JP4228942B2 - Control device for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a drive unit for a vehicle that is changeable between a continuously variable speed change state to function as an electric type continuously variable transmission and a stepped speed change state to function as a stepped transmission, in which speed change control to the drive unit by manual operation can be quickly executed. <P>SOLUTION: In manual speed change to change total speed change ratio &gamma;T of a speed change mechanism 10 by manual operation, the total speed change ratio &gamma;T is changed by speed change control in a stepped transmission part 20 by a manual speed change control means 80, so that the total speed change ratio &gamma;T is quickly changed in steps, that is with greater change of the speed change ratio so as to improve speed change responsiveness in manual operation. For example, in downshift operation by operation by a user, driving force is quickly boosted to provide vehicle acceleration feeling desired by the user, or delay of engine brake effect is restricted to quickly provide engine brake effect to improve vehicle operation performance. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a control device for a vehicle drive device, and more particularly, to a shift control of the drive device when the drive device is configured to be switchable between an electric continuously variable transmission state and a stepped transmission state. Is.

  A control device that controls a drive device including a power distribution mechanism that distributes engine output to the first motor and the output shaft, and a second motor provided between the output shaft of the power distribution mechanism and the drive wheels. Vehicles equipped are known. For example, the control apparatus of the hybrid vehicle described in patent document 1 is it. In such a hybrid vehicle drive device, the main part of the power from the engine is mechanically transmitted to the drive wheels, and the remainder of the power from the engine is electrically transmitted using the electric path from the first electric motor to the second electric motor. Thus, the fuel consumption is improved by controlling the vehicle to run while maintaining the engine in an optimum operating state by functioning as an electric continuously variable transmission.

JP 2003-130202 A JP 2003-130203 A JP 2003-127681 A JP-A-11-198668 JP-A-5-280620 JP-A-6-221417 Japanese Patent No. 3436017 JP-A-11-198670 Japanese Patent Application Laid-Open No. 11-217025 WO 03 / 016749A1 publication

  When the stepped automatic transmission is provided between the output shaft of the power distribution mechanism and the drive wheels as shown in Patent Document 1 described above to form a vehicle drive device, the entire drive device The overall gear ratio is controlled by a combination of the gear ratio of the power distribution mechanism and the gear ratio of the stepped automatic transmission. By the way, a plurality of shift ranges determined by limiting the range of the total gear ratio that can be controlled automatically, that is, by limiting the high-speed total gear ratio, are switched by a user operation. In this case, a so-called manual mode in which a shift of the drive device is executed may be provided. When downshift is executed in the manual mode, continuously variable transmission control of the power distribution mechanism and stepped shift control of the stepped automatic transmission are executed, and the total shift is performed within the shift range selected by the user in the manual mode. The ratio is controlled to obtain an increase in driving force desired by the user or an engine braking effect.

  However, in the case of downshifting in manual mode, the user is demanding a quick increase in driving force or an engine braking effect, but the continuously variable transmission control of the power distribution mechanism and the presence of a stepped automatic transmission are required. Depending on how to perform the step shift control, there is a possibility that the speed change responsiveness may be deteriorated because it is not possible to quickly control the overall gear ratio to obtain a driving force increase or engine braking effect desired by the user.

  On the other hand, in general, an electric continuously variable transmission is known as a device that improves the fuel consumption of a vehicle, while a gear-type transmission device such as a stepped automatic transmission is known as a device having good power transmission efficiency. ing. However, there has not yet been a power transmission mechanism that combines these advantages. For example, the conventional control device for a vehicle driving device as described above includes a transmission path for transmitting a part of the driving force of the vehicle by electric energy, that is, an electric path of electric energy from the first electric motor to the second electric motor. The first electric motor must be increased in size with the increase in engine output, and the second electric motor driven by the electric energy output from the first motor must also be increased in size. There was a problem of becoming. Alternatively, since part of the engine output is once converted into electric energy and transmitted to the drive wheels, the fuel consumption may be deteriorated depending on the vehicle driving conditions such as high-speed driving. It was.

  Accordingly, as a result of various studies conducted by the present inventors to solve the above-described problems, the first motor and the second motor do not require a large size in the normal output range where the engine output is relatively small. When the engine is in a high output range, such as when driving at a high output, for example, a large output is required to provide a capacity or output commensurate with it. The present inventors have found that when the engine output is transmitted to the drive wheels exclusively through a mechanical power transmission path, the first motor and the second motor become smaller and the vehicle drive device becomes compact. Similarly, assuming that the engine output is transmitted to the drive wheels exclusively through a mechanical power transmission path, a part of the engine output is temporarily converted into electrical energy by the first motor during high-speed traveling. It has been found that the fuel consumption is further improved because there is no electric path for transmitting power to the drive wheels by the two motors, and the conversion loss between power and electricity is suppressed. A drive device configured to be switchable between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission made based on such knowledge. It is conceivable that the drive device can be miniaturized and the fuel consumption can be improved by switching the control based on the vehicle state. Even in the case of the power distribution mechanism configured to be able to switch between the continuously variable transmission state and the stepped transmission state in this way, the user can quickly drive in the case of downshift in the manual mode as described above. The increase in driving force desired by the user is required depending on how to execute the stepless speed change control of the power distribution mechanism and the stepped speed change control of the stepped automatic transmission. Alternatively, it is impossible to quickly control the overall gear ratio for obtaining the engine braking effect, and there is a possibility that the shift response will be lowered.

  The present invention has been made against the background of the above circumstances, and its object is to provide a continuously variable transmission that functions as an electrical continuously variable transmission and a stepped transmission that functions as a stepped transmission. A vehicle drive device comprising: a vehicle drive device control device in which shift control of the drive device by manual operation is quickly executed.

That is, the gist of the invention according to claim 1 is a control device for a vehicle drive device that transmits the output of the engine to the drive wheels, and (a) a control device that can operate as an electric continuously variable transmission. A transmission mechanism comprising a stepped transmission unit and a stepped transmission unit operable as a stepped transmission, wherein a total transmission ratio is formed based on each transmission ratio of the continuously variable transmission unit and the stepped transmission unit; a manual gear shifting operation device is manually operated, the manual shift by the manual shift operation device in the continuously-variable shifting state of (c) the continuously-variable transmission portion is performed to (b) change the overall speed ratio of the transmission mechanism In this case, the current continuously variable transmission state of the continuously variable transmission unit is maintained, the overall transmission ratio of the transmission mechanism is changed by the stepped transmission by the stepped transmission unit, and the shift control of the stepped transmission unit is performed. Manual shift control means for performing shift control of the continuously variable transmission after completion. It lies in the fact.

Thus, when said manual shift by the manual shift operation device which is manually operated to change the overall speed ratio of the transmission mechanism in the continuously-variable shifting state of the continuously-variable transmission portion is performed, the manual shift control means To maintain the current continuously variable transmission state of the continuously variable transmission unit, the overall transmission ratio of the transmission mechanism is changed by the shift control of the stepped transmission unit, and after the shift control of the stepped transmission unit is completed. Since the continuously variable transmission is controlled to shift, the overall speed ratio of the speed change mechanism is increased stepwise, that is, with a larger speed ratio change, for example, compared to the case where the shift control of the continuously variable transmission is executed first. The speed change response at the time of manual operation is improved. For example, at the time of downshift by the user's operation, the driving force is quickly increased to obtain a vehicle acceleration feeling desired by the user. Alternatively, since the delay of the engine brake effect due to the downshift is suppressed, the engine brake effect can be quickly obtained at the time of the downshift by the user operation, and the vehicle operability is improved.

  Here, preferably, in the invention according to claim 2, the manual shift operating device has a manual shift travel position for selecting a gear ratio control by the manual shift control means, and at the manual shift travel position, a gear stage is selected. Alternatively, a plurality of types of ranges that limit the speed change range of the gear ratio are switched. In this way, the user can easily perform manual shift of the transmission mechanism.

  Preferably, the invention according to claim 3 further comprises an automatic transmission control means for controlling a transmission ratio of the continuously variable transmission unit and the stepped transmission unit included in the transmission mechanism according to a vehicle state, The operating device has an automatic transmission position for selecting a gear ratio control by the automatic transmission control means, and an initial transmission range used immediately after switching from the automatic transmission position to the manual transmission position is immediately before the switching. It is set based on the gear ratio. In this way, switching from the automatic shift travel position to the manual shift travel position can be performed without a sense of incongruity for the user, and manual switching of the shift range with good responsiveness can be easily performed.

  Preferably, in the invention according to claim 4, the initial shift range used immediately after switching from the automatic shift travel position to the manual shift travel position is a gear ratio immediately before the shift or a shift one step lower than that. A shift range in which the ratio is the maximum speed ratio is set. In this way, switching from the automatic shift travel position to the manual shift travel position can be performed without a sense of incongruity for the user, and manual switching of the shift range with good responsiveness can be easily performed. In particular, when a shift range is set in which the gear ratio that is one step lower is the maximum speed ratio range, a downshift for increasing vehicle driving force or engine braking is performed from the automatic shift travel position to the manual shift travel position. Since it is executed by a single switching operation, an operation for downshifting is not required after switching to the manual shift travel position.

  Preferably, in the invention according to claim 5, the manual shift operating device has a manual shift travel position for selecting a gear ratio control by the manual shift control means, and a constant gear at the manual shift travel position. Specify the gear or gear ratio. In this way, the user can easily perform manual shift of the transmission mechanism.

  Preferably, the invention according to claim 6 further comprises automatic shift control means for controlling a gear ratio of the continuously variable transmission unit and the stepped transmission unit included in the transmission mechanism according to a vehicle state, The operating device has an automatic transmission position for selecting transmission ratio control by the automatic transmission control means, and an initial transmission ratio used immediately after switching from the automatic transmission position to the manual transmission position is immediately before the switching. It is set based on the gear ratio. In this way, switching from the automatic shift travel position to the manual shift travel position is performed without a sense of incongruity for the user, and manual switching of the gear ratio with good responsiveness is easily performed.

