JP4251159B2 - Control device for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for securing the acceleration performance of a vehicle in a drive unit for a vehicle equipped with a differential mechanism for distributing the output of an engine to a first motor and a transmitting member and a motor operatively connected to a wheel. <P>SOLUTION: When a differential part 11 is put in a differential status, a reaction control means 78 performs reaction control to the output of an engine 8 by output control for controlling the output of a first motor M1 and slip control for putting a changeover clutch C0 or a changeover brake B0(engagement device) in a slip engagement status. When a driving force requested for a vehicle is insufficient for an output generated by a transmission member 18 by the reaction control means 78, a torque assist control means 92 controls the output of a second motor M2 for compensating the insufficiency. Thus, it is possible to sufficiently secure the acceleration traveling performance of a vehicle when a vehicle starts. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a control device for a vehicle drive device, and more particularly to a technique for improving start acceleration in a vehicle drive device including a differential mechanism capable of operating a differential action and an electric motor.

  There is known a vehicle drive device comprising an engine, a differential mechanism that distributes the output of the engine to a first electric motor and a transmission member, and a second electric motor operatively connected to the drive wheels for rotational driving. It has been. For example, this is the hybrid vehicle drive device described in Patent Document 1 or Patent Document 2. In such a hybrid vehicle drive device, the differential mechanism is constituted by, for example, a planetary gear device, and the main part of the power from the engine is mechanically transmitted to the drive wheels by the differential action, and the remaining part of the power from the engine The first electric motor generates electric power, and the second electric motor is rotationally driven by using the generated electric power, so that the gear ratio is electrically changed, for example, an electric continuously variable transmission is made to function. The fuel consumption is improved by controlling the vehicle to travel while maintaining the optimum operating state.

JP 2001-339805 A JP 2003-301731 A

  And in the conventional vehicle drive device as shown in the above-mentioned Patent Document 1, the differential mechanism or the first electric motor has a torque capacity limit due to its design, and the larger the engine is, the higher the output is. This is inconvenient for the vehicle. For example, in the case of a type that distributes the engine output to the first electric motor and the transmission member, the first electric motor is controlled as a transmission in which the gear ratio is electrically changed. Therefore, the reaction torque capacity of the first electric motor is required in accordance with the output engine torque. For example, the reaction torque of the first electric motor is increased in accordance with an increase in engine torque required to obtain a desired acceleration performance. Therefore, it is necessary to enlarge the first electric motor as the output of the engine is increased.

  On the other hand, in order to protect the differential mechanism or the first motor without increasing the size, the maximum reaction torque capacity that can be handled by the first motor is within the range of the maximum engine torque that can be handled. It is also conceivable to temporarily limit the engine torque. As a result, the torque transmitted to the drive wheels is reduced, which affects the acceleration performance, and the desired acceleration performance may not be obtained particularly at the time of starting or overtaking.

  The present invention has been made in the background of the above circumstances, and its object is to operatively connect a differential mechanism that distributes engine output to the first electric motor and the transmission member, and the wheels. An object of the present invention is to provide a control device capable of ensuring the acceleration performance of a vehicle in the vehicle drive device provided with the motor.

That is, the gist of the invention according to claim 1 includes a differential mechanism that distributes the output of the engine to the first electric motor and the transmission member, and a second electric motor that is operatively connected to the drive wheels. (A) an engagement device provided in the differential mechanism for selectively switching the differential mechanism between a differential state and a non-differential state; (b) When the differential mechanism is in a differential state, reaction force control for the engine output is performed by output control for controlling the output of the first electric motor and slip control for bringing the engagement device into a slip engagement state. And a reaction force control means for generating an output to the transmission member, and (c) an equity ratio between the share of the reaction force torque by the output of the first motor and the share of the reaction force torque by the slip control of the engagement device (D) the reaction force system When the reaction force capacity that can be generated by the reaction force control of the control unit is insufficient with respect to the output of the engine, the engine output suppression unit that suppresses the output of the engine, and (e) the engine output suppression unit (F) an assist amount calculating means for calculating an output reduction amount of the engine as an assist amount; and (f) driving the second motor so as to increase by the assist amount calculated by the assist amount calculating means. And torque assist control means for executing torque assist .

  The gist of the invention according to claim 2 is that, in the invention according to claim 1, the ownership ratio changing means changes the ownership ratio by controlling the slip amount of the engagement device.

  The gist of the invention according to claim 3 is that, in the invention according to claim 1 or 2, when the output generated in the transmission member by the reaction force control means is insufficient from the required driving force required for the vehicle. Includes torque assist control means for controlling the output of the second electric motor so as to compensate for the shortage.

It is a gist of the invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the reaction force control by the reaction force control means, and characterized in that to be performed when the vehicle starts To do.

The subject matter of the invention according to claim 5 is a vehicle drive comprising a differential mechanism that distributes the output of the engine to the first electric motor and the transmission member, and a second electric motor that is operatively connected to the drive wheels. (A) an engagement device provided in the differential mechanism for selectively switching the differential mechanism between a differential state and a non-differential state; and (b) an accelerator. A required driving force setting means for setting a required driving force required for the vehicle according to the opening; (c) an output control for controlling an output of the first electric motor when the differential mechanism is in a differential state; Reaction force control means for performing reaction force control on the output of the engine by slip control to bring the engagement device into a slip engagement state, and (d) by the required driving force setting means. The reaction force control so as to generate the set required driving force Output control means for controlling the output generated by the transmission member and the output of the second motor by means, and (e) the reaction force capacity that can be generated by the reaction force control of the reaction force control means is the output of the engine When the engine output is insufficient, an engine output suppression unit that suppresses the output of the engine, and (f) an assist amount calculation unit that calculates an output decrease amount of the engine suppressed by the engine output suppression unit as an assist amount; g) including torque assist control means for driving the second electric motor so as to increase the assist amount calculated by the assist amount calculating means and executing torque assist by the second electric motor .

The gist of the invention according to claim 6 is the invention according to claim 5 , wherein the output control by the output control means is performed when the vehicle starts.

It is a gist of the invention according to claim 7 is the invention according to any one of claims 1 to 6, wherein the reaction force control means, the output torque of the engine is the first electric motor withstand the reaction torque When the switching determination value that can be exceeded is exceeded, slip control for bringing the engagement device into a slip engagement state is started.

The gist of the invention according to claim 8 is that, in the invention according to claim 7 , the reaction force control means decreases the slip amount of the engagement device as the reaction force deficiency amount of the first electric motor increases. Is.

The invention according to claim 9 is the invention according to claim 7 , wherein the reaction force control means reduces the slip amount of the engagement device as the output torque of the engine increases.

The invention according to a tenth aspect is the invention according to any one of the first to ninth aspects, wherein the reaction force control means is configured such that the output torque of the engine is a reaction force torque that the first electric motor takes on and the engagement device. When the total reaction force torque with the reaction force torque that is applied to is exceeded, the engagement device is brought into a completely engaged state.

According to the control device for a vehicle drive device of the first aspect of the present invention, the output control for controlling the output of the first motor and the engagement by the reaction force control means when the differential mechanism is in the differential state. Not only is reaction force control performed on the engine output by slip control that puts the device into a slip engagement state, but the share of reaction force torque generated by the output of the first motor and the engagement device are changed by the ownership ratio changing means. Since the ratio of ownership of the reaction force torque by the slip control is changed, suitable acceleration performance can be obtained when the vehicle starts. In addition, when the reaction force with respect to the engine output by the reaction force control of the reaction force control unit is insufficient, the engine includes an engine output suppression unit that suppresses the output of the engine. When the reaction force against the engine output is insufficient, the engine output is restrained by the engine output restraining means, so that use beyond the torque capacity of the first motor and the engagement device is avoided, and the first motor and the engagement are avoided. The device is suitably protected and durability is increased.

  According to the control device for a vehicle drive device of the invention according to claim 2, the ownership ratio changing means changes the ownership ratio by controlling the slip amount of the engagement device. Since the reaction force due to the slip of the engagement device is applied to the reaction force with respect to the output of one electric motor, acceleration performance is improved.

  According to the control apparatus for a vehicle drive device of the invention according to claim 3, the output generated in the transmission member by the reaction force control means is obtained from the requested drive force required for the vehicle by the torque assist control means. When shortage occurs, the output of the second electric motor is controlled so as to compensate for the shortage, so that sufficient acceleration running performance of the vehicle is ensured when starting.

Further, according to the control device for a vehicle drive device of the invention according to claim 4 , since the reaction force control by the reaction force control means is performed at the time of starting the vehicle, the acceleration traveling property at the time of starting the vehicle is improved. Sufficiently secured.

According to the control device for a vehicle drive device of the invention according to claim 5 , (a) the differential mechanism is provided in the differential mechanism, and the differential mechanism is selectively set to a differential state and a non-differential state. An engagement device for switching, (b) required driving force setting means for setting required driving force required for the vehicle according to the accelerator opening, and (c) when the differential mechanism is in a differential state, Reaction force control means for performing reaction force control on the output of the engine by output control for controlling the output of the first motor and slip control for bringing the engagement device into a slip engagement state, and generating an output on the transmission member And (d) output control for controlling the output generated by the reaction member and the output of the second electric motor by the reaction force control means so as to generate the required driving force set by the required driving force setting means. Output of the first electric motor Since both the control and the slip control of the engaging device can bear the reaction force of the engine, the output to the drive wheel is generated, and the output from the second motor is also generated to the drive wheel. By controlling both outputs, it becomes possible to generate the driving force requested by the driver based on the accelerator operation, and the acceleration of the vehicle is ensured. In addition, when the reaction force with respect to the engine output by the reaction force control of the reaction force control unit is insufficient, the engine includes an engine output suppression unit that suppresses the output of the engine. When the reaction force against the engine output is insufficient, the engine output is restrained by the engine output restraining means, so that use beyond the torque capacity of the first motor and the engagement device is avoided, and the first motor and the engagement are avoided. The device is suitably protected and durability is increased.

According to the control device for a vehicle drive device of the invention according to claim 6 , since the output control by the output control means is performed at the time of vehicle start, the acceleration travelability at the time of vehicle start-up is sufficiently high. Secured.

According to the control device for a vehicle drive device of the invention according to claim 7 , the reaction force control means has a switching determination value that allows the output torque of the engine to be responsible for the reaction force torque by the first motor. If it exceeds, the slip control for bringing the engagement device into the slip engagement state is started, so that a large reaction force may be generated exceeding the switching determination value at which the first motor can handle the reaction force torque. The first electric motor can be made small.

According to the control device for a vehicle drive device of the invention according to claim 8 , the reaction force control means decreases the slip amount of the engagement device as the reaction force deficiency amount of the first electric motor increases. Therefore, the reaction force that is mechanically received by the engagement device can be continuously increased, in addition to the reaction force torque with respect to the engine torque being received by the first motor .

According to the control device for a vehicle drive device of the invention according to claim 9 , the reaction force control means decreases the slip amount of the engagement device as the output torque of the engine increases. In addition to causing the first electric motor to receive the reaction force torque against the force, the reaction force to be mechanically received by the engagement device can be continuously increased.

According to the control device for a vehicle drive device of the invention according to claim 10 , the reaction force control means is configured such that the output torque of the engine includes a reaction force torque that the first motor receives and a reaction force that the engagement device takes. When the total reaction force torque with the torque is exceeded, the engagement device is brought into a completely engaged state, so that the durability of the engagement device is enhanced.

  Here, preferably, an electric continuously variable transmission having a continuously variable speed ratio is configured by the first electric motor, the differential mechanism, and the second electric motor. This electric continuously variable transmission enables the vehicle to travel continuously at variable speeds.

