accelerator opening signal Acc indicating the operation amount of the accelerator pedal 46 supplied to the electronic control unit 40, for example.

  Subsequently, in S3 corresponding to the differential state determination means 82, whether or not the power distribution mechanism 16 is in the differential state, that is, whether or not the continuously variable transmission unit 11 is in the continuously variable transmission state is shown in the switching diagram shown in FIG. It is determined based on whether or not the speed change mechanism 10 is in a continuously variable transmission state based on the vehicle state and the vehicle is in a continuously variable control region where the vehicle is continuously variable in speed.

If the determination in S3 is negative, in S4 corresponding to the engine speed control means 84, the stepped shift control unit 54 performs the shift control of the stepped transmission unit 20 determined in S1 independently, engine rotational speed N _E is controlled by a gradual change of the engine speed N _E due to the switching of the shift stage. At this time, in S5 corresponding to the engine speed control means 84, the first electric motor M1 and / or the second electric motor M2 by the hybrid control means 52 while the non-differential state of the power distribution mechanism 16 is maintained by the switching control means 50. With this control, the engine rotational speed _NE is controlled to reach the target engine rotational speed _NE ^* after completion of the shift of the stepped transmission unit 20 as soon as possible.

If the determination in S3 is affirmative, in S6 corresponding to the engine rotational speed control means 84, the hybrid control means 52 controls the rotational speed of the first sun gear S1 by using the first electric motor M1, and the engine rotational speed N _E is controlled. In step S7 corresponding to the engine speed control means 84 together with step S6, the stepped speed change control means 54 executes shift control of the stepped speed change unit 20. The S6, S7 are controlled to be the engine speed N _E target engine rotational speed N _E after the shift completion of geared transmission unit 20 ^* by using the first electric motor M1 in.

  10 to 13 are time charts for explaining the control operation shown in the flowchart of FIG.

FIG. 10 is an example showing a control operation when a 4 → 2 downshift occurs, for example, as shown by a solid line A in FIG. 6 due to depression of the accelerator in the continuously variable transmission state of the transmission mechanism 10. Further, the control operation shown in FIG. 10 corresponds to the control operation indicated by S1, S2, S3, S6, S7 and return in the flowchart of FIG. 10, when 4 → 2 downshift by the accelerator depression is determined by time point t _1, the shift control with the first electric motor M1 to raise the rotational speed of the first sun gear S1 is the engine speed N _E is pulled up Is started. Input speed gear geared transmission unit 20 since the switching a response delay of no change until t ₂ time, but the engine rotational speed N _E by the continuously-variable shifting state of the continuously variable transmission unit 11 is switched gear It rises promptly regardless of _{(t 1} time to _{t 2} time). That is, the control of the engine rotational speed up to t ₃ when the shift control is completed the geared transmission unit 20, executed by the engine rotational speed control by the first electric motor M1 and not by the engine rotational speed change caused by the switching gear Is done. Therefore, to improve the That responsiveness response delay is suppressed and the rising of accelerator depression and engine speed N _E, the shift control is immediately terminated as compared with the conventional example shown in dashed line. In addition, the engine output increases rapidly. When the accelerator opening change rate Acc ′ is small, that is, when the operation speed of the accelerator pedal is low, the engine speed may be controlled as indicated by a broken line (from time t _{1 to} time t ₄ ).

FIG. 11 is an example showing a control operation in a case where a 4 → 2 downshift occurs due to depression of the accelerator in the stepped speed change state of the speed change mechanism 10. Further, the control operation shown in FIG. 11 corresponds to the control operation indicated by S1, S2, S3, S4, S5 and return in the flowchart of FIG. 11, the shift control is started when 4 → 2 downshift by the accelerator depression is determined by time point t _1. Since the switching of the shift stage there is a response delay input rotation speed of the step-variable shifting portion 20 does not change until t ₂ time. Here, the power distribution mechanism 16 is not temporarily switched to the differential state, but in order not to cause a response delay due to the switching, the downshift of the stepped transmission unit 20 is independently executed while the non-differential state is maintained. increase the engine rotational speed by the gradual change of the ratio (t ₂ time to t ₃ time points). Therefore, the shift control of the stepped transmission unit 20 is quickly completed. Further, the control of the t first electric motor M1 at _two points in time to t ₃ time as the transmission control is terminated more rapidly and / or the second electric motor M2 may control the engine rotational speed N _E. Further, by controlling so as to finely adjust the engine speed N _E using the first electric motor M1 is switched to the continuously variable transmission unit 11 as shown in t ₃ time to t ₄ time of 11 to the continuously variable shifting state Also good. The switching to the continuously variable transmission state is executed at S5 in the flowchart of FIG. 9 or subsequent to S5. When i.e. if the operating speed of the accelerator pedal is slow accelerator opening change rate Acc 'is small, it may be controlled to indicate the engine speed in dashed lines (t ₂ time to t ₅ times).