  Preferably, in the invention according to claim 7, the initial gear ratio used immediately after switching from the automatic shift travel position to the manual shift travel position is the gear ratio immediately before the shift or a shift one step lower than that. A ratio is set. In this way, switching from the automatic shift travel position to the manual shift travel position is performed without a sense of incongruity for the user, and manual switching of the gear ratio with good responsiveness is easily performed. In particular, when a gear ratio of one step is set, a vehicle driving force increase or a downshift for engine braking is executed by a single operation for switching from the automatic shift travel position to the manual shift travel position. An operation for downshifting is not required after switching to the manual shift travel position.

  Preferably, the invention according to claim 8 further comprises switching control means for selectively switching the speed change mechanism between a continuously variable speed change state and a stepped speed change state based on a vehicle state. The control means switches the transmission mechanism to the continuously variable transmission state when shifting to the lowest speed gear stage for forward travel. In this way, the engine that is operatively connected to the drive wheels even when the vehicle is in a stopped state in which the lowest speed gear stage for forward traveling, for example, the first speed gear stage, is set for starting the vehicle. Therefore, the engine operation is ensured when charging of the power storage device or driving of the auxiliary machine is required, for example, when the engine operation is required.

  Preferably, in the invention according to claim 9, the continuously variable transmission unit includes a first electric motor, a power distribution mechanism that distributes the output of the engine to the first electric motor and the transmission member, and a transmission member thereof. And a second electric motor provided between the drive wheels. Preferably, the power distribution mechanism includes a first element connected to the engine, a second element connected to the first electric motor, and a third element connected to the second electric motor and the transmission member. The power distribution mechanism has an operation state switching device for enabling the transmission mechanism to be switched to either the continuously variable transmission state or the stepped transmission state, and the switching control means is configured to operate in the operating state. By controlling a switching device, the stepless speed change state and the stepped speed change state are selectively switched. In this way, the operation state switching device is controlled by the switching control means, so that the speed change mechanism in the vehicle drive device can operate as a continuously variable transmission and a stepped transmission. It can be easily switched to a stepped speed change state.

Preferably, in the invention according to claim 10, the power distribution mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a first element coupled to the transmission member. The operating state switching device is an engagement device that connects any two of the first to third elements with each other or the second element with a non-rotating member. A friction engagement device, wherein the switching control means sets the continuously variable transmission state by releasing the engagement device and allowing the first element, the second element, and the third element to rotate relative to each other; The engagement device is engaged to connect at least two of the first element, the second element, and the third element to each other, or the second element is brought into a non-rotating state. This is a step shift state. In this way, the power distribution mechanism is simply configured, and the continuously variable transmission state and the stepped transmission state are easily controlled by the switching control means.

Preferably, in the invention according to claim 11, the power distribution mechanism is a planetary gear device, the first element is a carrier of the planetary gear device, and the second element is a sun gear of the planetary gear device. The third element is a ring gear of the planetary gear device, and the engagement device includes a clutch that interconnects any two of the carrier, the sun gear, and the ring gear, and the sun gear as a non-rotating member. At least one of the brakes to be connected is provided. In this manner, the axial dimension of the power distribution mechanism is reduced, and the power distribution mechanism is simply configured by one planetary gear device.

  Preferably, in the invention according to claim 12, the planetary gear device is a single pinion type planetary gear device. In this way, the axial dimension of the power distribution mechanism is reduced, and the power distribution mechanism is simply configured by one single pinion type planetary gear device.

  Preferably, in the invention according to claim 13, whether the switching control means connects the carrier and the sun gear to each other so that the single pinion type planetary gear device is a transmission having a gear ratio of 1. Alternatively, the engagement device is controlled so that the sun gear is in a non-rotating state so that the single pinion type planetary gear device is a speed-up transmission with a gear ratio smaller than 1. In this way, the power distribution mechanism is easily controlled by the switching control means as a transmission having a single gear stage or a plurality of gear stages with a single pinion type planetary gear device.

  Preferably, in the invention according to claim 14, the stepped transmission unit is provided in series with the power distribution mechanism between the transmission member and the drive wheel, and the gear ratio of the stepped transmission unit is set. Based on this, the transmission ratio of the transmission mechanism is formed. In this way, a wide driving force can be obtained by utilizing the gear ratio of the stepped transmission unit.

Preferably, in the invention according to claim 15, the overall transmission ratio of the transmission mechanism is formed based on the transmission ratio of the power distribution mechanism and the transmission ratio of the stepped transmission unit. In this way, since the driving force can be widely obtained by using the gear ratio of the stepped transmission unit, the efficiency of the continuously variable transmission control in the power distribution mechanism is further enhanced. Preferably, the stepped transmission unit is a stepped automatic transmission unit. According to this configuration, in the transmission mechanism, the power distribution mechanism and the stepped automatic transmission unit form a continuously variable transmission as a continuously variable transmission state, and the power distribution mechanism and the stepped automatic transmission unit are stepped. A stepped automatic transmission as a shift state is configured.
Preferably, the control device of the vehicle drive device transmits the output of the engine to the drive wheels, and (a) a continuously variable transmission state operable as an electrical continuously variable transmission and an electrically continuously variable A transmission mechanism that can be switched to a stepped transmission state that can be operated as a stepped transmission with limited operation as a transmission, and (b) a manual transmission that is manually operated to change the transmission ratio of the transmission mechanism. (C) During automatic shift control, when the transmission mechanism is in a continuously variable transmission state, the transmission gear ratio of the transmission mechanism is continuously changed so that the transmission mechanism is in a stepped transmission state. In some cases, the gear ratio of the transmission mechanism is changed within a range of a plurality of stepped gear ratios determined in advance. (D) When the manual transmission operation is performed by the manual transmission operation device, the transmission mechanism is A stepped gear shift state is set, and the plurality of stepped gear ratios are selectively switched. Thus, the speed ratio of the speed change mechanism is changed stepwise.
According to this configuration, when the manual shift operation is performed by the manual shift operation device that is manually operated to change the gear ratio of the transmission mechanism, the transmission mechanism is set to the stepped shift state, and the plurality of stepped steps is performed. Since the speed ratio of the speed change mechanism is changed stepwise by selectively switching the speed ratio, for example, compared to a case where the speed change mechanism is continuously changed and the speed ratio is continuously changed. As a result, the speed change response at the time of manual speed change operation is improved. For example, at the time of downshift by the user's operation, the driving force is quickly increased to obtain a vehicle acceleration feeling desired by the user. Alternatively, since the delay of the engine brake effect due to the downshift is suppressed, the engine brake effect can be quickly obtained at the time of the downshift by the user operation, and the vehicle operability is improved.

  Preferably, the stepped transmission unit is a stepped automatic transmission unit, and the shift of the stepped automatic transmission unit is executed based on a previously stored shift diagram. If it does in this way, the speed change of a stepped automatic transmission part will be performed easily.

  Preferably, the switching control means selectively switches the transmission mechanism between the continuously variable transmission state and the stepped transmission state based on a predetermined condition of the vehicle. In this way, the switching type speed change mechanism is selectively switched between the stepless speed change state and the stepped speed change state by the switch control means based on a predetermined condition of the vehicle. A drive device having both the advantages of improving the fuel efficiency of the machine and the high transmission efficiency of the stepped transmission that mechanically transmits power can be obtained. For example, when the vehicle is running at low to medium speeds and at low to medium power, the speed change mechanism is set to a continuously variable speed and the fuel efficiency of the vehicle is ensured. There is a conversion loss between power and electric energy that occurs when the engine output is transmitted to the drive wheels via a mechanical power transmission path and operated as an electric continuously variable transmission. Since it is suppressed, fuel consumption is improved. In addition, since the speed change mechanism is set to a stepped speed change state during high output travel, the region that operates as an electric continuously variable transmission is the low / medium speed travel and low / medium power travel of the vehicle, and the motor is generated In other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric motor or the driving device of the vehicle including the electric motor can be further downsized.

  Preferably, the predetermined condition of the vehicle is determined based on a preset high-speed traveling determination value, and the switching control means is configured so that the vehicle state, for example, the actual vehicle speed is equal to the high-speed traveling determination value. When exceeding, the transmission mechanism is brought into the stepped transmission state. 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 a mechanical power transmission path, and the electric continuously variable Since the conversion loss between the power and electricity generated when operating as a transmission is suppressed, fuel efficiency is improved. The high-speed traveling determination value is a value set in advance for determining high-speed traveling of the vehicle.

  Preferably, the predetermined condition of the vehicle is determined based on a preset high-speed traveling determination value, and the switching control means is configured so that the vehicle state, for example, the actual vehicle speed is equal to the high-speed traveling determination value. When it exceeds, the continuously variable transmission state of the transmission mechanism is prohibited. In this way, for example, when the actual vehicle speed exceeds the high-speed traveling determination value set on the high vehicle speed side, the continuously variable state of the transmission mechanism is prohibited, and the electric continuously variable transmission is operated. Since the conversion loss between the generated power and electricity is suppressed, the engine output is transmitted to the drive wheels exclusively through the mechanical power transmission path, and the fuel efficiency of the vehicle is improved.