  Preferably, the differential mechanism is provided with an engagement device for selectively switching the differential mechanism between a differential state and a non-differential state. As a result, an unlocked state in which a differential action is possible and a locked state in which the differential action is restricted are obtained.

  Preferably, the engaging device selectively engages any two of the rotating elements of the differential mechanism to rotate the rotating elements integrally with each other, and rotates the differential mechanism. By engaging any of the elements with the non-rotating member, a second locked state in which the speed increasing device is operated is established. In this way, since the differential mechanism functions as a two-stage auxiliary transmission, the speed stage is increased without increasing the axial dimension.

  Preferably, the differential limiting means is a non-differential in which the differential mechanism does not perform any differential action when limiting the operation of the continuously variable transmission as an electric continuously variable transmission. When the state is not set, the half-transmission capacity state of the differential limiting device is set and changed. In this way, even if the differential limiting device malfunctions or the operation response delays due to functional degradation occurs, the differential limiting device can not only handle the reaction torque against the engine torque by the first motor. It is possible to take charge of reaction torque against engine torque.

  Preferably, the differential limiting means does not enter a non-differential state in which the differential mechanism does not perform any differential action when limiting the operation of the differential portion as an electrical differential device. Sometimes, the half transmission capacity state of the differential limiting device is changed. In this way, even if the differential limiting device malfunctions or the operation response delays due to functional degradation occurs, the differential limiting device can not only handle the reaction torque against the engine torque by the first motor. It is possible to take charge of reaction torque against engine torque.

  Preferably, the differential limiting means does not enter a non-differential state in which the differential mechanism does not perform any differential action when limiting the operation of the differential portion as an electrical differential device. In some cases, the engagement device is set in a half-engaged state, and the reaction torque is generated by the torque generated by the electric motor and the half-engagement torque of the engagement device. In this way, even if the friction material of the engagement device fails, the function of the actuator decreases or fails, or the operation response delays due to the function decrease, the reaction torque against the engine torque is generated by the first motor. In addition to handling, it is possible to handle the reaction torque against the engine torque by the engaging device.

  Preferably, the differential mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a third element coupled to the transmission member. The differential limiting device or the engagement device is configured such that at least the second element and the third element can be rotated at different speeds so that the differential mechanism is in a differential state, and the differential mechanism is in a non-differential state. For example, the first element to the third element are integrally rotated together to make the locked state, or the second element is made non-rotated. In this way, the differential mechanism is configured to be switched between a differential state and a non-differential state.

  Preferably, the differential limiting device or the engagement device mutually connects at least two of the first to third elements to rotate the first to third elements together. A clutch to be connected and / or a brake for connecting the second element to a non-rotating member to bring the second element into a non-rotating state are provided. In this way, the differential mechanism can be easily switched between the differential state and the non-differential state.

  Preferably, the differential mechanism is configured to be in a differential state in which at least the second element and the third element can be rotated at different speeds by releasing the clutch and the brake. Then, the transmission is a transmission having a gear ratio of 1 by the engagement of the clutch, or the speed increasing transmission having a transmission ratio of less than 1 by the engagement of the brake. In this way, the differential mechanism can be configured to be switched between the differential state and the non-differential state, and can also be configured as a transmission having a single gear or a plurality of gears.

  Preferably, the differential mechanism is a single-pinion type or double-pinion type planetary gear device, the first element is a carrier of the planetary gear device, and the second element is a sun gear of the planetary gear device. And the third element is a ring gear of the planetary gear set. In this way, the axial dimension of the differential mechanism is reduced. Further, the differential mechanism can be easily constituted by one planetary gear device.

  Preferably, the differential mechanism may be composed of two sets of planetary gear devices. Further, the first electric motor or the second electric motor may be provided in a differential mechanism or a power transmission path via a speed reducer.

  Preferably, it further includes a speed change portion provided in a power transmission path between the transmission member and the drive wheel. According to this configuration, the overall transmission ratio of the drive device is formed based on the transmission ratio of the continuously variable transmission unit or the differential unit and the transmission ratio of the transmission unit, and driving is performed by using the transmission ratio of the transmission unit. Since a wide range of force can be obtained, the efficiency of control as an electrical differential device in the differential mechanism is further enhanced. Alternatively, when the second motor is connected to the transmission member and the speed change ratio in which the speed change portion is formed is a reduction gear transmission greater than 1, the output torque of the second motor is relative to the output shaft of the speed change portion. Since the low torque output is sufficient, the second electric motor can be miniaturized.

  Preferably, the transmission unit is a stepped automatic transmission. In this way, in the continuously variable transmission state of the continuously variable transmission unit, the continuously variable transmission unit and the transmission unit constitute a continuously variable transmission, and in the continuously variable transmission state of the continuously variable transmission unit, the continuously variable transmission unit. A stepped transmission can be configured by the 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 rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, The differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown) and the like, and between the differential unit 11 and the drive wheel 38 An automatic transmission unit 20 as a transmission unit functioning as a stepped transmission that is connected in series via a transmission member (transmission shaft) 18 in the power transmission path, and is connected to the automatic transmission unit 20. An output shaft 22 as an output rotating member is provided in series. The speed change mechanism 10 is preferably used in, for example, an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 that is an internal combustion engine such as a gasoline engine or a diesel engine is provided between a pair of driving wheels 38 (see FIG. 5), and the power from the engine 8 is powered. It transmits to a pair of drive wheel 38 via the differential gear apparatus (final reduction gear) 36 and a pair of axles which comprise a part of transmission path one by one.

  Thus, in the transmission mechanism 10 of the present embodiment, the engine 8 and the differential unit 11 are directly connected. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection via the pulsation absorbing damper is included in this direct connection. Since the speed change mechanism 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG. The same applies to each of the following embodiments.

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

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

  In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. Further, the switching brake B0 is provided between the first sun gear S1 and the case 12, and the switching clutch C0 is provided between the first sun gear S1 and the first carrier CA1. When the switching clutch C0 and the switching brake B0 are released, i.e., switched to the released state, the power distribution mechanism 16 includes the first sun gear S1, the first carrier CA1, and the first ring gear, which are the three elements of the first planetary gear unit 24. Since the R1s can be rotated relative to each other and the differential action can be activated, that is, the differential action works, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18. At the same time, a part of the output of the distributed engine 8 is stored with the electric energy generated from the first electric motor M1, and the second electric motor M2 is rotationally driven, so that the differential unit 11 (power distribution mechanism 16) Is made to function as an electrical differential device, for example, the differential section 11 is in a so-called continuously variable transmission state (electric CVT state), regardless of the predetermined rotation of the engine 8. Rotation of the reach member 18 is continuously changed. That is, when the power distribution mechanism 16 is in the differential state, the differential unit 11 is also in the differential state, and the differential unit 11 has a gear ratio γ0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18). A continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max is obtained.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, that is, switched to the engaged state, the power distribution mechanism 16 does not perform the differential action, that is, the non-differential state where the differential action is impossible. Is done. Specifically, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally connected, the power distribution mechanism 16 is a third element of the first planetary gear unit 24. Since the one sun gear S1, the first carrier CA1, and the first ring gear R1 are rotated, that is, are integrally rotated, that is, in a connected state, that is, a non-differential state in which the differential action is not performed. Non-differential state. Further, since the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other, the differential portion 11 (power distribution mechanism 16) functions as a transmission in which the speed ratio γ0 is fixed to “1”. A continuously variable transmission state, for example, a constant transmission state, that is, a stepped transmission state is set.

  Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is connected to the case 12, the power distribution mechanism 16 is in a connected state in which the first sun gear S1 is brought into the non-rotating state, that is, locked. Since the state is set to the non-differential state in which the differential action is not performed, the differential unit 11 is also set to the non-differential state. Since the first ring gear R1 is rotated at a higher speed than the first carrier CA1, the power distribution mechanism 16 functions as a speed increase mechanism, and the differential unit 11 (power distribution mechanism 16) has a gear ratio γ0. A non-continuously variable transmission state that functions as a speed-up transmission fixed at a value smaller than “1”, for example, about 0.7, for example, a constant transmission state, that is, a stepped transmission state.

  Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 are configured so that the speed change state of the differential unit 11 (power distribution mechanism 16) is a differential state, that is, a non-locked state (non-connected state) and a non-differential state. That is, in a locked state (connected state), that is, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electrical differential device, for example, an electric continuously variable transmission in which a gear ratio can be continuously changed. A continuously variable transmission state in which a continuously variable transmission is operable and a non-continuously variable state in which an electric continuously variable transmission is not operated, for example, an electric continuously variable transmission is not operated and a continuously variable transmission is not operated. A locked state in which the ratio change is locked constant, that is, an electric continuously variable transmission that operates as a single-stage or multiple-stage transmission of one or more speed ratios, that is, a constant speed that does not operate, that is, an electrical continuously variable speed cannot be operated. Condition (Non-differential state), the gear ratio in other words functions as a differential state switching device selectively switches to a constant shifting state to operate as a transmission having a single stage or multiple stages.

  From another point of view, the switching clutch C0 and the switching brake B0 place the differential unit 11 in the non-stepless speed change state by limiting the differential action of the power distribution mechanism 16 by setting the power distribution mechanism 16 to the non-differential state. As a differential limiting device that limits the operation of the differential portion 11 as an electrical differential device, that is, restricts the operation as an electrical continuously variable transmission.

  The automatic transmission unit 20 includes a single pinion type second planetary gear unit 26, a single pinion type third planetary gear unit 28, and a single pinion type fourth planetary gear unit 30, and serves as a stepped automatic transmission. Function. 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. A fourth ring gear R4 that meshes with the gear 4 and has a predetermined gear ratio ρ4 of about “0.424”, 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 automatic 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 12 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 two 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 connect the first clutch C1. And selectively connected to the transmission member 18. As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. In other words, the first clutch C <b> 1 and the second clutch C <b> 2 are input clutches of the automatic transmission unit 20, and between the transmission member 18 and the automatic transmission unit 20, that is, the differential unit 11 (transmission member 18) and the drive wheel 38. A power transmission interruption mechanism that selectively switches the power transmission path between the power transmission path to a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. It functions as a combination device. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is in a state where power can be transmitted, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

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

In the speed change mechanism 10 configured as described above, particularly in the present embodiment, the power distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, and either the switching clutch C0 or the switching brake B0 is engaged. As a result, the differential unit 11 constitutes a continuously variable transmission state (constant transmission state) operable as a transmission having a constant gear ratio in addition to the above-described continuously variable transmission state operable as a continuously variable transmission. It is possible to do. Therefore, in the speed change mechanism 10, the stepped portion that operates as a stepped transmission is constituted by the differential portion 11 and the automatic speed change portion 20 that are brought into a constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A speed change state is configured, and the differential part 11 and the automatic speed change part 20 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state 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. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

Specifically, when the differential unit 11 is set to a continuously variable transmission state and the transmission mechanism 10 functions as a stepped transmission, either the switching clutch C0 or the switching brake B0 is engaged, and By selectively engaging the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3, for example, a hydraulic friction engagement on the disengagement side that is involved in a shift, for example. The first speed gear (first speed) to the fifth speed gear so that the gear ratio is automatically switched by releasing the device and engaging the engagement-side hydraulic friction engagement device involved in the speed change. The total gear ratio γT (= input shaft rotation speed) of the transmission mechanism 10 which is selectively established as one of the gears (fifth gear), the reverse gear (the reverse gear), or the neutral, and changes in substantially equal ratio. N _IN / Output shaft rotation speed N _OUT ) Is obtained for each gear stage. The overall speed ratio γT of the speed change mechanism 10 is a total speed ratio γT of the speed change mechanism 10 as a whole formed based on the speed ratio γ0 of the differential portion 11 and the speed ratio γ of the automatic speed change portion 20.