FIG. 12 is an example showing a control operation in a case where a 3 → 4 upshift occurs, for example, as indicated by a solid line B in FIG. Further, the control operation shown in FIG. 12 corresponds to the control operation indicated by S 1 → S 2 → S 3 → S 6 → S 7 → Return in the flowchart of FIG. 12, the 3 → 4 upshift by the vehicle speed increases is determined at time point t _1, the shift control with the first electric motor M1 is lowered to the rotational speed of the first sun gear S1 is the engine speed N _E is lowered Is started. Input speed gear geared transmission unit 20 since the switching a response delay of no change until t ₂ time, but the engine rotational speed N _E by the continuously-variable shifting state of the continuously variable transmission unit 11 is switched gear It is immediately pulled down regardless of (time t _{1 to} time t ₂ ). That is, the control of the engine rotational speed up to t ₃ when the shift control is completed the geared transmission unit 20, executed by the engine rotational speed control by the first electric motor M1 and not by the engine rotational speed change caused by the switching gear Is done. Therefore, the speed change control is quickly finished. This time may be reduced slowly engine rotational speed as compared to the _two points to t ₃ time t at time point t ₁ to t ₂ time as shown in FIG. 12 in order to suppress shift shock. When the accelerator opening change rate Acc ′ is small, that is, when the operation speed of the accelerator pedal is low, the engine speed may be controlled as indicated by a broken line (from time t _{1 to} time t ₄ ).

FIG. 13 is an example showing a control operation when a 3 → 4 upshift occurs due to an increase in the vehicle speed in the stepped speed change state of the speed change mechanism 10. Further, the control operation shown in FIG. 13 corresponds to the control operation indicated by S 1 → S 2 → S 3 → S 4 → S 5 → Return in the flowchart of FIG. 13, the shift control is started when 3 → 4 upshift by the vehicle speed increases is determined at time point t _1. Since the switching of the shift stage there is a response delay input rotation speed of the step-variable shifting portion 20 does not change until t ₂ time. Here, instead of temporarily switching the power distribution mechanism 16 to the differential state, in order not to cause a response delay due to the switching, the upshift of the stepped transmission unit 20 is independently performed while the non-differential state is maintained. lowering the engine rotational speed by the gradual change of the ratio (t ₂ time to t ₃ time points). Therefore, the shift control of the stepped transmission unit 20 is quickly completed. Further, the control of the t first electric motor M1 at _two points in time to t ₃ time as the transmission control is terminated more rapidly and / or the second electric motor M2 may control the engine rotational speed N _E. Further, by controlling so as to finely adjust the engine speed N _E using the first electric motor M1 is switched to the continuously variable transmission unit 11 as shown in t ₃ time to t ₄ time of 13 to the continuously variable shifting state Also good. The switching to the continuously variable transmission state is executed at S5 in the flowchart of FIG. 9 or subsequent to S5.

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 as an electrical continuously variable transmission and the inoperable state thereof. When the speed change mechanism 10 including the power distribution mechanism 16 configured to be selectively switched to the non-differential state is set to the stepless speed change portion 20, the engine speed control means 84 causes the continuously variable speed change portion 11. Since the engine speed _NE is controlled using the function of the electric continuously variable transmission, that is, the differential action of the power distribution mechanism 16, whether or not the gear stage of the stepped transmission unit 20 is switched. Regardless of this, the engine speed _NE is quickly changed to improve the responsiveness. At the same time, the shift control of the stepped transmission unit 20 is executed, so that the shift control is quickly ended. For example the engine speed N _E at power-on downshift by accelerator depression is blown up rapidly been to follow the accelerator depression, engine output (power) rises quickly. At the same time, the downshift of the stepped transmission unit 20 is executed, so that the downshift is completed quickly.

Further, according to this embodiment, the engine rotational speed control means 84 controls the engine rotational speed N _E target engine rotational speed after the shift completion of the step-variable shifting portion 20 N _E ^* by using the first electric motor M1 since, regardless of the change in the engine rotational speed N _E associated with the switching gear of the geared transmission unit 20 the engine rotational speed N _E is improved shifting response becomes controllable.

Further, according to the present embodiment, the engine speed control means 84 controls the rate of change of the engine speed based on the accelerator opening change rate Acc ′, so that the user's will is appropriately set to the engine speed _NE . Reflected, drivability is improved.

Further, according to the present embodiment, when the shift control of the stepped transmission unit 20 is performed, the power distribution mechanism 16 is in a differential state or a non-differential state when the engine rotation speed control unit 84 starts the shift control of the stepped transmission unit 20. since one method of controlling the engine rotational speed N _E during the shifting control based on is switched, the shift response is improved engine rotational speed N _E is caused to change rapidly.