  Preferably, the predetermined condition of the vehicle is determined based on a preset high-output travel determination value, and the switching control means is configured so that the vehicle state, for example, the driving force-related value of the vehicle is high. When the output travel determination value is exceeded, the speed change mechanism is set to the stepped speed change state. 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 wheels and 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 vehicle drive device including the electric motor can be further downsized. 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 predetermined condition of the vehicle is determined based on a preset high-output travel determination value, and the switching control means is configured so that the vehicle state, for example, the driving force related value of the vehicle is high. When the output travel determination value is exceeded, the continuously variable transmission state of the transmission mechanism is prohibited. In this way, when 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 continuously variable transmission state of the transmission mechanism is prohibited. Since the maximum value of the electrical energy transmitted by the motor when operating as an electric continuously variable transmission is reduced, the engine output is transmitted to the drive wheels exclusively through the mechanical power transmission path, and the motor Or the drive device of the vehicle containing it is further reduced in size.

  Preferably, the predetermined condition of the vehicle includes an actual vehicle speed and a vehicle based on a switching diagram stored in advance using the vehicle speed and the driving force of the vehicle as parameters, including a high-speed travel determination line and a high-power travel determination line. And the driving force related value. In this way, high vehicle speed determination or high torque determination is easily determined.

  Preferably, the predetermined condition of the vehicle is a failure determination condition for determining a functional deterioration of a control device for setting the transmission mechanism to the electric continuously variable transmission state, and the switching control means When the determination condition is satisfied, the speed change mechanism is set to the stepped speed change state. In this way, even if the transmission mechanism is normally in a continuously variable transmission state, it is preferentially in a stepped transmission state, so that it is substantially the same as in a continuously variable operation. Vehicle travel is ensured.

  Preferably, the predetermined condition of the vehicle is determined based on the failure determination condition set in advance, and the switching control means is configured so that the change-over mechanism is operated when the failure determination condition is satisfied. The stepless speed change state is prohibited. In this case, for example, when it is determined that the function of the control device is degraded to cause an electrical wasteful shift state, the continuously variable transmission state of the transmission mechanism is prohibited, so that the transmission mechanism is not set to the continuously variable transmission state. Even in this case, by setting the stepped speed change state, the vehicle traveling that is substantially the same as the stepless traveling is ensured although it is stepped traveling.

  Preferably, in the speed change mechanism, the second electric motor is directly connected to the transmission member. In this case, the second motor can be further miniaturized because an output with a low torque is sufficient for the output shaft of the stepped transmission unit.

  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 rotating member disposed on a common axis in a transmission case 12 (hereinafter referred to as a case 12) as a non-rotating member attached to a vehicle body, A switching transmission 11 as a continuously variable transmission connected directly to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), the switching transmission 11 and the output shaft 22 A stepped transmission 20 that is a stepped automatic transmission that functions as an automatic transmission that is connected in series via a transmission member (transmission shaft) 18, and a stepped transmission 20 that is connected to the stepped transmission 20. The output shaft 22 as an output rotating member is provided in series. The speed change mechanism 10 is preferably used in an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is disposed between an engine 8 as a driving force source for traveling and a pair of driving wheels. As shown in FIG. 5, the power from the engine is supplied to a pair of drive wheels 38 through a differential gear device (final reduction gear) 36 that constitutes another part of the drive device and a pair of axles in order. introduce. 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.

  The switching-type transmission unit 11 is a mechanical mechanism that mechanically synthesizes or 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 A power distribution mechanism 16 that distributes to the transmission member 18 or combines the output of the engine 8 and the output of the first electric motor M1 to output to the transmission member 18, and is provided to rotate integrally with the transmission member 18. The second electric motor M2 is provided. The second electric motor M2 may be provided at any portion between the transmission member 18 and the output shaft 22. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has at least a generator (power generation) function for generating a reaction force, and the second electric motor. M2 has at least a motor (electric motor) function for outputting a 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. The switching brake B0 is provided between the first sun gear S1 and the transmission case 12, and the switching clutch C0 is provided between the first sun gear S1 and the first carrier CA1. When the switching clutch C0 and the switching brake B0 are released, the first sun gear S1, the first carrier CA1, and the first ring gear R1 are brought into a state in which they can rotate relative to each other. Since it is distributed to the electric motor M1 and the transmission member 18, it is stored with electric energy generated from the first electric motor M1 with a part of the output of the distributed engine 8, or the second electric motor M2 is rotationally driven. In a so-called continuously variable transmission state (electric CVT state), the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the switch-type transmission unit 11 is an electric continuously variable transmission whose speed ratio γ0 (the rotational speed of the input shaft 14 / the rotational speed of the transmission member 18) is continuously changed from the minimum value γ0min to the maximum value γ0max. A functioning continuously variable transmission state is set.

  In this state, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged while the vehicle is running with the output of the engine 8, the first planetary gear device 24 is engaged. Since the three elements S1, CA1, and R1 rotate integrally, the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other. Therefore, the transmission type transmission unit 11 has the gear ratio γ0 fixed to “1”. It is in a constant shift state that functions as a transmission. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is brought into the non-rotating state, the first ring gear R1 is rotated at a higher speed than the first carrier CA1, so the switching is performed. The mold transmission unit 11 is set to a constant transmission state that functions as a speed increasing transmission in which the transmission ratio γ0 is fixed to a value smaller than “1”, for example, about 0.7. Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 have the continuously variable transmission state in which the switching transmission 11 can be operated as a continuously variable transmission in which the gear ratio can be continuously changed, A lock state in which a continuously variable transmission operation is not operated as a transmission and a change in the transmission gear ratio is locked at a constant state, that is, a constant transmission state that can be operated as a single-stage or multiple-stage transmission with one or more transmission ratios; In other words, it functions as an operation state switching device that selectively switches to a constant transmission state that can operate 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 via 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 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 NIN / output gear rotational speed NOUT) that changes substantially is obtained for each gear stage. It is like that. In particular, in this 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 and operated, whereby the switching-type transmission unit 11 is described above. In addition to the continuously variable transmission state operable as a continuously variable transmission, it is possible to constitute a constant transmission state operable as a transmission having a constant gear ratio. Therefore, the transmission mechanism 10 can operate as a stepped transmission by the switching type 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 configured, and the stepless speed change portion 11 and the stepped speed change portion 20 which are brought into the stepless speed change state by engaging neither the switching clutch C0 nor the switching brake B0 are electrically stepless. A continuously variable transmission state operable as a transmission 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. In addition, it can be said that the switching-type transmission unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

  For example, when the 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, “by 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 switching-type 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, For each gear stage of the third speed and the fourth speed, the rotational speed input to the stepped transmission 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 illustrates a gear mechanism 10 that includes a switching transmission unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and a stepped transmission unit 20 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every step is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate that shows the relative relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. Of the three horizontal axes, the lower horizontal line X1 indicates the rotational speed zero, and the upper horizontal line X2 indicates the rotational speed “1.0”, that is, the rotational speed NE of the engine 8 connected to the input shaft 14. An axis 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 switch-type transmission unit 11 are the first corresponding to the second rotation element (second element) RE2 from the left side. 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. That is, assuming that the interval between the vertical lines Y1 and Y2 corresponds to 1, the interval between the vertical lines Y2 and Y3 corresponds to the gear ratio ρ1. 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. That is, as shown in FIG. 3, for each of the second, third, and fourth planetary gear devices 26, 28, and 30, the distance between the sun gear and the carrier corresponds to 1, and between the carrier and the ring gear. Corresponds to ρ.

  If expressed using the collinear diagram of FIG. 3, the speed change mechanism 10 of the present embodiment is one of the three rotating elements (elements) of the first planetary gear device 24 in the power distribution mechanism (continuously variable transmission portion) 16. The first carrier CA1 is connected to the input shaft 14 and is selectively connected to the first sun gear S1, which is one of the other rotating elements, via the switching clutch C0. A certain first sun gear S1 is connected to the first electric motor M1 and selectively connected to the transmission case 12 via the switching brake B0, and the first ring gear R1, which is the remaining rotating element, is connected to the transmission member 18 and the second electric motor M2. And the rotation of 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 by releasing the switching clutch C0 and the switching brake B0 is indicated by the intersection of the straight line L0 and the vertical line Y1 by controlling the reaction force generated by the power generation of the first electric motor M1. When the rotation of the first sun gear S1 is increased or decreased, the rotation speed of the first ring gear R1 indicated by the intersection of the straight line L0 and the vertical line Y3 is decreased or increased. Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the three rotating elements rotate together, so that the straight line L0 is made to coincide with the horizontal line X2, and the engine rotational speed NE The transmission member 18 is rotated by the same rotation. When the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the straight line L0 is in the state shown in FIG. 3, and the first ring gear R1, that is, the transmission indicated by the intersection of the straight line L0 and the vertical line Y3. The rotation speed of the member 18 is input to the stepped transmission unit 20 at a speed increased from the engine rotation speed NE.

  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 to fourth speeds, the switching clutch C0 is engaged, so that the power from the switching transmission 11 or the power distribution mechanism 16 is transferred to the eighth rotating element RE8 at the same rotational speed as the engine rotational speed NE. Is entered. However, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the switching transmission 11 is input at a higher rotational speed than the engine rotational speed NE, so the first clutch C1, the second clutch The output shaft of the fifth speed at the intersection of the horizontal straight line L5 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 A rotational speed of 22 is indicated.

  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 includes a signal indicating the engine water temperature, a signal indicating the shift position, a signal indicating the engine rotation speed NE, which is the rotation speed of the engine 8, and a gear ratio string 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, Signal indicating side brake operation, signal indicating foot brake operation, catalyst temperature signal indicating catalyst temperature, accelerator opening signal indicating accelerator pedal operation amount, cam angle signal, snow mode setting signal indicating snow mode setting, vehicle Acceleration signal indicating longitudinal acceleration, auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight, vehicle indicating wheel speed of each drive wheel A speed signal, a signal indicating the presence or absence of a stepped switch operation for switching the switching-type transmission unit 11 to a constant transmission state in order to cause the transmission mechanism 10 to function as a stepped transmission, and function the transmission mechanism 10 as a continuously variable transmission. Therefore, a signal indicating the presence or absence of a continuously variable switch operation for switching the switching transmission 11 to the continuously variable transmission state 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, power distribution mechanism 16 and stepped transmission 20 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 for controlling the motor, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42, and for driving an electric heater Signals, signals to the cruise control computer, etc. are output.