  For example, when the speed change mechanism 10 functions as a stepped transmission, as shown in the engagement operation table of FIG. 2, the gear ratio is changed by the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage in which γ1 is the maximum value, for example, about “3.357” is established, and the gear ratio γ2 is set to the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2. The second speed gear stage having a smaller value, for example, about “2.180” is established, and the engagement of the switching clutch C0, the first clutch C1, and the first brake B1 results in the gear ratio γ3 being the second speed gear stage. The third speed gear stage having a smaller value, for example, about “1.424” is established, and the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2 results in the gear ratio γ4 being the third speed gear stage. than A fourth speed gear stage having a threshold value of, for example, “1.000” 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 greater than that of the fourth speed gear stage. Is set to a small value, for example, about “0.705”. 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. This reverse gear is normally established when the differential unit 11 is in a continuously variable transmission state. Further, when the neutral "N" state is set, for example, only the switching clutch C0 is engaged.

  Further, when the differential unit 11 is in a continuously variable transmission state and the transmission mechanism 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 are released and the differential unit 11 is in a continuously variable transmission. And the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, so that the rotation input to the automatic transmission unit 20 with respect to at least one shift stage M of the automatic transmission unit 20 is performed. The speed, that is, the rotational speed of the transmission member 18 is changed steplessly, and a stepless speed ratio width is obtained at the gear stage M. Therefore, the total speed ratio γT of the speed change mechanism 10 can be obtained steplessly.

  For example, when the speed change mechanism 10 functions as a continuously variable transmission, as shown in the engagement operation table of FIG. 2, the automatic transmission unit 20 is in a state where both the switching clutch C0 and the switching brake B0 are released. The automatic transmission unit 20 for each gear stage of the first speed, the second speed, the third speed, and the fourth speed (the engagement operation of the engagement device of the automatic transmission unit 20 at the fifth speed is the same as that of the fourth speed). The rotation speed input to the transmission member 18, i.e., the rotation 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 total gear ratio γT of the transmission mechanism 10 as a whole can be obtained continuously.

FIG. 3 shows a transmission mechanism 10 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission unit 20 that functions as a transmission unit (stepped transmission unit) or a second transmission unit. FIG. 5 is a collinear diagram that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements that are connected in different gear stages. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. shows the lower horizontal line X1 rotational speed zero of the horizontal lines, the upper horizontal line X2 the rotational speed of "1.0", that represents the rotational speed N _E of the engine 8 connected to the input shaft 14, horizontal line XG Indicates the rotational speed of the transmission member 18.

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

  If expressed using the collinear diagram of FIG. 3 described above, the speed change mechanism 10 of the present embodiment is configured such that the first rotating element RE1 (the first rotating element RE1) of the first planetary gear device 24 in the power distribution mechanism 16 (the differential unit 11). The carrier CA1) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (first sun gear S1) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the first electric motor M1. The third rotary element (first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2 to selectively rotate the input shaft 14 through the switching brake B0. It is configured to transmit (input) the automatic transmission unit 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 the switching clutch C0 and the switching brake B0 are released, the first rotation element RE1 to the third rotation element RE3 are allowed to rotate relative to each other, for example, at least the second rotation element RE2. And the third rotation element RE3 are switched to a continuously variable transmission state (differential state) in which the third rotation element RE3 can be rotated at different speeds, the straight line L0 and the vertical line Y1 are controlled by controlling the rotation speed of the first motor M1. When the rotation of the first sun gear S1 indicated by the intersection of the first ring gear is raised or lowered, the rotation speed of the first ring gear R1 constrained by the vehicle speed V indicated by the intersection of the straight line L0 and the vertical line Y3 is substantially constant. case, rotational speed, or the engine rotational speed N _E of the first carrier CA1 represented by a point of intersection between the straight line L0 and the vertical line Y2 is increased or decreased.

Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 rotates at least the second rotation element RE2 by integrally rotating the three rotation elements RE1, RE2, and RE3. and since it is a non-differential state of not rotatable third rotating element RE3 at different speeds, the straight line L0 is aligned with the horizontal line X2, rotate the transmission member 18 at a speed equal to the engine speed N _E It is done. Alternatively, when the first sun gear S1 is connected to the case 12 by the engagement of the switching brake B0, the power distribution mechanism 16 stops the rotation of the second rotation element RE2 and at least the second rotation element RE2 and the third rotation element. Since the RE3 is in a non-differential state that does not allow rotation at different speeds, the straight line L0 is in the state shown in FIG. 3 and the differential unit 11 functions as a speed increasing mechanism. The straight line L0 and the vertical line rotational speed of the rotating speed, or transmission member 18 of the first ring gear R1 represented by a point of intersection between Y3 is input to the automatic shifting portion 20 at a rotation speed higher than the engine speed N _E.

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

In the automatic transmission unit 20, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line X2 And an oblique straight line L1 passing through 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 point. 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. Power from the aforementioned first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the eighth rotary element RE8 differential portion 11 or power distributing mechanism 16 in the same rotational speed as the engine speed N _E Is entered. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second 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, the first and second electric motors M1, M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 40, etc. Each sensor and switch, as shown in FIG. 4, represents the signal indicative of engine coolant temperature TEMP _W, the signal representing the shift position P _SH, the engine rotational speed N _E is the rotational speed of the engine 8 Signal, signal indicating gear ratio set value, signal for instructing M mode (manual shift running mode), signal indicating operation of air conditioner, signal indicating vehicle speed V corresponding to rotation speed N _OUT of output shaft 22, automatic shift A signal indicating the hydraulic oil temperature of the unit 20, a signal indicating the side brake operation, a signal indicating the foot brake operation, a signal indicating the catalyst temperature, and an accelerator opening θ that is an operation amount of the accelerator pedal corresponding to the driver's output request amount signal representative of the _ACC, a signal indicative of a cam angle, a signal indicative of a snow mode setting signal indicating a longitudinal acceleration G of the vehicle, a signal indicative of the auto-cruise traveling, the weight of the vehicle (vehicle weight) A step signal for switching the differential unit 11 (power distribution mechanism 16) to a stepped shift state (locked state) in order to cause the transmission mechanism 10 to function as a stepped transmission. A signal indicating the presence or absence of a switch operation, and a stepless switch operation for switching the differential unit 11 (power distribution mechanism 16) to a continuously variable transmission state (differential state) in order to cause the transmission mechanism 10 to function as a continuously variable transmission. A signal indicating presence / absence, a signal indicating the rotation speed N _M1 of the first motor _M1 (hereinafter referred to as the first motor rotation speed N _M1 ), a rotation speed N _M2 of the second motor _M2 (hereinafter referred to as the second motor rotation speed N _M2 ). ), A signal indicating the charge capacity (charged state) SOC of the power storage device 60 (see FIG. 5), and the like.

A control signal from the electronic control unit 40 to the engine output control unit 43 (see FIG. 5) for controlling the engine output, for example, the throttle valve opening θ of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8. A drive signal to the throttle actuator 97 for operating _TH , a fuel supply amount signal for controlling the fuel supply amount to the intake pipe 95 or the cylinder of the engine 8 by the fuel injection device 98, and an ignition timing of the engine 8 by the ignition device 99 are shown. Ignition signal to command, supercharging pressure adjustment signal to adjust the supercharging pressure, electric air conditioner drive signal to operate the electric air conditioner, command signal to command the operation of the motors M1 and M2, and to operate the shift indicator Shift position (operation position) display signal, gear ratio display signal to display gear ratio, snow mode A snow mode display signal for display, an ABS operation signal for operating an ABS actuator that prevents slipping of the wheel during braking, an M mode display signal for displaying that the M mode is selected, a differential unit 11 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 (see FIG. 5) to control the hydraulic actuator of the hydraulic friction engagement device of the automatic transmission unit 20 is a hydraulic source of the hydraulic control circuit 42. A drive command signal for operating the electric hydraulic pump, a signal for driving the electric heater, a signal to the cruise control control computer, and the like are output.

FIG. 5 is a functional block diagram for explaining a main part of the control function by the electronic control unit 40. In FIG. 5, the stepped shift control means 54 is, for example, a vehicle speed V and a required output of the automatic transmission unit 20 based on a shift diagram (relationship, shift map) indicated by a solid line and a one-dot chain line in FIG. Based on the vehicle state indicated by the torque T _OUT , it is determined whether or not the speed change of the speed change mechanism 10 is to be executed, for example, the speed stage to be changed by the automatic transmission unit 20 is determined, and the determined speed stage is obtained. Thus, the automatic transmission control of the automatic transmission unit 20 is executed. At this time, the stepped shift control means 54 is a hydraulic friction engagement device that is involved in the shift excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. A command (shift output command, hydraulic command) for engaging and / or releasing is output to the hydraulic control circuit 42. In accordance with the command, the hydraulic control circuit 42 releases, for example, the release-side hydraulic friction engagement device involved in the shift, and engages the engagement-side hydraulic friction engagement device involved in the shift to automatically shift the gear. The electromagnetic valve in the hydraulic control circuit 42 is actuated so that the hydraulic actuator of the hydraulic friction engagement device involved in the gear shift is actuated so that the gear shift of the unit 20 is performed.

The hybrid control means 52 first functions as a continuously variable transmission control means, and operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, in the differential state of the differential portion 11. Thus, the transmission ratio of the differential unit 11 as an electric continuously variable transmission is changed by optimizing the distribution of the driving force between the engine 8 and the second electric motor M2 and the reaction force generated by the power generation of the first electric motor M1. γ0 is controlled. For example, at the traveling vehicle speed at that time, the target (request) output of the vehicle is calculated from the accelerator opening θ _ACC as the driver's required output amount and the vehicle speed V, and the total required from the target output and the required charging value of the vehicle. Calculate the target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second motor M2, etc. so as to obtain the total target output, and obtain the target engine output. The engine 8 is controlled so that the speed N _E and the engine torque T _E are obtained, 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 automatic transmission unit 20 during the continuously variable transmission control in order to improve the power performance and the fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52, achieving both drivability and fuel efficiency when continuously-variable shifting control in a two-dimensional coordinate composed of the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 Thus, for example, a target output (total target) is set so that the engine 8 is operated along an optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 (not shown) that is experimentally obtained in advance and stored in the storage means 56, for example. The target value of the total gear ratio γT of the transmission mechanism 10 is determined so that the engine torque T _E and the engine speed N _E for generating the engine output necessary to satisfy the output and the required driving force) are obtained. The gear ratio γ0 of the differential unit 11 is controlled in consideration of the gear position of the automatic transmission unit 20 so that the target value is obtained, and the total gear ratio γT is within the changeable range of the gearshift. If the example is controlled within a range of between 13 and 0.5.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 58. The second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed.

Further, the hybrid control means 52 controls the fuel injection amount and the injection timing by the fuel injection device 98 to control the opening and closing of the electronic throttle valve 96 by the throttle actuator 97 for the throttle control, and controls the ignition timing. A command for controlling the ignition timing by the ignition device 99 such as an igniter for control is output to the engine output control device 43 alone or in combination, and the output control of the engine 8 is executed so as to generate the necessary engine output. An engine output control means is functionally provided. For example, the hybrid controller 52 basically drives the throttle actuator 60 based on the accelerator opening θ _ACC from a previously stored relationship (not shown), and the throttle valve opening θ _TH increases as the accelerator opening θ _ACC increases. The throttle control is executed so as to increase. The engine output control device 43 controls the opening and closing of the electronic throttle valve 96 by the throttle actuator 97 for the throttle control according to the command from the hybrid control means 52, and the fuel injection by the fuel injection device 98 for the fuel injection control. The engine torque control is executed by controlling the ignition timing by an ignition device 99 such as an igniter for controlling the ignition timing.