For example, the engine rotational speed control means 84 when the power distributing mechanism 16 is in the differential state is to control the engine rotational speed N _E during the shifting control of the step-variable transmission portion 20 by the differential function of the power distribution mechanism 16 Since the engine speed control method is switched, the engine speed _NE is quickly changed regardless of whether or not the gear shift of the stepped transmission 20 is started, and the responsiveness is improved at the same time. Since the shift control of the stepped transmission unit 20 is executed, the shift control is quickly finished.

Further, for example, when the power distribution mechanism 16 is in a non-differential state, the engine rotation speed control means 84 causes the engine rotation speed N during the shift control to change due to a change in the engine rotation speed caused by switching the gear position of the stepped transmission 20. _{Since the} engine speed control method is switched so as to control _E , the engine speed is changed in accordance with the switching of the gear stage of the stepped transmission unit 20 without switching the power distribution mechanism 16 from the non-differential state to the differential state. The speed _NE is rapidly changed, and the shift response is improved.

Further, for example, when the power distribution mechanism 16 is in a non-differential state, the engine rotation speed control means 84 uses the first electric motor M1 and / or the second electric motor M2 while keeping the power distribution mechanism 16 in a non-differential state. Since the engine rotation speed control method is switched so as to control the engine rotation speed during the shift control of the stepped transmission 20, the power distribution mechanism 16 is stepped without switching control from the non-differential state to the differential state. target engine rotational speed after the shift completion with the switching of the shift position of the transmission portion 20 with the electric motor M1, M2 together with the engine rotational speed N _E is changed quickly the engine rotational speed N _E geared transmission unit 20 The speed change response is further improved by controlling N _E ^* .

Further, according to the present embodiment, when the shift control of the stepped transmission unit 20 is performed, the power distribution mechanism 16 is in a differential state or a non-differential state when the engine rotation speed control unit 84 starts the shift control of the stepped transmission unit 20. Since the shift control method of the stepped transmission unit 20 is switched based on this, the engine rotational speed _NE is rapidly changed, and the shift response is improved.

For example, the engine rotational speed control means 84 when the power distributing mechanism 16 is in the differential state, the geared transmission unit controls the engine rotational speed N _E of the geared transmission unit 20 by the differential function of the power distribution mechanism 16 Therefore, the engine speed _NE is quickly changed regardless of whether or not the gear change of the stepped transmission unit 20 is started, thereby improving the responsiveness, and at the same time Since the shift control of the transmission unit 20 is executed, the shift control is quickly finished.

Further, for example, when the power distribution mechanism 16 is in the non-differential state, the engine rotation speed control means 84 causes the engine rotation by switching the gear position of the stepped transmission unit 20 while keeping the power distribution mechanism 16 in the non-differential state. since to execute the shift control of the step-variable shifting portion 20 so as to control the engine rotational speed N _E of the speed change control in the speed change, without switching control of the power distributing mechanism 16 from the non-differential state to the differential state As the gear stage of the stepped transmission unit 20 is switched, the engine speed _NE is rapidly changed, and the shift response is improved.

  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. 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 step S1 of the flowchart of FIG. 9 of the above-described embodiment, the stepped speed change unit 20 of the stepped speed change unit 20 is determined based on whether the speed change step of the stepped speed change unit 20 is determined based on the vehicle state from the speed change diagram shown in FIG. Although execution of the shift control is determined, for example, in a well-known shift operation device, when the shift range or the shift stage is configured to be switchable by manual operation, the shift of the stepped transmission unit 20 is performed based on the manual operation. The execution of the shift control of the stepped transmission unit 20 may be determined when this occurs. That is, the present invention can be applied even when the gear shifting of the stepped transmission unit 20 is executed based on a manual operation.

  In addition, the transmission mechanisms 10 and 70 of the above-described embodiment have a continuously variable transmission state that functions as an electrical continuously variable transmission by switching the continuously variable transmission unit 11 between a continuously variable transmission state and a constant transmission state. The speed change mechanism that is configured not to be switchable to the stepped speed change state, that is, the continuously variable speed change portion 11 is not provided with the switch clutch C0 and the switch brake B0. The present embodiment can also be applied to the continuously variable transmission 11 having only a function as an electrical continuously variable transmission.

  In addition, although steps S6 and S7 in the flowchart of FIG. 9 of the above-described embodiment are started simultaneously, S6 may be started first and S7 may be executed during the execution of S6.

  Further, steps S2 and S5 in the flowchart of FIG. 9 of the above-described embodiment are not necessarily required and the present invention can be applied even if omitted.