  FIG. 5 is a functional block diagram for explaining a main part of the control function by the electronic control unit 40. In FIG. 5, the switching control means 50 includes a high vehicle speed determination means 62, a high output travel determination means 64, and an electric path function determination means 66, and the transmission mechanism 10 is set to the continuously variable transmission state based on the vehicle state. It automatically switches to one of the stepped shift states. Further, 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 continuously variable transmission state of the switching transmission 11, and the engine 8 and the first electric motor M1. And / or by changing the distribution of the driving force with the second electric motor M2 to be optimized, the gear ratio γ0 of the switching transmission 11 as an electric continuously variable transmission is controlled. Further, the stepped shift control means 54 is based on the vehicle state indicated by the vehicle speed V and the output torque Tout from the shift diagram shown in FIG. 6 stored in advance in the shift diagram storage means 56, for example. The automatic shift control of the stepped transmission unit 20 is executed by determining the shift stage to be shifted.

  The high vehicle speed determination means 62 determines whether or not the vehicle state of the hybrid vehicle, for example, the actual vehicle speed V has reached a high vehicle speed equal to or higher than a determination vehicle speed V1 that is a preset high-speed travel determination value for determining high-speed travel. . The high output travel determination means 64 is a preset high output travel determination for determining a high output travel based on a driving force related value related to the driving state of the hybrid vehicle such as a driving force, for example, an output torque Tout of the stepped transmission 20. It is determined whether or not a high torque (high driving force) traveling that is equal to or greater than the determination output torque T1 that is a value is obtained. The electric path function determining means 66 determines a vehicle condition for setting the transmission mechanism 10 to a continuously variable transmission state, for example, a failure determination condition for determining a decrease in the function of the control device, for example, from generation of electric energy in the first electric motor M1. Functional degradation of equipment related to the electrical path until the electrical energy 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, Judgment is made on the basis of failure (failure) or occurrence of malfunction or malfunction due to low temperature.

  The driving force-related value is a parameter that corresponds to the driving force of the vehicle on a one-to-one basis. Torque Te, vehicle acceleration, actual values such as engine torque Te calculated by the accelerator opening or throttle opening (or intake air amount, air-fuel ratio, fuel injection amount) and engine rotational speed NE, It may be an estimated value such as a required driving force calculated based on an accelerator pedal operation amount or a throttle opening. The drive torque may be calculated from the output torque Tout or the like in consideration of the differential ratio, the radius of the drive wheel 38, or may be directly detected by a torque sensor or the like, for example. The same applies to the other torques described above. That is, the high output travel determination means 64 determines the high output travel of the vehicle based on the driving force related parameter that directly or indirectly indicates the driving force of the vehicle.

  The speed-increasing gear stage determining means 68 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 speed change 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. This is because when the entire speed change mechanism 10 is caused to function as a stepped automatic transmission, the switching clutch C0 is engaged at the first to fourth speeds, or the switching brake B0 is engaged at the fifth speed. This is to make it possible.

  The switching control means 50 performs automatic switching control of the shift state of the transmission mechanism 10 based on the vehicle state. For example, at least one of the high vehicle speed determination by the high vehicle speed determination means 62, the high output travel determination by the high output travel determination means 64, that is, the high torque determination, and the electrical path function failure determination by the electrical path function determination means 66 has occurred. Based on this, it is determined that the transmission mechanism 10 is in the stepped shift control region for switching to the stepped shift state, and a signal for disabling or prohibiting hybrid control or continuously variable shift control is output to the hybrid control means 52. The step-variable shift control means 54 is permitted to perform shift control during preset step-shift. 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 diagram shown in FIG. FIG. 2 shows a combination of operations of the hydraulic friction engagement devices, that is, C0, C1, C2, B0, B1, B2, and B3 selected in the shift control at this time. That is, when it is determined that the speed change mechanism 10 is in the stepped speed change control region for switching to the stepped speed change state, the entire speed change mechanism 10, that is, the switchable speed change portion 11 and the stepped speed change portion 20 are so-called stepped automatic transmissions. And the shift speed is achieved according to the engagement table shown in FIG.

  For example, even if the high vehicle speed determination by the high vehicle speed determination means 62, the fifth speed gear determination by the acceleration side gear determination means 68, or the high output travel determination by the high output travel determination means 64, the speed increase side gear determination. When the fifth speed gear stage is determined by the means 68, since the speed change gear 10 as a whole has a so-called overdrive gear stage in which the speed ratio is smaller than 1.0, the switching control means 50 A command for releasing the switching clutch C0 and engaging the switching brake B0 is provided to the hydraulic control circuit 42 so that the switching transmission 11 can function as a sub-transmission having a fixed transmission ratio γ0, for example, a transmission ratio γ0 of 0.7. Output. Further, when the high output travel determination means 64 determines that the high output travel determination or the speed increasing side gear position determination means 68 determines that the gear is not the fifth speed gear stage, the transmission mechanism 10 as a whole has a gear ratio of 1.0 or more. In order to obtain the reduction gear stage, the switching control means 50 engages the switching clutch C0 so that the switching transmission 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1 and A command to release the switching brake B0 is output to the hydraulic control circuit 42. As described above, the transmission control mechanism 50 switches the transmission mechanism 10 to the stepped shift state based on the predetermined condition, and selectively switches to one of the two types of shift steps in the stepped shift state. The switch-type transmission unit 11 is caused 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 caused to function as a so-called stepped automatic transmission. .

  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 when the speed change mechanism 10 is set to the stepless speed change state at the high speed speed. 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 according to the characteristics of the first electric motor M1 that can be disposed with the maximum energy output reduced.

  However, the switching control means 50 does not generate any of the high vehicle speed determination by the high vehicle speed determination means 62, the high output travel determination by the high output travel determination means 64, and the determination of electric path malfunction by the electric path function determination means 66. Is determined to be a continuously variable transmission control region in which the transmission mechanism 10 is switched to the continuously variable transmission state, and in order to obtain the continuously variable transmission state as the entire transmission mechanism 10, the switching-type transmission unit 11 is set to the continuously variable transmission state. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic control circuit 42 so that the continuously variable transmission is possible. 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 stepped transmission control means 54 performs automatic shift of the stepped transmission unit 20 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. In this way, the switching-type transmission unit 11 switched to the continuously variable transmission state based on the predetermined condition by the switching control unit 50 functions as a continuously variable transmission, and the stepped transmission unit 20 in series as the continuously variable transmission is used as a stepped transmission. By functioning, a driving force of an appropriate magnitude can be obtained, and at the same time, the stepped transmission unit for each of the first speed, second speed, third speed, and fourth speed of the stepped transmission unit 20 The rotational speed input to 20, that is, the rotational speed of the transmission member 18 is changed steplessly, and each gear stage has a stepless speed ratio width. 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.

  The hybrid control means 52 operates the engine 8 in an efficient operating range, and changes the distribution of driving force between the engine 8 and the first electric motor M1 and / or the second electric motor M2 so as to be optimized. For example, at the current traveling vehicle speed, the driver's required output is calculated from the accelerator pedal operation amount and vehicle speed, the required driving force is calculated from the driver's required output and the required charging value, and the engine speed and total output are calculated. Based on the total output and the engine rotational speed NE, the engine 8 is controlled so as to obtain the engine output, and the power generation amount of the first electric motor M1 is controlled. The hybrid control means 52 executes the control in consideration of the gear position of the stepped transmission unit 20, or issues a shift command to the stepped transmission unit 20 for improving fuel efficiency. In such hybrid control, in order to match the engine rotational speed NE determined for operating the engine 8 in an efficient operating range with the vehicle speed and the rotational speed of the transmission member 18 determined by the gear position of the stepped transmission 20. The switching transmission 11 is made to function as an electrical continuously variable transmission. That is, the hybrid control means 52 sets the total gear ratio γT of the speed change mechanism 10 so that the engine 8 can be operated along a prestored optimum fuel consumption rate curve that achieves both drivability and fuel efficiency during continuously variable speed travel. A target value is determined, and the gear ratio γ0 of the switching transmission 11 is controlled so that the target value is obtained, and the total gear ratio γT is controlled within a changeable range of the gear, for example, 13 to 0.5. It will be.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. However, 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. Further, the hybrid control means 52 can drive the motor by the electric CVT function of the switchable transmission 11 regardless of whether the engine 8 is stopped or in an idle state.

  The stepped shift control means 54 uses the vehicle speed V and the output torque Tout, which is a driving force related value, as parameters, for example, from the shift diagram (shift map) shown in FIG. The automatic shift operation of the stepped transmission unit 20 is controlled based on the vehicle state represented by the state, for example, the actual vehicle speed V and the output torque Tout.

  FIG. 6 is a shift diagram (relationship) stored in advance in the shift diagram storage means 56 that is a basis for the shift determination of the stepped transmission unit 20. It is an example of the above-mentioned shift map (shift map) comprised by the two-dimensional coordinate used 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 that define predetermined conditions for determining the stepped control region and the stepless control region by the switching control means 50, and is a high vehicle speed determination value. A high vehicle speed determination line and a high output travel determination line that are a series of determination vehicle speeds V1 and a series of determination output torques T1 that are high output travel determination values are shown. 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. This FIG. 6 is for determining the region of the stepped control region or the stepless control region by the switching control means 50 using the vehicle speed V and the output torque Tout including the determination vehicle speed V1 and the determination output torque T1 as parameters. Is a switching diagram (switching map, relationship) stored in advance. Therefore, the predetermined condition of the vehicle may be determined based on the actual vehicle speed V and the output torque Tout from this switching diagram. That is, it can be said that FIG. 6 is a diagram showing the relationship between the shift map and the predetermined condition. The shift diagram including this switching diagram may be stored in advance in the shift diagram storage means 56 as a shift map. The 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 Tout as a parameter. May be. The shift diagram, the switching diagram, and the like may be stored as a determination formula for comparing the actual vehicle speed V and the determination vehicle speed V1, a determination equation for comparing the output torque Tout and the determination output torque T1, and the like.