Further, the hybrid control means 52 can drive the motor by the electric CVT function (differential action) of the differential portion 11 regardless of whether the engine 8 is stopped or in an idle state. For example, the solid line A in FIG. 6 indicates that the driving force source for starting / running the vehicle (hereinafter referred to as running) is switched between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, the engine 8 is used for running. An engine travel region for switching between so-called engine travel for starting / running (hereinafter referred to as travel) the vehicle as a driving force source and so-called motor travel for traveling the vehicle using the second electric motor M2 as a driving power source for travel; It is a boundary line with a motor travel area. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 6 is a two-dimensional parameter using vehicle speed V and output torque T _{OUT as} a driving force related value as parameters. It is an example of the driving force source switching diagram (driving force source map) comprised by the coordinate. The driving force source switching diagram is stored in advance in the storage unit 56 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.

Then, the hybrid control means 52 determines whether the motor traveling region or the engine traveling region is based on the vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the driving force source switching diagram of FIG. Judgment is made and motor running or engine running is executed. As described above, the motor running by the hybrid control means 52 is relatively low output torque T _OUT region, that is, low engine torque T, which is generally considered to be poor in engine efficiency as compared with the high torque region as apparent from FIG. It is executed in the _E range or a relatively low vehicle speed range of the vehicle speed V, that is, a low load range. Therefore, usually but motor starting is performed in preference to engine starting, for example, is the required output torque T _OUT ie the required engine torque T _E exceeds the motor drive region of the drive power source switching diagram of Fig. 6 when the vehicle starts Depending on the vehicle state in which the accelerator pedal is depressed as much as possible, the engine is normally started.

The hybrid control means 52 uses the electric CVT function (differential action) of the differential unit 11 to suppress dragging of the stopped engine 8 and improve fuel efficiency during the motor running. the rotational speed N _M1 controlled for example by idling a negative rotational speed, to maintain the engine speed N _E at zero or substantially zero as needed by the differential action of the differential portion 11.

  Further, even in the engine travel region, the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above. The so-called torque assist for assisting the power of the engine 8 is possible by driving the two electric motor M2 and applying torque to the drive wheels 38. Therefore, the engine travel of this embodiment includes engine travel + motor travel.

In addition, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential unit 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the charging capacity SOC of the power storage device 60 is reduced when the vehicle is stopped and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8, and the first motor M1 is generated. Even if the second motor rotation speed N _M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) due to the vehicle stop state, the engine rotation speed N _{E is} caused by the differential action of the power distribution mechanism 16. Is maintained at a speed higher than the autonomous rotation speed.

Further, the hybrid control means 52 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. The engine speed _NE can be maintained substantially constant, or the rotation can be controlled to an arbitrary speed. In other words, the hybrid control means 52, rotating the first electric motor speed N _M1 and / or the second electric motor rotation speed N _M2 while controlling any rotational speed or to maintain the engine speed N _E substantially constant for any The rotation can be controlled to the speed. For example, the hybrid control means 52 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E during running of the vehicle, the second electric motor rotation speed N which depends on the vehicle speed V (driving wheels 38) The first motor rotation speed N _M1 is increased while maintaining _M2 substantially constant.

  Moreover, the hybrid control means 52 interrupts the drive current to the 1st electric motor M1 supplied from the electrical storage apparatus 60 via the inverter 58, and makes the 1st electric motor M1 a no-load state. When the first electric motor M1 is in a no-load state, the first electric motor M1 is allowed to freely rotate, that is, idle, and the differential unit 11 is in a state in which torque cannot be transmitted, that is, the power transmission path in the differential unit 11 is interrupted. In this state, the output from the differential unit 11 is not generated. That is, the hybrid control means 52 puts the differential motor 11 in a neutral state (neutral state) in which the power transmission path is electrically cut off by putting the first electric motor M1 into a no-load state.

  The speed-increasing gear stage determining means 62 stores, for example, a storage means 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 speed change state. The gear position to be shifted of the transmission mechanism 10 according to the shift diagram shown in FIG. 6 stored in advance in 56 or the gear position to be shifted of the transmission mechanism 10 determined by the stepped shift control means 54 is determined. Then, it is determined whether or not the speed increasing side gear stage is, for example, the fifth speed gear stage.

The switching control means 50 switches between the continuously variable transmission state and the stepped transmission state by switching the engagement / release of the switching engagement device (switching clutch C0, switching brake B0) based on the vehicle state. The differential state and the lock state are selectively switched. For example, the switching control means 50 is a vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the switching diagram (switching map, relationship) indicated by the broken line and the two-dot chain line in FIG. On the basis of the shift mechanism 10 (the differential unit 11) to determine the shift state to be switched, that is, within the continuously variable control region where the shift mechanism 10 is in the continuously variable transmission state or the transmission mechanism 10 is stepped. It is determined whether the state is within the stepped control region to be set, and the speed change mechanism 10 is selectively switched between the continuously variable shift state and the stepped shift state. As described above, the switching control means 50 switches the engagement / release of the switching clutch C0 or the switching brake B0 to place the differential unit 11 in a continuously variable transmission state as an electrical differential device of the differential unit 11. It functions as a differential limiting means for limiting the operation of the motor, that is, limiting the operation as an electric continuously variable transmission.

  That is, when the switching control means 50 determines that it is within the stepped shift control region, it outputs a signal for disabling or prohibiting the hybrid control or continuously variable shift control to the hybrid control means 52, and For the shift control means 54, a shift at the time of a preset stepped shift is permitted. At this time, the stepped shift control means 54 executes the automatic shift control of the automatic transmission unit 20 in accordance with, for example, the shift diagram shown in FIG. For example, FIG. 2 preliminarily stored in the storage means 56 shows a combination of operations of the hydraulic friction engagement devices, that is, C0, C1, C2, B0, B1, B2, and B3 that are selected in the shifting at this time. That is, the transmission mechanism 10 as a whole, that is, the differential unit 11 and the automatic transmission unit 20 function as a so-called stepped automatic transmission, and the gear stage is achieved according to the engagement table shown in FIG.

  For example, when the fifth gear is determined by the acceleration-side gear determination means 62, the so-called overdrive gear that has a gear ratio smaller than 1.0 is obtained for the entire transmission mechanism 10. Therefore, the switching control means 50 releases the switching clutch C0 and switches the switching brake B0 so that the differential section 11 is in the second lock state in which the differential unit 11 functions as an auxiliary transmission having a fixed gear ratio γ0, for example, gear ratio γ0 0.7. Is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 62 that the gear ratio is not the fifth speed gear stage, the speed change gear 10 as a whole can obtain a reduction side gear stage having a gear ratio of 1.0 or more, so that the switching control means. 50 is a hydraulic pressure command for engaging the switching clutch C0 and releasing the switching brake B0 so that the differential unit 11 is in a first locked state in which the differential unit 11 functions as an auxiliary transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. Output to the control circuit 42. In this manner, the transmission mechanism 10 is switched to the stepped speed change state by the switching control means 50 and is selectively switched to be one of the two types of speed steps in the stepped speed change state. Is made to function as a sub-transmission, and the automatic transmission unit 20 in series functions as a stepped transmission, whereby the entire transmission mechanism 10 is made to function as a so-called stepped automatic transmission.

  However, if the switching control means 50 determines that it is within the continuously variable transmission control region for switching the transmission mechanism 10 to the continuously variable transmission state, the transmission mechanism 10 as a whole can obtain the continuously variable transmission state, so that the differential section 11. Is output to the hydraulic control circuit 42 so as to release the switching clutch C0 and the switching brake B0 so that the continuously variable transmission can be performed. 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 for permitting automatic shifting of the automatic transmission unit 20 is output in accordance with the shift diagram shown in FIG. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. At the same time that a large driving force is obtained, the rotational speed input to the automatic transmission unit 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission unit 20, that is, transmission The rotational speed of the member 18 is changed steplessly, and each gear stage can obtain 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.

6 will be described in detail. FIG. 6 is a shift diagram (relationship, shift map) stored in advance in the storage means 56 as a basis for shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. It is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T _OUT as a parameter. The solid line in FIG. 6 is an upshift line, and the alternate long and short dash line is a downshift line.

6 indicates the determination vehicle speed V1 and the determination output torque T1 for switching determination from the stepless control region to the stepped control region by the switching control means 50. That is, the broken line in FIG. 6 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torques T1 that are preset high output travel determination values for determining high output travel in which the output torque T _OUT of the automatic transmission unit 20 is high output. Is 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. In other words, the area or FIG. 6 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. In addition, you may memorize | store in the memory | storage means 56 previously as a shift map including this switching diagram. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be.

The shift diagram, the switching diagram, or the driving force source switching diagram is not a map but a judgment formula for comparing the actual vehicle speed V with the judgment vehicle speed V1, and comparing the output torque _TOUT with the judgment output torque T1. May be stored as a determination formula or the like. For example, in this case, the switching control means 50 determines whether or not the vehicle state, for example, the actual vehicle speed V has exceeded the determination vehicle speed V1, and when the determination vehicle speed V1 is exceeded, for example, the switching brake B0 is engaged to change the speed. The mechanism 10 is set to a stepped speed change state. Further, the switching control means 50 determines whether or not the vehicle state, for example, the output torque T _OUT of the automatic transmission unit 20 has exceeded the determination output torque T1, and when it exceeds the determination output torque T1, for example, engages the switching clutch C0. Thus, the transmission mechanism 10 is set to the stepped transmission state.

  In addition, when the control unit of an electric system such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission is malfunctioning or deteriorated, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Failure of equipment related to the electrical path until it is converted into dynamic energy, that is, failure of the first electric motor M1, the second electric motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, etc. (fail) In the case of a vehicle state in which a malfunction or a decrease in function due to low temperatures occurs, the switching control means 50 preferentially steps the transmission mechanism 10 in order to ensure vehicle travel even in the continuously variable control region. A shift state may be set. For example, in this case, the switching control means 50 determines whether or not a failure or functional deterioration of an electric control device such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission has occurred. When it is determined that a failure or a functional deterioration occurs, the transmission mechanism 10 is set to a stepped transmission state.

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38 but also the output torque T _OUT of the automatic transmission unit 20, torque T _E, and the vehicle acceleration G, for example, the accelerator opening theta _ACC or a throttle valve opening theta _TH (or intake air quantity, air-fuel ratio, fuel injection amount) engine torque calculated based the on the engine rotational speed N _E Request (target) engine torque T _E calculated based on actual values such as T _E , accelerator opening θ _ACC or throttle valve opening θ _TH , automatic transmission unit 20 request (target) output torque T _OUT , It may be an estimated value such as a required driving force. The vehicle drive torque differential ratio from the output torque T _OUT or the like, and a radius of each drive wheel 38 may be calculated in consideration of, for example, may be directly detected using a torque sensor or the like. The same applies to the other torques described above.

  Further, the determination vehicle speed V1 is set such that the transmission mechanism 10 is set to the stepped transmission state at the high speed so that the fuel consumption is prevented from deteriorating, for example, when the transmission mechanism 10 is set to the continuously variable transmission state at the high speed. Is set to Further, the determination torque T1 is obtained 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 8, for example, during high output traveling of the vehicle. It is set according to the characteristics of the first electric motor M1 that can be arranged with a smaller maximum output of electrical energy.