  Further, the transmission mechanisms 10 and 70 of the above-described embodiment have the continuously variable transmission state that functions as an electrical continuously variable transmission by switching the continuously variable transmission unit 11 between the differential state and the non-differential state. Although it was configured to be able to switch to a stepped transmission state that functions as a stepped transmission, switching between the continuously variable transmission state and the stepped transmission state is performed between the differential state and the non-differential state of the continuously variable transmission unit 11. For example, even if the continuously variable transmission unit 11 is in a differential state, the gear ratio of the continuously variable transmission unit 11 may be changed stepwise instead of continuously to function as a stepped transmission. Good. In other words, the differential state / non-differential state of the transmission mechanisms 10 and 70 (the continuously variable transmission unit 11) and the continuously variable transmission state / stepped transmission state are not necessarily in a one-to-one relationship. The mechanisms 10 and 70 are 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 in the differential state. The present invention can be applied if it can be switched to a differential state.

  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 embodiment, 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 a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing type dog clutch. You may be comprised from the apparatus.

  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 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. Pre-stored shift map of the stepped transmission unit, which is based on the same two-dimensional coordinates using the vehicle speed and output torque as parameters, and a shift determination state of the shift mechanism in advance. It is a figure which shows the relationship with the memorize | stored switching diagram. 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. FIG. 6 is a flowchart for explaining the control operation of the electronic control device of FIG. FIG. 10 is a time chart for explaining the control operation shown in the flowchart of FIG. 9, and shows the control operation when a 4 → 2 downshift occurs due to depression of the accelerator in a continuously variable transmission state of the transmission mechanism. FIG. 10 is a time chart for explaining the control operation shown in the flowchart of FIG. 9, and shows the control operation when a 4 → 2 downshift occurs due to depression of the accelerator in a stepped shift state of the transmission mechanism. FIG. 10 is a time chart for explaining a control operation shown in the flowchart of FIG. 9, showing a control operation when a 3 → 4 upshift occurs due to an increase in vehicle speed in a continuously variable transmission state of the transmission mechanism. FIG. 10 is a time chart for explaining the control operation shown in the flowchart of FIG. 9, and shows the control operation when a 3 → 4 upshift occurs due to an increase in the vehicle speed in the stepped shift state of the transmission mechanism. 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 automatic transmission (stepped transmission)
38: Drive wheel 84: Engine rotation speed control means M1: First electric motor M2: Second electric motor C0: Switching clutch (differential state switching device)
B0: Switching brake (Differential state switching device)

Claims (9)

A continuously-variable transmission portion functioning as an electric continuously variable transmission and a second electric motor and power can be transmitted to the differential mechanism and the drive wheels to distribute an output of an engine to a first electric motor and transmission members, the A control device for a vehicle drive device comprising a stepped transmission unit that constitutes a part of a power transmission path from a transmission member to a drive wheel and functions as a stepped automatic transmission,
An engine rotational speed control means for controlling the engine rotational speed by means of an electrical continuously variable transmission of the continuously variable transmission part during the shift control of the stepped transmission part ;
The control device for a vehicle drive device according to claim 1, wherein the engine rotation speed control means controls the engine rotation speed to a target engine rotation speed after completion of shifting of the stepped transmission unit using the electric motor . A continuously variable transmission that functions as an electrical continuously variable transmission, having a differential mechanism that distributes the output of the engine to the first motor and the transmission member, and a second motor that is capable of transmitting power to the drive wheels; A control device for a vehicle drive device comprising a stepped transmission unit that constitutes a part of a power transmission path from a transmission member to a drive wheel and functions as a stepped automatic transmission,
An engine rotation speed control means for controlling the engine rotation speed by means of an electric continuously variable transmission of the continuously variable transmission section, during the shift control of the stepped transmission section;
The engine rotational speed control means starts changing the engine rotational speed using the first electric motor before the engine rotational speed change due to the input rotational speed change of the stepped transmission unit. Control device. 3. The control device for a vehicle drive device according to claim 2 , wherein the engine rotation speed control means controls the engine rotation speed to a target engine rotation speed after completion of shifting of the stepped transmission unit using the electric motor. The control device for a vehicle drive device according to any one of claims 1 to 3, wherein the engine rotation speed control means controls a change rate of the engine rotation speed based on a change rate of the accelerator opening. The differential mechanism selectively switches the differential mechanism between a differential state in which the continuously variable transmission unit can be operated as an electric continuously variable transmission and a non-differential state in which the continuously variable transmission unit cannot be operated. The control apparatus for a vehicle drive device according to any one of claims 1 to 4, comprising the differential state switching device. 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. 6. The control device for a vehicle drive device according to claim 5 , 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 6 , further comprising a brake that couples the second element to the non-rotating member in order to make the non-rotating state.   The engine rotation speed control means controls the rotation speed of the engine using the first electric motor depending on a change in the input shaft rotation speed of the stepped transmission unit. 1 is a control device for a vehicle drive device.   The control device for a vehicle drive device according to any one of claims 1 to 8, wherein the shift of the stepped transmission unit is a power-on-down shift.

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