  The broken line in FIG. 6 has an engine output line as a boundary line between the stepless control region and the stepped control region stored in advance using, for example, the engine speed NE and the engine torque TE shown in FIG. This is a conceptual switching line re-placed on the shift diagram of the stepped transmission unit 20 based on the map). In other words, FIG. 7 is a conceptual diagram for making the broken line of FIG. Further, the switching control means 50 determines the vehicle state represented by the engine rotational speed NE and the engine torque TE based on the actual engine rotational speed NE and the engine torque TE from the relationship diagram (map) of FIG. It may be determined whether it is in a stepless control region or a stepped control region.

  As shown in the relationship of FIG. 6, the high torque region where the output torque Tout is equal to or higher than the predetermined determination output torque T1 or the high vehicle speed region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1 is the stepped control region. Therefore, 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 the vehicle speed is relatively high, 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 shown in the relationship of FIG. 7, a high torque region where the engine torque TE is greater than or equal to a preset predetermined value TE1, a high revolution region where the engine speed NE is greater than or equal to a preset predetermined value NE1, or those A high output region where the engine output calculated from the engine torque TE and the engine rotational speed NE is greater than or equal to a predetermined value is set as the stepped control region, so that the stepped variable speed traveling is relatively high torque and relatively high. It is executed at a rotational speed or at a relatively high output, and continuously variable speed travel is executed at a relatively low torque of the engine 8, a relatively low rotational speed, or at a relatively low output, that is, in the normal output range of the engine 8. It has become. 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, when the vehicle is running at low to medium speed and at low to medium power, the speed change mechanism 10 is set to a continuously variable speed and the fuel efficiency of the vehicle is ensured, but the actual vehicle speed V exceeds the determination vehicle speed V1. In such a high speed running, the speed change mechanism 10 is in a stepped speed change state in which it can operate 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. Conversion loss between power and electric energy generated when operating as a machine is suppressed, and fuel efficiency is improved. Further, in high output traveling such that the driving force related value such as the output torque Tout exceeds the determination torque T1, the speed change mechanism 10 is in a stepped shift state in which it can operate 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, and the electrical that should be generated by the first electric motor M1. In other words, the maximum value of the electrical 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). As a result, the user can enjoy a change in the engine rotational speed NE accompanying an upshift, for example, as shown in FIG. 8, that is, a rhythmic change in the engine rotational speed NE accompanying a shift.

  5 and 9, a shift operation device 90, which is a manual transmission operation device having a shift lever 92 operated to select a plurality of types of shift positions, is disposed beside the driver's seat, for example. The shift lever 92 includes a parking position “P (parking)” for locking the output shaft 22 of the stepped transmission unit 20, a reverse traveling position “R (reverse)” for reverse traveling, and power transmission in the transmission mechanism 10. Provided to be manually operated to the neutral position “N (neutral)”, the forward automatic shift travel position “D (drive)”, or the forward manual shift travel position “M (manual)” to be in a neutral state where the path is interrupted It has been. The shift positions indicated by the “P” to “M” positions are the “P” position and the “N” position, which are non-travel positions selected when the vehicle is not traveling, and the “R” position is the vehicle traveling backward. The “D” position and the “M” position are forward travel positions for causing the vehicle to travel forward. Further, the “D” position is also the fastest running position, and the “4” range to the “L” range in the “M” position are engine brake ranges in which an engine brake effect can be obtained.

The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position in the longitudinal direction of the vehicle, for example, and when the shift lever 92 is operated to the “M” position, Any of the “D” range to the “L” range is selected in accordance with the operation of the shift lever 92. Specifically, at the “M” position, an upshift position “+” and a downshift position “−” are provided in the front-rear direction of the vehicle, and the shift lever 92 has their upshift position “+”. ”Or the downshift position“ − ”, one of the“ D ”range to the“ L ”range is selected. The shift lever 92 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. The shift operating device 90 is provided with a shift position sensor 94 for detecting each shift position of the shift lever 92, and a signal P _SH indicating the shift position of the shift lever 92 is output to the shift position determining means 76. To do.

  For example, FIG. 10 shows the shift state of the switch-type transmission unit 11 for each shift range of the transmission mechanism 10 selected at the “M” position and the range of shift stages in which the stepped transmission unit 20 can shift. is there. As shown in FIG. 10, the five shift ranges “D” range to “L” range have different shift ranges (gear stages) so that the highest speed side shift stage where the stepped transmission unit 20 can shift is different. It is a limitation. Further, in the “D” range to the “2” range, the switching-type transmission unit 11 can be switched to either a continuously variable transmission state or a constant transmission state (stepped transmission state). In the “L” range in which the first speed gear stage (1st) is set, the shift state of the switching transmission 11 is switched to the continuously variable transmission state. This is because the engine 8 is electrically controlled and the maximum gear ratio is infinite when the operation of the engine 8 is required, for example, when the power storage device needs to be charged or the auxiliary machine is driven. By setting the shift state, the engine 8 that is operatively connected to the drive wheels 38 stalls even when the vehicle is in a stopped state in which the first gear is set for starting the vehicle. This is to prevent this and ensure the operation of the engine 8.

Shift position determining means 76 determines whether the shift lever 92 is operated to either position on the basis of the signal P _SH. For example, the shift position determination unit 76 determines whether the shift position of the shift lever 92 is the “D” position or the “M” position.

  The automatic shift control means 78 includes a switching control means 50, a hybrid control means 52, and a stepped shift control means 54, and the “D” position is selected by operating the shift lever 92, and the shift position determination means 76 If it is determined that the shift position of the shift lever 92 is the “D” position, the gear ratios of the switching transmission unit 11 and the stepped transmission unit 20 are set to the vehicle state for the overall transmission ratio control of the transmission mechanism 10. Control accordingly. In other words, the automatic shift control means 78 causes the shift control means 50 to execute automatic change control of the shift state of the transmission mechanism 10 based on the shift map and the change map stored in advance shown in FIG. A stepped variable speed travel in which the speed change mechanism 10 is switched to the stepped speed change state by executing the gear ratio control of the switching type speed change unit 11 and causing the stepped speed change control means 54 to execute the automatic speed change control of the stepped speed change unit 20. Sometimes, the speed change mechanism 10 is automatically controlled to shift within the range of the first speed gear to the fifth speed, for example, as shown in FIG. 10 is a variable obtained by the stepless transmission ratio width of the switching-type transmission unit 11 and each gear stage in which the automatic transmission control is performed in the range of the first to fourth gear stages of the stepped transmission unit 20. Thereby automatic shift control within a variation range of variable speed overall speed ratio γT of the mechanism 10. As described above, the control of the gear ratio of the stepped transmission unit 20 by the automatic transmission control means 78 includes the switching of the gear stage.

  The “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which automatic shift control of the transmission mechanism 10 is executed by the automatic shift control means 78.

  When the “M” position is selected by operating the shift lever 92 and the shift position determining unit 76 determines that the shift position of the shift lever 92 is the “M” position, the manual shift control unit 80 determines the shift mechanism. A plurality of types of shift ranges having different total gear ratios γT on the high speed side (the gear ratio is the minimum side) in the change range of the total gear ratio γT capable of 10 automatic gearshift control, for example, the five gearshift ranges shown in FIG. Any one of the “D” range to the “L” range is selected, and the speed range is limited so as not to exceed the highest speed shift stage or the gear ratio. For example, the manual transmission control means 80 automatically controls the transmission mechanism 10 within the range of the total transmission ratio γT at which the transmission mechanism 10 can change the speed in each transmission range during the step-variable traveling in which the transmission mechanism 10 is switched to the step-variable shifting state. Alternatively, when the speed change mechanism 10 is switched to the stepless speed change state, the speed change mechanism 10 changes the speed of the stepped speed change portion 20 according to the stepless speed ratio width of the switchable speed change portion 11 and each speed range. Automatic shift control is performed within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10 obtained with each gear stage that is automatically controlled within the range of possible shift stages.

  In addition, the manual shift control means 80 selects a shift range according to the number of operations or the holding time of the upshift position “+” or the downshift position “−” by the manual operation of the shift lever 92 in the “M” position. Thus, the manual shift operation at the “M” position is executed. When such a manual shift operation at the “M” position is performed in the continuously variable speed travel state, the manual shift control means 80 is controlled by the stepped shift control means 54 so that a large change in the gear ratio can be obtained quickly. The overall transmission ratio of the transmission mechanism 10 is changed by the transmission control of the stepped transmission unit 20. For example, when the manual transmission operation at the “M” position is performed in a continuously variable transmission state, the manual transmission control unit 80 changes the transmission ratio control of the total transmission ratio γT of the transmission mechanism 10 stepwise. First, it is executed by the shift control of the stepped transmission unit 20 by the stepped transmission control means 54. Then, until the shift control of the stepped transmission unit 20 by the stepped transmission control unit 54 is completed, the switching control unit 50 maintains the current shift state of the switching type transmission unit 11 and the shift control of the stepped transmission unit 20 is completed. Thereafter, the total speed ratio γT of the speed change mechanism 10 may be finely adjusted to be changed to a target value corresponding to a manual operation by continuously variable speed control of the switching type transmission unit 11 by the hybrid control means 52.