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

As shown in the relationship of FIG. 6, stepped control is performed in a high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1, or a high vehicle speed region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1. Since it is set as a region, the stepped variable speed travel is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed travel is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8.

Similarly, as indicated by the relationship shown in FIG. 7, the predetermined value T _E1 or more high torque region where the engine torque T _E is set in advance, the engine speed N _E preset predetermined value NE1 or a high-speed drive region in which Alternatively, a high output region where the engine output calculated from the engine torque T _E and the engine rotational speed N _{E is} equal to or greater than a predetermined value is set as a stepped control region. It is executed at a torque, a relatively high rotational speed, or a relatively high output, and continuously variable speed travel is performed at a relatively low torque, a relatively low rotational speed, or a relatively low output of the engine 8, that is, a normal output range of the engine Is to be executed. The boundary line between the stepped control region and the stepless control region in FIG. 7 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

  As a result, for example, in low-medium speed traveling and low-medium power traveling of the vehicle, the speed change mechanism 10 is set to a continuously variable transmission state to ensure fuel efficiency of the vehicle, but the actual vehicle speed V exceeds the determination vehicle speed V1. In such high speed running, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path, so that the electric continuously variable transmission. As a result, the conversion loss between the power and the electric energy generated when the power is operated is suppressed, and the fuel efficiency is improved.

Further, in high output traveling such that the driving force related value such as the output torque T _OUT exceeds the determination torque T1, the speed change mechanism 10 is set to a stepped shift state in which it operates as a stepped transmission, and is exclusively a mechanical power transmission path. Thus, the region in which the output of the engine 8 is transmitted to the drive wheels 38 to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized.

That is, when the predetermined value T _E1 is preset as a switching determination value of the engine torque T _E that allows the first electric motor M1 to take charge of the reaction force torque, the engine torque T _E exceeds the predetermined value T _E1. the high output running, since the differential portion 11 is placed in the step-variable shifting state, the first electric motor M1 is a counter torque against the engine torque T _E, as when the differential portion 11 is placed in the continuously-variable shifting state Since there is no need to take charge of, the increase in the size of the first electric motor M1 is prevented, and a decrease in durability is suppressed. In other words, the first electric motor M1 in the present embodiment, by the maximum output is smaller than the reaction torque capacity corresponding to the maximum value of the engine torque T _E, i.e. its maximum output Miniaturization is realized by not corresponding to the reaction torque capacity against the engine torque T _E exceeding the predetermined value T _E1 .

The maximum output of the first electric motor M1 is a rated value of the first electric motor M1 that is experimentally obtained and set so as to be allowed in the usage environment of the first electric motor M1. Moreover, switching threshold value of the engine torque T _E, the first electric motor M1 is a maximum value or a predetermined value lower than that of the engine torque T _E that can withstand the reaction torque, the first electric motor M1 This is a value obtained experimentally in advance so as to suppress a decrease in durability.

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). Thereby, the vehicle 8 user such as the driver, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E with the stepped up-shift of the automatic shifting control, as shown in FIG. 8 Enjoy it.

  FIG. 9 is a diagram illustrating an example of a switching device 46 that switches a plurality of types of shift positions by an artificial operation. The switching device 46 includes, for example, a shift lever 48 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions. For example, as shown in the engagement operation table of FIG. 2, the shift lever 48 is provided in the transmission mechanism 10, that is, in the automatic transmission unit 20 so that neither of the engagement devices of the first clutch C <b> 1 and the second clutch C <b> 2 is engaged. A neutral position where the power transmission path of the vehicle is cut off, that is, a neutral state and a parking position “P (parking)” for locking the output shaft 22 of the automatic transmission unit 20, a reverse traveling position “R (reverse) for reverse traveling ”, Neutral position“ N (neutral) ”in which the power transmission path in transmission mechanism 10 is interrupted, neutral forward position“ N (neutral) ”, forward automatic shift travel position“ D (drive) ”, or forward manual shift travel position“ M (manual) ” ”To be manually operated.

  For example, the manual valve in the hydraulic control circuit 42 mechanically connected to the shift lever 48 is switched in conjunction with the manual operation of the shift lever 48 to each shift position, and the engagement operation table of FIG. The hydraulic control circuit 42 is mechanically switched so that the reverse gear stage “R”, the neutral “N”, the forward gear stage “D”, and the like are established. Further, the 1st to 5th shift stages shown in the engagement operation table of FIG. 2 at the “D” or “M” position are established by electrically switching the electromagnetic valve in the hydraulic control circuit 42.

  In each of the shift positions indicated by the “P” to “M” positions, the “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling, for example, the engagement operation of FIG. As shown in the table, the first and second clutches C1 and C2 that cannot drive the vehicle in which the power transmission path in the automatic transmission unit 20 is released so that both the first clutch C1 and the second clutch C2 are released. This is a non-driving position for selecting switching to the power transmission cutoff state of the power transmission path by the clutch C2. The “R” position, the “D” position, and the “M” position are travel positions that are selected when the vehicle travels. For example, as shown in the engagement operation table of FIG. And a power transmission path by the first clutch C1 and / or the second clutch C2 capable of driving a vehicle to which a power transmission path in the automatic transmission 20 is engaged so that at least one of the second clutch C2 is engaged. It is also a drive position for selecting switching to a power transmission enabled state.

  Specifically, when the shift lever 48 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. When the power transmission is cut off from the power transmission cut-off state and the shift lever 48 is manually operated from the “N” position to the “D” position, at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased. The transmission path is changed from a power transmission cutoff state to a power transmission enabled state. Further, the “D” position is also the fastest running position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine brake effect can be obtained.

The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position, for example, in the longitudinal direction of the vehicle, and when the shift lever 48 is operated to the “M” position, Any of the “D” range to the “L” range is changed according to the operation of the shift lever 48. Specifically, the “M” position is provided with an upshift position “+” and a downshift position “−” in the front-rear direction of the vehicle, and the shift lever 48 is provided with the upshift position “+”. ”Or the downshift position“ − ”, one of the“ D ”range to the“ L ”range is selected. For example, the five shift ranges from the “D” range to the “L” range selected at the “M” position are the high speed side (the shift ratio is less than the total shift ratio γT in which the automatic shift control of the transmission mechanism 10 is possible). The minimum speed range is a plurality of speed ranges with different total gear ratios γT, and the speed range of the gear speed (gear speed) is limited so that the maximum speed gear speed at which the automatic transmission 20 can change the speed is different. It is. The shift lever 48 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. Further, the switching device 46 is provided with a shift position sensor 49 for detecting each shift position of the shift lever 48. A signal indicating the shift position _PSH of the shift lever 48, an operation signal at the "M" position, and the like. Is output to the electronic control unit 40.

  For example, when the “D” position is selected by operating the shift lever 48, the shift control means 50 automatically switches the shift state of the transmission mechanism 10 based on the shift map and the switch map stored in advance as shown in FIG. The control is executed, the continuously variable transmission control of the power distribution mechanism 16 is executed by the hybrid control means 52, and the automatic transmission control of the automatic transmission unit 20 is executed by the stepped transmission control means 54. For example, when the speed change mechanism 10 is switched to the stepped speed change state, the speed change mechanism 10 is automatically controlled in the range of the first to fifth speed gears as shown in FIG. During continuously variable speed travel in which the mechanism 10 is switched to the continuously variable transmission state, the transmission mechanism 10 has a continuously variable gear ratio range of the power distribution mechanism 16 and a range from the first speed gear stage to the fourth speed gear stage of the automatic transmission unit 20. Thus, the automatic transmission control is performed within the change range of the total speed ratio γT that can be changed by the transmission mechanism 10 obtained by the respective gear stages that are automatically controlled by the transmission. This “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which automatic shift control of the transmission mechanism 10 is executed.

  Alternatively, when the “M” position is selected by operating the shift lever 48, the switching control means 50, the hybrid control means 52, and the stepped gear are set so as not to exceed the highest speed side shift speed or gear ratio of the shift range. The shift control means 54 performs automatic shift control within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10. For example, when the transmission mechanism 10 is switched to the stepped transmission state, the transmission mechanism 10 is automatically controlled to shift within the range of the total transmission ratio γT at which the transmission mechanism 10 can shift in each shift range, or the transmission mechanism 10 During continuously variable speed driving that can be switched to a continuously variable speed state, the speed change mechanism 10 automatically shifts within the range of the stepless speed ratio range of the power distribution mechanism 16 and the shift speed range of the automatic speed changer 20 corresponding to each speed range. Automatic shift control is performed within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10 obtained by each gear stage to be controlled. This “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which manual shift control of the transmission mechanism 10 is executed.

As described above, the speed change mechanism 10 (the differential unit 11 and the power distribution mechanism 16) of the present embodiment is selected between a continuously variable transmission state (differential state) and a continuously variable transmission state, for example, a stepped transmission state (locked state). The shift control means 50 determines the shift state to be switched of the differential unit 11 based on the vehicle state, and the differential unit 11 is in either the continuously variable shift state or the stepped shift state. Can be selectively switched. Then, by switching the differential portion 11 to the locked state, for example, the first electric motor M1 does not need to take a reaction torque against the engine torque T _E exceeding the predetermined value T _E1, and the first electric motor M1 can be reduced in size. Can be realized.

However, if the differential unit 11 cannot be switched to the continuously variable transmission state when the first electric motor M1 is downsized, a reaction force against a large engine torque T _E exceeding a predetermined value T _E1 is first applied. There is a possibility that the electric motor M1 cannot be handled. Note that if the first electric motor M1 is used so as to take over the reaction torque beyond its rated capacity, there is a possibility that the heat generation of the first electric motor M1 is large and its durability is lowered. On the other hand, the rated capacity of the first electric motor is set so as to correspond to the reaction torque against the engine torque T _E exceeding the predetermined value T _E1 in case the differential unit 11 cannot switch to the continuously variable transmission state. However, this increases the size of the entire driving device.

  Here, the time when the differential unit 11 cannot be switched to the continuously variable transmission state is not only when the switching clutch C0 or the switching brake B0 is engaged, but also when it can operate normally. However, for example, when the differential unit 11 is locked when the vehicle starts, a state where the engine cannot be switched due to engine stall or knocking is assumed.

That is, normally, in the continuously variable transmission state of the differential section 11, the engine rotational speed _NE is controlled without being restricted by the vehicle speed V by the electric continuously variable transmission operation. For example, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential unit 11 even when the vehicle is stopped or at a low vehicle speed. Therefore, for example, even if a mechanism (device) capable of relative rotation between the input side and the output side, such as a fluid transmission device such as a clutch or a torque converter, is not provided in the power transmission path, The hybrid control means 52 can maintain the engine operation and can start the engine well.

However, in the continuously variable transmission state of the differential portion 11, the power transmission path between the engine 8 and the drive wheels 38 is mechanically connected and the engine rotational speed _NE is restricted to the vehicle speed V. In the stop state or the extremely low vehicle speed state, the hybrid control means 52 may not be able to maintain the engine operation and start the engine. Then, for example, when the engine starts, the accelerator pedal is depressed more greatly as the required output torque T _OUT becomes a high torque region where the required output torque T _E is higher than the determination output torque T1, that is, the required engine torque _{TE is} higher than the predetermined value T _E1. In such a vehicle state, the switching control means 50 switches the differential unit 11 to the stepped speed change state, so that the hybrid control means 52 operates the engine when starting the vehicle in a vehicle stop state or extremely low vehicle speed state. May not be maintained, and the engine may not start normally due to engine stall or knocking.

Therefore, in the present embodiment, the differential unit 11 cannot be switched to the continuously variable transmission state at the time of engine start / run so as not to increase the size of the first electric motor M1 and to suppress a decrease in durability. sometimes, it is possible to electrically operate the maintenance of a continuously variable transmission (acceptable) is a part of the reaction torque to the engine torque T _E by the first electric motor M1 in the differential portion 11 is responsible, the engine torque T _The switching clutch C0 or the switching brake B0 is set to a half transmission capacity state, that is, a half engagement (slip) state so that the switching clutch C0 or the switching brake B0 can handle the remainder of the reaction torque against _E. In other words, when the differential unit 11 cannot be switched to the continuously variable transmission state when the engine starts / runs, the switching clutch C0 is used to operate the differential unit 11 as an electrical continuously variable transmission. or switching brake B0 as partially engaged state, in addition to borne the reaction torque against the engine torque T _E to the first electric motor M1, mechanically causing borne in switching clutch C0 or switching brake B0.

This eliminates the need for the first electric motor M1 to be responsible for the reaction torque against the engine torque T _E exceeding the predetermined value T _E1, and prevents the first electric motor M1 from being enlarged and its durability from being lowered. . In addition to its effects, for example, can be input and becomes the engine torque T _E or the engine torque T _E that can responsible by the torque capacity of the first electric motor M1 in the differential portion 11, the torque capacity of the first electric motor M1 There is also an effect that the output from the differential section 11 can be increased without increasing the size, that is, without increasing the size of the first electric motor M1. In this way, the hybrid control means 52 of the present embodiment outputs the request (target) output of the automatic transmission unit 20 based on the actual accelerator opening θ _ACC or throttle valve opening θ _TH and the vehicle speed from the relationship stored in advance. When the target required driving force-related value setting means 76 for calculating the target required driving force-related value such as the torque T _OUT or the target required driving force of the vehicle and the vehicle engine running and power distribution mechanism 16 are in a differential state, The output control for controlling the output of the first electric motor M1 and the switching clutch C0 or the switching brake B0 are in a slip state so that the target required driving force related value set by the target required driving force related value setting means 76 is obtained. Reaction force control means 78 is provided for performing reaction force control on the output torque of the engine 8 by slip control and generating output at the 18.

Returning to FIG. 5, the shift position determining means 80, whether the current shift lever 48 based on a signal representing the shift position P _SH of the shift lever 48 from a shift position sensor 49 is in the one position, or shift lever 48 It is determined to which position it was operated. For example, the shift position determining means 80 determines whether the shift position P _SH of the shift lever 48 based on a signal representing the shift position P _SH is the "D" position or "R" position is a drive position .

Here, when the shift position P _SH of the shift lever 48 is the “P” or “N” position which is the non-driving position, the differential is such that both the first clutch C1 and the second clutch C2 are released. parts 11 and a state where the power transmission path is not without i.e. blocked coupled between the automatic transmission portion 20, since the first electric motor M1 need not generate the reaction torque against the engine torque T _E, the switching clutch C0 Alternatively, it is not necessary to assume a so-called slip control operation in which the switching brake B0 is in a semi-engaged (slip) state. Alternatively, when the shift position P _SH of the shift lever 48 is the “N” position, the first electric motor M1 is in the no-load state when the differential unit 11 is set to the neutral state (neutral state) by the hybrid control means 52. since so are namely first electric motor M1 does not generate the reaction torque against the engine torque T _E, the switching clutch C0 or brake B0 need not assume control operation to partially engaged (slipping) state. Accordingly, it is a shift position P _SH of the shift lever 48 is in the driving position to determine whether the "D" position or "R" position.

When the shift position _PSH is determined to be the “D” position or the “R” position by the shift position determination unit 80, the driving force source determination unit 82 is for continuously variable speed travel by the hybrid control unit 52. It is determined whether the engine 8 is exclusively used as the driving force source of the motor or whether the second electric motor M2 is exclusively used for motor running. For example, the driving force source determination means 82 determines whether or not the engine 8 is exclusively used as a driving power source for traveling by the hybrid control means 52, for example, from the driving force source switching diagram shown in FIG. The determination is made based on whether or not the vehicle is currently in the engine travel region based on the actual vehicle state indicated by the torque T _OUT .

The reaction force range determination means 84 determines that the engine 8 is used as a driving power source for traveling by the driving power source determination means 82 when the vehicle is started and the differential portion 11 is in an operating state. Based on the actual torque input to the differential unit 11, for example, the actual engine torque T _E being equal to or less than a predetermined determination value T _E1 , the engine is determined by the electric capacity (that is, torque capacity) of the first electric motor M1. It is determined whether or not it is within a range where the reaction force torque with respect to the torque T _E can be handled. The determination value T _E1 is normally determined based on the electrical rated capacity of the first electric motor M1, but may be determined based on the mechanical configuration of the differential unit 11.

The switching control means 50, in addition to the functions described above, the reaction force range determining means 84 the actual torque eg actual engine torque T _E which is input to the differential unit 11 at the time of starting of the vehicle is set in advance If it is determined that the determination value T _E1 is exceeded, the first motor M1 is in a state where it is impossible to handle the reaction torque against the engine torque T _E , so the switching clutch C0 or the switching brake B0 is half-engaged. By outputting a command for setting the combined state, that is, the slip state to the hydraulic control circuit 42, the engine torque is determined by the reaction force torque generated by the first electric motor M1 and the reaction force torque generated by half-engagement of the switching clutch C0 or the switching brake B0. to be able to generate a reaction torque against T _E. That is, the reaction force torque received by the first electric motor M1 is reduced by increasing the reaction force mechanically received by the switching clutch C0 or the switching brake B0 or the ring gear R1 via the switching clutch C0, so that it is within the maximum torque capacity.

In other words, the switching control means 50 functions as a differential limiting means, an equity ratio control means or a slip control means that puts the switching clutch C0 or the switching brake B0 in a half-engaged state when the vehicle starts, and usually depends on the engine. Actual torque input to the differential unit 11 as shown in the combined area A of FIG. 10 when the differential unit 11 cannot be switched to the continuously variable transmission state (locked state) during start-up, for example, actual When the engine torque T _E exceeds the predetermined determination value T _E1 , the reaction torque generated by the first electric motor M1 and the reaction torque generated by half-engagement of the switching clutch C0 or the switching brake B0 to be able to generate a reaction torque for the torque T _E, it causes the switching clutch C0 or switching brake B0 slip-engaged. In this slip control, when an engine torque T _E greater than a reaction torque that can be independently generated by the first electric motor M1, for example, an engine torque T _E greater than a predetermined value T _E1 is input to the differential section 11, for example, as shown in FIG. 11 or FIG. 12, the anti shortage amount or the switching clutch C0 or switching brake B0 and the slip amount is reduced as the output torque T _E increases the engine 8 of the first electric motor M1 is subjected to mechanical The reaction force is increased. This reduction of the slip amount is executed until the engine output torque is limited.

  As described above, the switching clutch C0 or the switching brake B0 is brought into a half-engaged state, so that the reaction torque torque output by the output of the first electric motor M1 and the reaction torque torque share by the switching clutch C0 or the switching brake B0 slip control are obtained. Is continuously changed. This change control of the ownership ratio may be executed after the reaction force shortage of the first electric motor M1 occurs at the time of starting the vehicle. However, for example, an acceleration operation before the shortage of the reaction force of the electric motor M1 occurs. It may be executed from the beginning. In this case, the discontinuity at the beginning of the counter-engagement eliminates the influence of the reaction torque.

  When the switching clutch C0 or the switching brake B0 is in a half-engaged state, the differential unit 11 is connected to an output A that is electrically transmitted from the first electric motor M1 to the second electric motor M2 through the electric path in the differential unit 11. The output B which is mechanically transmitted to the transmission member 18 due to the half-engagement of the switching clutch C0 or the switching brake B0 is added to be an output from the differential section 11. Therefore, the switching control means 50 mechanically transmits the engine output necessary for satisfying the target output by mechanically transmitting the engine output necessary for satisfying the target output by setting the switching clutch C0 or the switching brake B0 to the half-engaged state. By changing the half-engaged state of the switching clutch C0 or the switching brake B0, that is, the torque capacity in the half-engaged state of the switching clutch C0 or the switching brake B0. By changing it, the ratio (ratio) of power transmission between the electrically transmitted output PA and the mechanically transmitted output PB is also changed.

FIG 10 is 6, and a continuously variable control region in FIG. 7 (differential area) and the step-variable control region (lock region), position the vehicle speed V and the engine torque T _E on a two-dimensional coordinate in terms of the parameters This is a corrected example. In the high torque region where the vehicle speed V is equal to or lower than the predetermined vehicle speed V2 and the required engine torque T _E exceeds the predetermined value T _E1 , as shown in the shaded portion in FIG. 10, the differential portion 11 is maintained in the continuously variable transmission state. This is a region A with a low vehicle speed and a high load such as start-up running in which the differential unit 11 cannot be switched to the continuously variable transmission state (locked state) due to stalling or knocking. The region A, even predetermined value T _E1 or more engine torque T _E is input to the differential unit 11, the differential portion 11 to the engine start is properly performed non-continuously-variable shifting state (locked state ), The switching clutch C0 or the switching brake B0 is brought into a half-engaged state by the switching control means 50, and the reaction force torque by the first electric motor M1 and the half-engagement of the switching clutch C0 or the switching brake B0. in combination with reactive torque due, it is also combined region a for generating a reaction force torque with respect to the engine torque T _E. 10 is a high load region where the vehicle speed V exceeds the predetermined vehicle speed V2 and the required engine torque T _E exceeds the predetermined value T _E1 , and the differential unit 11 is continuously variable. This is an area that can be switched to the shift state (lock state).

11 and FIG. 12 show the slip amount of the switching clutch C0 or the switching brake B0 for reducing the reaction force exerted by the first electric motor M1 and the insufficient amount of reaction force of the first electric motor M1 (the actually loaded reaction force). force - shows the relationship between reaction force) and the engine output torque T _E is determined by the rated capacity. Since the output torque T _E of the engine 8 corresponds to the reaction force applied to the first electric motor M1, a correspondence relationship between anti shortage amount of the first electric motor M1 as described above. The torque limit of the first motor M1 is, for example, a limit reaction force torque determined in advance based on the rating of the first motor M1, but actually, the limit reaction torque is obtained experimentally in advance. It has been.

Incidentally, in the reaction torque due to the semi-engagement of the reaction force torque and the switching clutch C0 or switching brake B0 to the switching control means 50 is the first electric motor M1 to generate, but reaction torque against the engine torque T _E is caused to occur , when a large output torque T _E of the engine 8 is still sometimes insufficient. In this case, when the switching clutch C0 or the switching brake B0 is engaged, a problem such as engine stall occurs, so that the output torque of the engine 8 is limited, and the shortage with respect to the required driving force is reduced from the second electric motor M2. Assisted by the output.

In addition to the functions described above, the reaction force range determination means 84 is the actual torque that is input to the differential section 11 when the switching clutch C0 or the switching brake B0 is half-engaged by the switching control means 50. For example, the actual engine torque T _E exceeds the total reaction force torque T _TC of the limit reaction force torque due to the first electric motor M1 and the limit reaction force torque due to half engagement of the switching clutch C0 or the switching brake B0. Then, it is determined whether or not the range over which the reaction torque for the engine torque T _E can be handled is exceeded.

Reaction force control means 78 or thereby switching control means for receiving the command (slip control means) 50, the actual engine torque T _E by the reaction force range determining means 84 a reaction torque by the sum reaction torque T _TC If it is determined that the range that can be handled is exceeded, the switching clutch C0 or the switching brake B0 is completely engaged.