  For example, when the shift lever 92 is operated twice at the “M” position to the downshift position “−” to request two ranges of downshifts, the manual shift control means 80 first shifts the stepped transmission 20. Since the step is shifted down by two steps and then changed to the target value, that is, the minimum speed ratio on the highest speed side of the selected range by continuously variable speed control, the speed change control of the total speed ratio γT of the speed change mechanism 10 is executed. As compared with the case where the continuously variable transmission control of the switching-type transmission unit 11 is executed first, the transmission gear ratio is changed in a stepwise manner, that is, with a larger transmission gear ratio change, and the total transmission gear ratio γT is quickly changed. . Further, there is an advantage that the total speed ratio control of the speed change mechanism 10 is not complicated as compared with the case where the speed change control of the stepped speed change portion 20 and the continuously variable speed change control of the switching type speed change portion 11 are controlled simultaneously.

  The “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which manual shift control of the transmission mechanism 10 is executed by the manual shift control means 80.

  The manual mode determination means 82 determines whether or not the automatic mode has been switched to the manual mode, that is, whether or not the shift lever 92 has been manually operated from the “D” position to the “M” position. The determination is made based on whether or not the determination result has changed from the “D” position to the “M” position.

  When the manual mode determination unit 82 determines that the automatic mode has been switched to the manual mode, the shift stage determination unit 83 determines the actual shift stage of the stepped transmission unit 20 by, for example, the stepped shift control unit 54. The determination is made based on the gear position of the stepped transmission unit 20. That is, the gear position determining means 83 is present at the “D” position immediately before the shift lever 92 is manually operated to the “M” position when the shift lever 92 is manually operated from the “D” position to the “M” position. In other words, the final shift stage of the stepped transmission unit 20 at the “D” position is determined.

  The manual shift control means 80 includes an initial range setting means 84, and the stepped shift control means 54 uses the shift range set by the initial range setting means 84 as an initial range after switching to the “M” position. The shift control of the step transmission unit 20 is executed. That is, in the manual mode, the manual shift control means 80 changes the shift range according to the number of operations or the holding time of the upshift position “+” or the downshift position “−” by the manual operation of the shift lever 92 in the “M” position. Is changed from the initial range, and the step-change control means 54 executes shift control of the step-variable transmission unit 20.

  When it is determined by the manual mode determination means 82 that the shift lever 92 has been manually operated from the “D” position to the “M” position, the initial range setting means 84 travels to the “D” position determined by the gear position determination means 83. The initial range of the “M” position is set based on the gear position (speed ratio) of the stepped transmission unit 20 at the time. For example, the initial range setting means 84 sets the initial range so that the final shift speed when traveling in the “D” position is the highest speed shift position of the shift range. This is because, when switching to the “M” position, if the shift stage on the higher speed side than the final shift stage at the time of running in the “D” position is the highest speed shift stage in the initial range, the higher speed side after switching to the “M” position. This is to prevent the automatic shift by the stepped shift control means 54 up to a certain shift stage and the possibility of upshifting again, thereby causing a sense of incongruity. Or, when switching to the “M” position, if you want to use the highest gear position in the initial range as the highest gear position than the final gear position when running in the “D” position, you want to downshift after switching to the “M” position. This is because the number of operations from the initial range for setting the shift range to the downshift gear stage increases, and as a result, the downshift response is lowered.

  The shift range display means 86 displays the current shift position or shift range of the shift lever 92 on the shift range display device 96 shown in FIG. For example, as shown in FIG. 5, the shift range display device 96 indicates to the user the shift position or shift range of the shift lever 92 by illuminating the portion corresponding to the shift position or shift range of the shift lever 92. The shift range display device 96 only needs to be able to display the shift position or shift range of the shift lever 92 to the user. For example, the shift range display device 96 may display numbers or symbols directly. Alternatively, the present embodiment can be applied even if the shift range display device 96 is not provided, that is, even if the shift position of the shift lever 92 or the shift range is not indicated to the user.

  FIG. 11 is a flowchart for explaining the main part of the control operation of the electronic control unit 40, that is, the shift control operation of the transmission mechanism 10 in the manual mode, and is repeatedly executed with a very short cycle time of, for example, about several milliseconds to several tens of milliseconds. Is.

First, in a step (hereinafter, step is omitted) S1 corresponding to the shift position determination means 76, the shift position of the shift lever 92 from the shift position sensor 94 is determined as to which position the shift position of the shift lever 92 is, for example. By determining based on the signal _PSH that is represented, it is determined whether or not the shift position of the shift lever 92 is the “D” position. If the determination in S1 is negative, in S2 corresponding to the manual mode determination means 82, whether or not the automatic mode is switched to the manual mode, that is, the shift lever 92 is manually operated from the “D” position to the “M” position. For example, it is determined whether or not the shift position determination result in S1 has changed from the “D” position to the “M” position.

  When the determination of S1 is affirmed or the determination of S2 is negative, that is, the shift position of the shift lever 92 is a “P”, “R”, “N”, or “D” position other than the “M” position. If so, the current vehicle running state is maintained as it is in S6. For example, when the vehicle is traveling in the “D” position where the automatic mode is selected, the automatic transmission control of the transmission mechanism 10 is executed by the automatic transmission control means 78.

  If the determination in S2 is affirmative, in S3 corresponding to the gear position determination means 83, the gear position of the stepped transmission unit 20 at the “D” position immediately before the shift lever 92 is manually operated to the “M” position. In other words, the final gear position of the stepped transmission unit 20 at the “D” position is determined. Subsequently, in S4 corresponding to the manual shift control means 80, the initial range at the “M” position is set based on the shift speed of the stepped transmission 20 at the “D” position travel determined in S3. For example, the initial range at the “M” position is set so that the final gear position of the stepped transmission 20 at the “D” position is the highest speed gear position of the gear range. For example, when the shift lever 92 is manually operated to the upshift position “+” or the downshift position “−” at the “M” position, the shift range is changed from the initial range according to the number of operations or the holding time. Shift control of the total speed ratio γT of the transmission mechanism 10 is executed by shift control of the stepped transmission unit 20 by the stepped shift control means 54. For example, in this case, the current shift state of the switchable transmission unit 11 is maintained by the switching control means 50 until the shift control of the stepped transmission unit 20 is completed, and after the shift control of the stepped transmission unit 20 is completed. As a result of the continuously variable transmission control of the switching transmission 11 by the hybrid control means 52, the total transmission ratio γT of the transmission mechanism 10 is changed to a target value corresponding to a manual operation. Further, in S5 corresponding to the shift range display means 86, for example, the current shift range is displayed on the shift range display device 96 shown in FIG.

  As described above, according to the present embodiment, when manual shifting is performed by the shift operating device 90 that is manually operated to change the total gear ratio γT of the transmission mechanism 10, the stepped gear shift is performed by the manual shift control means 80. Since the total speed ratio γT is changed by the speed change control of the unit 20, for example, the total speed ratio γT is changed stepwise, that is, a larger speed as compared with the case where the continuously variable speed ratio of the switchable speed change portion 11 is controlled first. The speed change response at the time of manual operation is improved by being quickly changed by the ratio change. For example, at the time of a downshift operation by a user operation, the driving force is quickly increased to obtain a vehicle acceleration feeling desired by the user. Alternatively, since the delay of the engine brake effect due to the downshift is suppressed, the engine brake effect can be quickly obtained at the time of the downshift operation by the user operation, and the vehicle operability is improved.

  Further, according to the present embodiment, the shift operating device 90 has the “M” position that is a manual transmission position for selecting the manual transmission ratio control by the manual transmission control means 80, and the gear stage at the “M” position. Alternatively, since the range for limiting the shift range of the gear ratio is designated, the manual shift control of the shift mechanism 10 is easily executed by the user.

  In addition, according to the present embodiment, the automatic transmission control means 78 that controls the gear ratios of the switching transmission unit 11 and the stepped transmission unit 20 included in the transmission mechanism 10 according to the vehicle state is provided. The automatic transmission control means 78 has a “D” position which is an automatic transmission position for selecting transmission ratio control, and an initial transmission range used immediately after switching from the “D” position to the “M” position is the switching. Since it is set based on the gear position of the immediately preceding stepped transmission 20, switching from the “D” position to the “M” position is performed without a sense of incongruity for the user, and the responsive speed range is good. Can be easily switched.

  Further, according to this embodiment, since the speed change mechanism 10 is switched to the continuously variable transmission state by the switching control means 50 at the first speed gear stage, the first speed gear stage is set for starting the vehicle. For example, even when the vehicle is stopped, the engine 8 that is operatively connected to the drive wheels 38 is prevented from stalling and the operation of the engine 8 is required. The operation of the engine 8 is ensured when charging or driving of an auxiliary machine is necessary.

  In addition, according to the present embodiment, the power distribution mechanism 16 is simply and power-distributed by the single pinion type first planetary gear device 24 having the first carrier CA1, the first sun gear S1, and the first ring gear R1 as three elements. There is an advantage that the axial dimension of the mechanism 16 is small. Further, the power distribution mechanism 16 is provided with a hydraulic friction engagement device, that is, a switching clutch C0 that connects the first sun gear S1 and the first carrier CA1 and a switching brake B0 that connects the first sun gear S1 to the transmission case 12. Therefore, the switching control means 50 can easily control the stepless speed change state and the stepped speed change state of the speed change mechanism 10.

  In addition, according to the present embodiment, the stepped transmission unit 20 is interposed in series between the power distribution mechanism 16 and the drive wheel 38, and the gear ratio of the power distribution mechanism 16, that is, the switching type transmission unit 11. Since the overall transmission ratio of the transmission mechanism 10 is formed based on the transmission ratio and the transmission ratio of the stepped transmission unit 20, a wide driving force can be obtained by using the transmission ratio of the stepped transmission unit 20. As a result, the efficiency of the continuously variable transmission control, that is, the hybrid control in the switching transmission 11 is further enhanced.