Input torque limiting means 85, when it is determined that exceeds the range that can withstand the reaction torque by the actual engine torque T _E is the total reaction torque T _TC by the reaction force range determining means 84, The engine torque T _E, that is, the input torque T _INS to the differential unit 11 is limited so as not to exceed the range.

For example, the input torque limiting means 85 is a total reaction of the reaction torque generated by the first electric motor M1 in the half-engaged state of the switching clutch C0 or the switching brake B0 and the reaction force torque generated by the half-engagement of the switching clutch C0 or the switching brake B0. so as not to exceed the torque T _TC, functioning as an engine torque limiting means for limiting the engine torque T _E as the input torque T _INS to the differential portion 11. Then, the input torque limiting means 85 outputs a command for limiting the engine torque _TE to the total reaction force torque _TTC or less to the hybrid control means 52. That is, the input torque limiting means 85, the total reaction torque T _TC outputs the inhibit command an increase in the compatible limit or the engine torque T _E to the hybrid control means 52. In addition to the functions described above, the hybrid control means 52 reduces the opening of the electronic throttle valve 96 regardless of the accelerator pedal depression operation, or the amount of fuel supplied by the fuel injection device 98 in accordance with the command from the input torque limiting means 85. or reduce the ignition device 99 alone a command to retard the ignition timing of the engine 8 by or in combination engine output control device the sum is output to the 43 reaction torque T _TC engine torque T _E so as not to exceed Limit.

Figure 13 is an example of an output characteristic diagram of the engine torque T _E with respect to the accelerator pedal operation amount (accelerator opening) theta _ACC. As shown in the hatched portion in FIG. 13, a high torque region where the required engine torque T _E exceeds the total reaction force torque T _TC when the accelerator pedal is depressed by an accelerator opening θ _ACC 1 or more is switched to the first motor M1. for reaction torque is generated for the engine torque T _E by the clutch C0 or switching brake B0, a restricted area C in which the engine torque T _E is limited so as not to exceed the total reaction torque T _TC.

The vehicle start determination means 86 is, for example, a start determination vehicle speed value in which the actual accelerator opening θ _ACC (%) is greater than or equal to a predetermined start determination opening θ1 and the actual vehicle speed V (km / h) is set in advance. It is determined whether or not the vehicle is in a start-up running state based on V1 or less. Whether the switching clutch C0 or the switching brake B0 can be half-engaged (slip-engaged) due to control reasons such as the stepped travel region, temperature reasons such as low temperature or high temperature, and the like. Determine whether. The start determination opening θ1 and the start determination vehicle speed value V1 are values obtained experimentally in advance in order to determine the start of the vehicle.

The assist amount calculation means 90 uses the reaction force range determination means 84 to limit the limit reaction force torque due to the electric capacity (that is, the torque capacity) of the first electric motor M1 and the limit due to half-engagement of the switching clutch C0 or the switching brake B0. If it is determined that exceeds the range that can withstand the reaction torque with respect to the engine torque T _E that correspond total actual required driving torque even reaction torque T _TC of the reaction torque of the input torque limiting calculating a decreased amount of the limited engine torque T _E by the means 85 as an assist amount. For example, the assist amount is calculated based on the required output torque of the engine 8 corresponding to the required drive force calculated based on the accelerator opening θ _ACC in the required drive force setting means 76 and the actual amount after being limited by the input torque limiting means 85. It is calculated by subtracting the output torque of the engine 8.

  The torque assist control unit 92 drives the second electric motor M2 using the charge capacity SOC of the power storage device 60 and the amount of power generated by the first electric motor M1 so as to increase by the assist torque calculated by the assist amount calculation unit 90. Thus, torque assist by the second electric motor M2 is executed.

  FIG. 14 shows that the main part of the control operation of the electronic control unit 40, that is, the differential unit 11 is not switched from the continuously variable transmission state (differential state) to the continuously variable transmission state (locked state) when the vehicle starts. It is a flowchart explaining the slip control operation of the switching clutch C0 or the switching brake B0 that is executed in the case of a low load vehicle speed, and is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds, for example.

First, in step (hereinafter, step is omitted) S1, for example, it is determined whether or not the actual accelerator opening θ _ACC (%) is equal to or larger than a preset start determination opening θ1. If the determination in S1 is negative, this routine is terminated. If the determination is positive, in S2, whether the actual vehicle speed V (km / h) is equal to or less than a preset start determination vehicle speed value V1. It is determined whether or not. These S1 and S2 correspond to the vehicle start determination means 86.

If the determination in S2 is negative, since the vehicle is not in a starting state, the switching clutch C0 is controlled to the fully engaged state (locked state) in S3 corresponding to the switching control means 50. However, if the determination in S2 is affirmative, whether or not the slip control of the switching clutch C0 is possible in S4 corresponding to the slip propriety determination means 88 is based on the control condition or the oil temperature. Is judged. If the determination in S4 is negative, in S5 corresponding to the input torque limiting means 85, the output torque T _E of the engine 8 is limited to be equal to or less than the reaction force torque T _E1 generated correspondingly. The

However, if the determination in S4 is affirmative, in S6 corresponding to the switching control means (slip control means) 50, the differential unit 11 is brought into a continuously variable transmission state (locked state) during start-up running by the engine. In the case where the switching cannot be performed and the actual torque input to the differential unit 11, for example, the actual engine torque T _E exceeds the preset determination value T _E1 as shown in the combined area A of FIG. in the reaction torque and the reaction torque due to the half engagement switching clutch C0 or switching brake B0 to the first electric motor M1 is generated, so that the reaction torque against the engine torque T _E may be generated, the switching clutch C0 Slip control is executed. Next, in S7 corresponding to the torque assist control means 92, the limit reaction force torque due to the electric capacity (that is, the torque capacity) of the first electric motor M1 and the limit reaction force torque due to the half-engagement of the switching clutch C0 or the switching brake B0. When the total reaction force torque _TTC exceeds the range in which the reaction torque for the engine torque T _E corresponding to the actual required drive torque can be handled, the input torque limiting means 85 causes the engine torque T _{E to} be when the limited, the only assist torque amount corresponding to the decrease amount of the limited engine torque T _E to increase, the second with a power generation amount by the charging capacity SOC and the first electric motor M1 of the storage device 60 By driving the electric motor M2, torque assist by the second electric motor M2 is executed.

In the section from the time point t _{1 to the} time point t _{2 in} FIG. 15, the accelerator pedal depressing operation is started for starting, and the rotational speed N _{E of} the engine 8, the output torque T _E of the engine 8, and the first electric motor M 1 The rotation speed is increasing. t ₂ time indicates the reaction force limit i.e. the state has reached the determination value T _E1 of the first electric motor M1, the differential portion 11 is switched from the non-locked state to the locked state (including a slip state). Thereafter, the slip control of the switching clutch C0 is started and executed, and the half-engagement torque of the switching clutch C0 takes over the reaction torque, so that the engine torque T exceeds the limit reaction torque of the first electric motor M1. _E is increased. This time chart, because the engine torque T _E is higher than the total reaction torque T _TC, the torque assist by the second electric motor M2 to t ₂ time to t ₄ time is running.

  As described above, according to the present embodiment, when the differential unit 11 is in the differential state, the reaction control means 78 controls the output control for controlling the output of the first electric motor M1 and the switching clutch C0 or the switching brake B0 ( The reaction force control means 78 generates the reaction force control means 78 on the transmission member 18 in addition to the reaction force control for the output of the engine 8 by the slip control for bringing the engagement device into the slip engagement state. When the driving force required for the vehicle is insufficient with the output, the output of the second electric motor M2 is controlled so as to compensate for the shortage, so that the vehicle is sufficiently secured for acceleration when starting. .

  Further, according to this embodiment, when the reaction force against the output of the engine 8 by the reaction force control of the reaction force control means 78 is insufficient, the output of the engine 8 is suppressed by the input torque limiting means (engine output suppression means) 85. Therefore, use exceeding the torque capacity of the first electric motor M1 and the switching clutch C0 (engagement device) is avoided, and the first electric motor M1, the switching clutch C0 or the switching brake B0 (engagement device) is suitably protected. And durability is improved.

  Further, according to the present embodiment, since the reaction force control by the reaction force control means 78 is performed at the time of vehicle start, there is an advantage that the acceleration travelability at the time of vehicle start-up is sufficiently ensured.

According to this embodiment, (a) a switching clutch provided in the differential section (differential mechanism) 11 for selectively switching the differential section 11 between a differential state and a non-differential state. C0 or switching brake B0 (engagement device), (b) driving force setting means 76 for setting the driving force required for the vehicle according to the accelerator opening θ _ACC , and (c) the differential unit 11 is differential. In the state, the reaction force control for the output of the engine 8 is performed by the output control for controlling the output of the first electric motor M1 and the slip control for bringing the switching clutch C0 or the switching brake B0 into the slip engagement state. A reaction force control means 78 for generating an output; and (d) an output generated on the transmission member by the reaction force control means so as to generate the required driving force set by the required driving force setting means 76 and the second Hive to control the output of the motor Since the lid control means (output control means) 52 is included, the reaction force of the engine 8 can be driven by both the output control of the first electric motor M1 and the slip control of the switching clutch C0 or the switching brake B0. Output to the wheels is generated and output from the second electric motor M2 is also generated to the drive wheels. By controlling both outputs, the driving force required by the driver based on the accelerator operation is generated. And acceleration of the vehicle is ensured.

  Further, according to the present embodiment, since the output control by the hybrid control means (output control means) 52 is performed at the time of starting the vehicle, the acceleration traveling property at the time of starting the vehicle is sufficiently ensured.

  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. 16 is a skeleton diagram for explaining the configuration of the speed change mechanism 70 according to another embodiment of the present invention. FIG. 17 is a view showing the relationship between the gear position of the speed change mechanism 70 and the engagement combination of the hydraulic friction engagement device. FIG. 18 is a collinear diagram illustrating the speed change operation of the speed change mechanism 70.

  As in the above-described embodiment, the speed change mechanism 70 includes a differential unit 11 including the first electric motor M1, the power distribution mechanism 16, and the second electric motor M2, and between the differential unit 11 and the output shaft 22. And a forward three-stage automatic transmission unit 72 connected in series via the transmission member 18. 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 automatic 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 type having a predetermined gear ratio ρ3 of about “0.418”, for example. The third planetary gear device 28 is provided. 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. 17, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes approximately in a ratio is obtained for each gear stage. ing. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the speed change mechanism 70, the differential portion 11 and the automatic speed change portion 72 which are brought into the constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0 operate as a stepped transmission. A speed change state is configured, and the differential part 11 and the automatic speed change part 72 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state 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. 17, 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. 17 are released. As a result, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 72 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 72 are achieved. Thus, the rotational speed input to the automatic transmission unit 72, 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 total speed ratio γT of the transmission mechanism 70 as a whole can be obtained continuously.

  FIG. 18 shows a transmission mechanism 70 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission unit 72 that functions as a transmission unit (stepped transmission unit) or a second transmission unit. The alignment chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every gear stage 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.

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

As shown in FIG. 18, in the automatic transmission unit 72, the first clutch C1 and the second brake B2 are engaged, whereby a vertical line Y7 and a horizontal line X2 indicating the rotation speed of the seventh rotation element RE7 (R2). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element RE5 (CA3), and a sixth rotational element RE6 (CA2, CA2, coupled to the output shaft 22). The rotation speed of the output shaft 22 of the first speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed of R3). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the differential portion 11 to the seventh rotary element RE7 at the same speed as the engine speed N _E is input. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second 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.