  Further, according to the present embodiment, when the speed change mechanism 10 is in the stepped speed change state, the switching speed change portion 11 functions as if it is a part of the stepped speed change portion 20 and the speed ratio is smaller than 1. There is an advantage that the fifth speed which is an overdrive gear stage can be obtained.

  Further, according to the present embodiment, the switching control means 50 can automatically switch the speed change mechanism 10 to either the continuously variable speed state or the stepped speed variable state based on a predetermined condition of the vehicle. A drive device is obtained that has both the advantages of improving the fuel efficiency of an electrical continuously variable transmission and the high transmission efficiency of a stepped transmission that mechanically transmits power. That is, the speed change mechanism 10 is not used in a normal output region of the engine, for example, a continuously variable control region shown in FIG. 7 or a continuously variable control region where the vehicle speed V shown in FIG. In the step shifting state, the fuel efficiency is ensured during normal urban travel of the hybrid vehicle, that is, low-medium speed travel and low-medium power travel of the vehicle, and at the same time, high-speed travel, for example, the vehicle speed V shown in FIG. In the stepped control region, the power and electric energy when the speed change mechanism 10 is in the stepped shift state and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through the mechanical power transmission path. Since the conversion loss between and is suppressed, fuel efficiency is improved. Further, in the stepped control region where the actual output torque Tout shown in FIG. 6 is equal to or higher than the judgment output torque T1 shown in FIG. Is transmitted to the drive wheels 38 to operate the continuously variable transmission state as low and medium speed traveling and low and medium output traveling of the vehicle. Therefore, the electrical energy that should be generated by the first motor M1, that is, the first motor M1 The maximum value of the electric energy to be transmitted can be reduced, and the first electric motor M1, the second electric motor M2, or a vehicle driving device including the first electric motor M1 can be further downsized.

  Further, according to the present embodiment, the predetermined condition of the vehicle is determined based on the determination vehicle speed V1 that is a preset high-speed traveling determination value, and the switching control means 50 determines that the actual vehicle speed V is the determination. When the vehicle speed V1 is exceeded, the speed change mechanism 10 is brought into the stepped speed change state. For example, when the actual vehicle speed V exceeds the determination vehicle speed V1 set on the high vehicle speed side, the mechanical mechanism is exclusively mechanical. Conversion loss between power and electric energy generated when the output of the engine 8 is transmitted to the drive wheels 38 through a simple power transmission path and the transmission mechanism 10 is operated as an electric continuously variable transmission is suppressed. Therefore, fuel consumption is improved.

  Further, according to the present embodiment, the predetermined condition of the vehicle is determined based on the determination output torque T1 which is a preset high output travel determination value, and the switching control means 50 determines the actual output torque Tout. Since the transmission mechanism 10 is brought into the stepped shift state when the engine output exceeds the judgment output torque T1, for example, a high output such that the actual output torque Tout exceeds the judgment output torque T1 set on the high output side. When traveling, the output of the engine 8 is transmitted exclusively to the drive wheels 38 through a mechanical power transmission path, and the transmission mechanism 10 is operated as an electric continuously variable transmission, so that only low and medium output traveling is performed. The maximum value of the electrical energy that should be generated by the first electric motor M1 can be reduced, that is, the output capacity to be ensured by the first electric motor M1 can be reduced, and the first electric motor M1, the second electric motor M2, or Driving apparatus for a vehicle including a record is even more compact.

  Further, according to the present embodiment, the predetermined condition of the vehicle is that the actual vehicle speed V and the actual vehicle speed V are determined from the switching diagram stored in advance using the vehicle speed V and the output torque Tout as parameters, including the determination vehicle speed V1 and the determination output torque T1. Since it is determined based on the output torque Tout, the high vehicle speed determination or the high output travel determination by the switching control means 50 is easily determined.

  In addition, according to the present embodiment, the predetermined condition of the vehicle is a failure determination condition for determining the functional degradation of the control device for setting the transmission mechanism 10 to the continuously variable transmission state, and the switching control means 50 is configured to determine the failure determination condition. Is established, the transmission mechanism 10 is set to the stepped speed change state. Therefore, the speed change mechanism 10 is set to the stepped speed change state even when the speed change mechanism 10 is not set to the stepless speed change state. The vehicle traveling substantially the same as traveling is ensured.

  Further, according to the present embodiment, since the second electric motor M2 is connected to the transmission member 18 that is an input rotation member of the stepped transmission unit 20, the second electric motor M2 is low with respect to the output shaft 22 of the stepped transmission unit 20. Since the torque output is sufficient, there is an advantage that the second electric motor M2 is further downsized.

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

  FIG. 12 shows the switching-type transmission unit 11 for each shift stage (gear stage) in the transmission mechanism 10 when the manual mode is selected by operating the shift operating device 94, that is, when the “M” position is selected. FIG. 10 shows the shift state and the shift stage executed by the stepped transmission unit 20, which is another embodiment of FIG. As is clear from FIG. 12, the stepped transmission unit 20 switches gears to execute a shift. For example, when the shift lever 92 is operated to the “M” position, the step of the stepped transmission unit 20 is changed. One of the first gear to the fourth gear is selected according to the operation of the shift lever 92. Specifically, when the shift lever 92 is operated to the upshift position “+” or the downshift position “−”, any one of the first to fourth gears is selected.

  Therefore, when the shift lever 92 is operated to the “M” position, the shift range is set instead of setting the shift range in the above-described embodiment, that is, the highest speed shift stage of each shift range is set. The only difference is that it is set as the gear position, and the rest is the same as in the previous embodiment, and the same effect is obtained.

  For example, according to the present embodiment, the shift operating device 90 has an “M” position that is a manual shift traveling position for selecting manual gear ratio control by the manual shift control means 80, and is constant at the “M” position. Since the gear stage or the gear ratio is designated, manual shift control of the transmission mechanism 10 is easily executed by the user.

  In addition, according to the present embodiment, the automatic transmission control unit 78 that controls the gear ratio of the switching transmission unit 11 and the stepped transmission unit 20 included in the transmission mechanism 10 according to the vehicle state is provided. The automatic transmission control means 78 has a “D” position which is an automatic transmission position for selecting transmission ratio control, and the initial shift stage used immediately after switching from the “D” position to the “M” position is the switching. Since it is set based on the gear position of the immediately preceding stepped transmission 20, the switching from the “D” position to the “M” position is performed without a sense of incongruity for the user, and the responsive speed range is good. Can be easily switched.

  FIG. 13 is a skeleton diagram illustrating the configuration of the speed change mechanism 70 according to another embodiment of the present invention, and FIG. FIG. 15 is a collinear diagram illustrating the speed change operation of the speed change mechanism 70.

  As in the above-described embodiment, the transmission mechanism 70 includes a switching transmission 11 having the first electric motor M1, the power distribution mechanism 16, and the second electric motor M2, and the switching transmission 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. 14, 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 NIN / output gear rotational speed NOUT) that changes approximately in a ratio is obtained for each gear stage. . In particular, in this 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 and operated, whereby the switching-type transmission unit 11 is described above. In addition to the continuously variable transmission state operable as a continuously variable transmission, it is possible to constitute a constant transmission state operable as a transmission having a constant gear ratio. Therefore, the speed change mechanism 70 can be operated as a stepped transmission by the switching type speed change portion 11 and the stepped speed change portion 72 that are brought into a constant speed change state by engaging and operating either the changeover clutch C0 or the changeover brake B0. The stepless speed change state is configured, and the stepless speed change portion 11 and the stepped speed change portion 72 which are brought into the stepless speed change state by engaging neither the switching clutch C0 nor the switching brake B0 are electrically stepless. A continuously variable transmission state operable as a transmission 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 disabled by not operating the switching clutch C0 and 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. 14, 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. 14 are released. Thereby, the switching-type 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, and 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. 15 illustrates a gear stage in a speed change mechanism 70 including a switching type transmission unit 11 that functions as a continuously variable transmission unit or a first transmission unit and a stepped transmission unit 72 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every 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.

  In the stepped transmission unit 72, as shown in FIG. 15, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 (R2) and the horizontal line 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 to third speeds, as a result of the switching clutch C0 being engaged, the power from the switching transmission 11 is input to the seventh rotating element RE7 at the same rotational speed as the engine rotational speed NE. However, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the switching transmission 11 is input at a higher rotational speed than the engine rotational speed NE, so the first clutch C1, the second clutch The output shaft of the fourth speed at the intersection of the horizontal straight line L4 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 A rotational speed of 22 is indicated.

  The speed change mechanism 70 of the present embodiment also includes a switching type speed change portion 11 that functions as a continuously variable speed change portion or a first speed change portion, and a stepped speed change portion 72 that functions as a stepped speed change portion or a second speed change portion. Therefore, the same effect as the above-described embodiment can be obtained.

  FIG. 16 shows a seesaw type switch 44 as a shift state manual selection device for switching the shift state of the transmission mechanism 10 by manual operation. In the above-described embodiment, 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 relational diagram of FIG. 6. For example, when the seesaw type switch 44 is manually operated, The shift state may be manually switched. 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 a 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 the case of such manual switching control of the speed change mechanism 10, the present invention can be applied to a continuously variable transmission state in which the gear ratio is controlled steplessly. 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. The present invention can also be applied in the same manner as in the above-described embodiment even when it is not selected or when the desired shift state is automatic switching.

  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, the speed change mechanism 10 of the above-described embodiment includes a stepped speed change unit 11 and a stepped speed change unit 20 that are brought into a constant speed change state by engaging any one of the change clutch C0 and the change brake B0. A stepped transmission state that can operate as a transmission is configured, and the switching type transmission unit 11 and the stepped transmission unit 20 that are set to a continuously variable transmission state by not engaging any of the switching clutch C0 and the switching brake B0. Although a continuously variable transmission state operable as an electrical continuously variable transmission is configured, the switching clutch C0 and the switching brake B0 are not provided, but the switching transmission 11 is switched to a constant transmission state (stepped transmission state). The present invention can be applied even if there is no speed change mechanism 10. In this case, the switching control means 50 need not be provided.

  In addition, the initial range setting means 84 of the above-described embodiment is initially set to a shift range in which the speed ratio that is one step lower than the final gear position when traveling in the “D” position is within the maximum speed ratio range or the gear ratio that is one step below. The shift range or the initial shift stage may be set. Switching from the “D” position to the “M” position is a downshift where the user is expected to increase vehicle acceleration or to produce an engine braking effect. In addition to the effects described above, the “D” position is changed to the “M” position. There is an advantage that greater acceleration or engine braking effect can be obtained by operating the shift lever 92 once. The downshift in this case may be included in the shift control of the transmission mechanism 10 in the manual mode, and the shift of the stepped transmission unit 20 by the stepped shift control means 54 is the same as the downshift by the manual operation at the “M” position. Control only needs to be executed.

  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.

  The power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0. However, both the switching clutch C0 and the switching brake B0 are not necessarily provided, and only one of the switching clutch C0 and the switching brake B0 is provided. May be 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.

  In the above-described embodiments, the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 are magnetic powder type, electromagnetic type, mechanical type engagement such as powder (magnetic powder) clutch, electromagnetic clutch, and meshing type dog clutch. You may be comprised from the apparatus.

  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 interposed in the power transmission path between the transmission member 18 that is the output member of the switching transmission unit 11, that is, the power distribution mechanism 16, and the drive wheels 38. However, other types of power transmission devices such as a continuously variable transmission (CVT), which is a kind of automatic transmission, may be provided. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear positions in the stepped transmission, and the manual mode in the above-described embodiment is used by using the plurality of fixed gear ratios. The shifting of the stepped transmission unit 20 at the time may be executed.

  Further, in the above-described embodiment, the speed change mechanisms 10 and 70 constitute a drive device for a hybrid vehicle in which the drive wheels 38 are driven by the torque of the first electric motor M1 or the second electric motor M2 in addition to the engine 8. However, for example, the switching type transmission unit 11 constituting the transmission mechanisms 10 and 70, that is, the power distribution mechanism 16 is a vehicle drive device having only a function as a continuously variable transmission called an electric CVT in which hybrid control is not performed. Even if it exists, this invention can be applied.

  The power distribution mechanism 16 of the above-described embodiment is a differential gear device in which, for example, a pinion rotated by an engine and a pair of bevel gears meshing with the pinion are connected to the first electric motor M1 and the second electric motor M2. There may be.

  Further, 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 functions as a transmission of three or more stages in a constant speed state. It may be a thing.

  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 and stepped speed variable travel, such as a slide switch, may be used.

  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 speed change mechanism that constitutes a part of a drive device for a hybrid vehicle that is an embodiment of the present invention. 2 is an operation chart for explaining a relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the speed change mechanism of the embodiment of FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear when the speed change mechanism 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. It is a figure explaining the switching operation | movement of the switching control means in the electronic controller of the Example of FIG. 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 shown by a broken line in FIG. 6. FIG. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. The range of the shift speeds that are executed in each shift range in the stepped transmission section during manual shift, that is, in which the shift is possible, is shown for each range. It is a flowchart explaining the principal part of the control action of the electronic control apparatus of the electronic control apparatus of FIG. The shift speeds executed at the respective shift speeds in the stepped transmission section during manual shift are shown for each shift speed. 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. 14 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. 14 is a collinear diagram illustrating the relative rotational speeds of the respective 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 11: Switching transmission (continuously variable transmission)
12: Transmission case (non-rotating member)
16: Power distribution mechanism 18: Transmission member 20, 72: Stepped transmission unit 24: First planetary gear device (single pinion type planetary gear device)
38: Drive wheel 50: Switching control means 78: Automatic transmission control means 80: Manual transmission control means 90: Shift operation device (manual transmission operation device)
M1: first electric motor M2: second electric motor C0: switching clutch (operating state switching device)
B0: Switching brake (operating state switching device)

Claims (16)

A control device for a vehicle drive device that transmits engine output to drive wheels,
A continuously variable transmission that can be operated as an electric continuously variable transmission and a stepped transmission that can be operated as a stepped transmission, and based on respective gear ratios of the continuously variable transmission and the stepped transmission A speed change mechanism for forming a total speed ratio,
A manual transmission operation device that is manually operated to change the overall transmission ratio of the transmission mechanism;
When said manual shift by該手dynamic shift operating device in the continuously-variable shifting state of the continuously-variable transmission portion is performed, while maintaining the current continuously-variable shifting state of the continuously-variable transmission portion, stepped by the step-variable shifting portion And a manual transmission control means for changing the overall transmission ratio of the transmission mechanism by a transmission and for performing the transmission control of the continuously variable transmission after completion of the transmission control of the stepped transmission. Control device.   The manual transmission operating device has a manual transmission position for selecting transmission ratio control by the manual transmission control means, and switches a plurality of types of ranges that limit a gear range or a transmission range of the transmission ratio at the manual transmission position. The control device for a vehicle drive device according to claim 1. Automatic transmission control means for controlling the gear ratio of the continuously variable transmission unit and the stepped transmission unit included in the transmission mechanism according to the vehicle state;
The manual shift operating device has an automatic shift traveling position for selecting a gear ratio control by the automatic shift control means,
3. The control device for a vehicle drive device according to claim 2, wherein an initial shift range used immediately after switching from the automatic shift travel position to the manual shift travel position is set based on a gear ratio immediately before the switch.   The initial transmission range used immediately after switching from the automatic shift travel position to the manual shift travel position is set to a shift range in which the speed ratio immediately before the change or the speed ratio one step lower than that is set to the maximum speed ratio. The control device for a vehicle drive device according to claim 3.   2. The manual transmission operating device has a manual transmission position for selecting transmission ratio control by the manual transmission control means, and designates a constant gear stage or transmission ratio at the manual transmission position. A control device for a vehicle drive device. Automatic transmission control means for controlling the gear ratio of the continuously variable transmission unit and the stepped transmission unit included in the transmission mechanism according to the vehicle state;
The manual shift operating device has an automatic shift traveling position for selecting a gear ratio control by the automatic shift control means,
6. The control device for a vehicle drive device according to claim 5, wherein an initial gear ratio used immediately after switching from the automatic shift travel position to the manual shift travel position is set based on a gear ratio immediately before the switch.   The vehicle for vehicles according to claim 6, wherein the initial gear ratio used immediately after switching from the automatic gear shift travel position to the manual gear shift travel position is set to a gear ratio immediately before the switch or a gear ratio one step lower than that. Control device for driving device. Switching control means for selectively switching the speed change mechanism to either a continuously variable speed state or a stepped speed variable state based on a vehicle state;
The vehicle drive device control device according to any one of claims 1 to 7, wherein the switching control means switches the transmission mechanism to the continuously variable transmission state at the time of shifting to the lowest speed gear for forward traveling. . The continuously variable transmission includes a power distribution mechanism having a first element coupled to the engine, a second element coupled to the first electric motor, and a third element coupled to the second electric motor and the transmission member. Prepared,
The power distribution mechanism includes an operation state switching device for enabling the transmission mechanism to be switched between the continuously variable transmission state and the stepped transmission state.
9. The control device for a vehicle drive device according to claim 8, wherein the switching control means selectively switches between the continuously variable transmission state and the stepped transmission state by controlling the operation state switching device. The operating state switching device is an engagement device that connects any two of the first to third elements with each other or the second element with a non-rotating member,
The switching control means releases the engagement device to allow the first element, the second element, and the third element to rotate relative to each other, thereby setting the continuously variable transmission state. In combination, at least two of the first element, the second element, and the third element are connected to each other, or the second element is brought into a non-rotating state so that the stepped speed change state is achieved. The control device for a vehicle drive device according to claim 9. The power distribution mechanism is a planetary gear unit;
The first element is a carrier of the planetary gear set;
The second element is a sun gear of the planetary gear set;
The third element is a ring gear of the planetary gear set;
The engaging device according to claim 10 wherein the carrier is one which includes a sun gear, at least one of a brake for connecting a clutch and the sun gear interconnecting any two of the ring gear to a non-rotating member Control device for vehicle drive apparatus.   12. The vehicle drive device control device according to claim 11, wherein the planetary gear device is a single pinion type planetary gear device.   The switching control means connects the carrier and the sun gear to each other so that the single pinion planetary gear device is a transmission having a gear ratio of 1, or the single pinion planetary gear device has a gear ratio of 1. The control device for a vehicle drive device according to claim 12, wherein the engagement device is controlled so that the sun gear is in a non-rotating state in order to obtain a smaller speed increasing transmission. The stepped transmission unit is provided in series with the power distribution mechanism between the transmission member and the drive wheel,
The vehicle drive device control device according to any one of claims 9 to 13, wherein a gear ratio of the transmission mechanism is formed based on a gear ratio of the stepped transmission unit.   15. The control device for a vehicle drive device according to claim 14, wherein an overall transmission ratio of the transmission mechanism is formed based on a transmission ratio of the power distribution mechanism and a transmission ratio of the stepped transmission unit.   2. The control device for a vehicle drive device according to claim 1, wherein the manual shift control means maintains the shift state of the continuously variable transmission unit until the shift control of the stepped transmission unit is completed.

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