  Also in the transmission mechanism 70 of this embodiment, the differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and the automatic transmission unit 72 that functions as a transmission unit (stepped transmission unit) or a second transmission unit. Since it is configured, the same effect as the above-described embodiment can be obtained.

  FIG. 19 shows a manual operation for selecting a differential state (non-locked state) and a non-differential state (locked state) of the power distribution mechanism 16, that is, switching between the continuously variable transmission state and the stepped transmission state of the transmission mechanism 10. This is an example of a seesaw type switch 44 (hereinafter referred to as a switch 44) as a shift state manual selection device, and is provided in a vehicle so that it can be manually operated by a user. This switch 44 allows the user to select vehicle travel in a speed change state desired by the user. The switch 44 corresponding to continuously variable speed travel indicates a continuously variable speed travel command button or stepped speed variable. When the user presses the step-variable speed change command button displayed as stepped corresponding to the travel, the stepless speed change traveling state, that is, the stepless speed change state in which the speed change mechanism 10 can be operated as an electric continuously variable transmission, It is possible to select whether to make a stepped speed change, that is, a stepped speed change state in which the speed change mechanism 10 can operate as a stepped transmission.

  In the above-described embodiment, for example, the automatic switching control operation of the shift state of the transmission mechanism 10 based on the change of the vehicle state has been described from the relationship diagram of FIG. 6, but the switch 44 is replaced or added to the automatic switching control operation, for example. As a result of manual operation, the shift state of the transmission mechanism 10 is manually switched. In other words, the switching control means 50 preferentially switches the transmission mechanism 10 between the continuously variable transmission state and the continuously variable transmission state in accordance with the selection operation of the switch 44 for the continuously variable transmission state or the stepped transmission state. For example, if the user desires a travel that can achieve the feeling of the continuously variable transmission and the fuel efficiency improvement effect, the user selects the transmission mechanism 10 by a manual operation so as to be in a continuously variable transmission state. In addition, if the user desires to improve the feeling due to a rhythmic change in the engine rotational speed associated with the speed change of the stepped transmission, the user selects the speed change mechanism 10 by manual operation so as to be in the stepped speed change state.

  Further, when the switch 44 is provided with a neutral position in which neither continuously variable speed traveling nor stepped speed variable traveling is selected, when the switch 44 is in the neutral position, that is, the speed change state desired by the user is determined. When it is not selected or when the desired shift state is automatic switching, the automatic shift control operation of the shift state of the transmission mechanism 10 may be executed.

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

For example, in the above-described embodiment, the input torque limiting means 88 (step S7 in FIG. 12) limits the engine torque T _E so as not to exceed the total reaction force torque T _TC , and the input torque to the differential unit 11. Although T _INS is limited, instead of or in addition to limiting the engine torque T _E , the torque required for driving the auxiliary machine driven by the output of the engine 8 is increased to the differential unit 11. The input torque T _INS may be limited. Even if it does in this way, the effect similar to the above-mentioned Example is acquired.

Further, in the above-described embodiment, the switching control means 50 inputs the engine torque T _E equal to or higher than the reaction force torque that can be generated independently by the first electric motor M1, for example, the engine torque T _E equal to or higher than the predetermined value TE1 to the differential unit 11. When the differential unit 11 cannot be switched to the continuously variable transmission state (locked state), the switching clutch C0 or the switching brake B0 is brought into a half-engaged state to thereby change the electric power of the differential unit 11 Although limiting the operation of a specific differential, predetermined value TE1 more engine torque T _E is even when not inputted to the differential unit 11, the switching clutch C0 or switching brake B0 and partially engaged state Accordingly, the operation of the differential unit 11 as an electrical differential device may be limited. That is, the switching control means 50 is a half-engagement of the reaction torque generated by the first electric motor M1 and the switching clutch C0 or the switching brake B0 even in the continuously variable control region where the differential unit 11 is in the continuously variable transmission state. by between reaction torque, so as to generate a reaction torque against the engine torque T _E, the switching clutch C0 or brake B0 may be partially engaged state. For example, the switching control means 50, only the reaction torque due to the half engagement switching clutch C0 or switching brake B0, so as to generate a reaction torque against the engine torque T _E, Hankakari the switching clutch C0 or switching brake B0 It is good also as a joint state.

  Further, in the transmission mechanisms 10 and 70 of the above-described embodiment, a differential state in which the differential unit 11 (power distribution mechanism 16) can operate as an electrical continuously variable transmission and a non-differential state in which the differential unit 11 (power distribution mechanism 16) does not operate. By switching to the (locked state), it is possible to switch between a continuously variable transmission state and a stepped gear shifting state. Although it was performed by switching to the non-differential state, for example, even if the differential unit 11 remains in the differential state, by changing the gear ratio of the differential unit 11 stepwise instead of continuously. It can be made to function as a stepped transmission. In other words, the differential state / non-differential state of the differential unit 11 and the continuously variable transmission state / stepped transmission state of the transmission mechanisms 10 and 70 are not necessarily in a one-to-one relationship. 11 is not necessarily configured to be switchable between a continuously variable transmission state and a stepped transmission state, and the transmission mechanisms 10 and 70 (the differential unit 11 and the power distribution mechanism 16) are in a differential state and a non-differential state. The present invention can be applied if it is configured to be switchable.

  Further, in the above-described embodiment, the first clutch C1 and the first clutch C1 that constitute a part of the automatic transmission units 20 and 72 as an engagement device that selectively switches the power transmission path between the power transmission enabled state and the power transmission cut-off state. Two clutches C2 are used, and the first clutch C1 and the second clutch C2 are disposed between the automatic transmission units 20 and 72 and the differential unit 11, but are not necessarily limited to the first clutch C1 and the second clutch C2. It is not necessary that the power transmission path be selectively switched between the power transmission enabled state and the power transmission cut-off state, as long as at least one engagement device is provided. For example, the engaging device may be connected to the output shaft 22 or may be connected to a rotating member in the automatic transmission units 20 and 72. Further, the engaging device need not constitute a part of the automatic transmission units 20 and 72 and may be provided separately from the automatic transmission units 20 and 72.

In the power distribution mechanism 16 of the above-described embodiment, the first carrier CA1 is coupled to the engine 8, the first sun gear S1 is coupled to the first electric motor M1, and the first ring gear R1 is coupled to the transmission member 1.
However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are the three elements CA1, S1, R1 of the first planetary gear unit 24. It can be connected to any of the above.

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

  In the above-described embodiment, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the first sun gear S1, and the second motor M2 is connected to the transmission member 18. However, it is not necessarily arranged as such, and for example, the first electric motor M1 is operatively connected to the first sun gear S1 and the second electric motor M2 is connected to the transmission member 18 through a gear, a belt, or the like. May be. Further, even if the second electric motor M2 is not necessarily provided, that is, the differential unit 11 having a function as a so-called electric torque converter without the second electric motor M2 can be applied.

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

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

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

  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 may be connected to a rotating member in the automatic transmission units 20 and 72. Also good.

  In the above-described embodiment, the automatic transmission units 20 and 72 are inserted in the power transmission path between the differential member 11, that is, the transmission member 18 that is the output member of the power distribution mechanism 16 and the drive wheel 38. However, for example, a continuously variable transmission (CVT) which is a kind of automatic transmission and a continuously meshing parallel two-shaft type well known as a manual transmission, the gear stage is automatically switched by a select cylinder and a shift cylinder. Other types of power transmission devices (transmissions) may be provided, such as an automatic transmission that can be operated, and a synchronous mesh type manual transmission in which the gear position is switched by manual operation. 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 automatic transmission units 20 and 72 are used by using the plurality of fixed gear ratios. Shifting may be performed. Alternatively, the present invention can be applied even if the automatic transmission units 20 and 72 are not necessarily provided. In this case, when the automatic transmission units 20 and 72 are continuously variable transmissions (CVT), constant meshing transmissions, or the like, there is a single engagement device in the power transmission path between the transmission member 18 and the drive wheels 38. The power transmission path is switched between a power transmission enable state and a power transmission cut-off state by controlling engagement and release of the engagement device.

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

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

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

  The switching device 46 of the above-described embodiment includes the shift lever 48 that is operated to select a plurality of types of shift positions. Instead of the shift lever 48, for example, a push button switch or a slide A switch that can select multiple types of shift positions, such as a type switch, or a device that can switch between multiple types of shift positions in response to the driver's voice regardless of manual operation, or multiple types of shift positions by foot operation It may be a device that can be switched. Further, when the shift lever 48 is operated to the “M” position, the shift range is set, but the shift speed is set, that is, the highest speed shift speed of each shift range is set as the shift speed. May be. In this case, in the automatic transmission units 20 and 72, the gear position is switched and the gear shift is executed. For example, when the shift lever 48 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the automatic transmission unit 20 selects any one of the first to fourth gears. Is set according to the operation of the shift lever 48.

  In addition, the switch 44 of the above-described embodiment is a seesaw type switch. For example, a push button type switch, two push button type switches that can be held only alternatively, a lever type switch, Any switch that can selectively switch between at least continuously variable speed travel (differential state) and stepped speed variable travel (non-differential state), such as a slide switch. In addition, when the switch 44 is provided with a neutral position, a switch capable of selecting whether the selection state of the switch 44 is valid or invalid, that is, equivalent to the neutral position, may be provided separately from the switch 44 instead of the neutral position. Further, instead of or in addition to the switch 44, at least continuously variable speed travel (differential state) and stepped speed variable travel (non-differential state) are selected in response to the driver's voice regardless of manual operation. For example, a device that can be switched automatically or a device that can be switched by operating a foot 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 configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 6 is a collinear diagram illustrating the relative rotational speed of each gear when the drive device for the hybrid vehicle 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. An example of a pre-stored shift diagram, which is based on the same two-dimensional coordinates using the vehicle speed and output torque as parameters, and which is a base for determining the shift of the automatic transmission unit, and a base for determining the shift state of the transmission mechanism An example of a previously stored switching diagram and an example of a driving force source switching diagram stored in advance having a boundary line between an engine traveling region and a motor traveling region for switching between engine traveling and motor traveling are shown. It is a figure, Comprising: It is also a figure which shows each relationship. FIG. 7 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 6. It is also a conceptual diagram. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. FIG. 6 is an example in which the stepless control region (differential region) and the stepped control region (lock region) as shown in FIGS. 6 and 7 are repositioned on two-dimensional coordinates using vehicle speed and engine torque as parameters. . The slip amount of the switching clutch C0 or the switching brake B0 for reducing the reaction force exerted by the first electric motor M1 and the insufficient amount of reaction force of the first electric motor M1 (reaction force actually applied-reaction force determined by the rated capacity) and It is a figure which shows the relationship. It is a graph showing the relationship between the output torque T _E of the slip amount and engine of the switching clutch C0 or switching brake B0 for reducing the reaction force which the first electric motor M1 is responsible. It is an example of the output characteristic figure of the engine torque with respect to accelerator opening. 4 is executed when the main part of the control operation of the electronic control unit of FIG. 4, that is, when the differential unit cannot be switched from the continuously variable transmission state (differential state) to the continuously variable transmission state (locked state) when the vehicle starts. It is a flowchart explaining the slip control operation | movement of a switching clutch or a switching brake. FIG. 15 is a time chart for explaining the control operation shown in the flowchart of FIG. 14, showing the control operation at the time of starting the engine when the vehicle speed is zero and the accelerator pedal is depressed in a continuously variable transmission state of the differential section. 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. 17 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. 17 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 (drive device)
11: Differential part (continuously variable transmission part)
16: Power distribution mechanism (differential mechanism)
18: Transmission member 38: Drive wheel 40: Electronic control device (control device)
50: Switching control means (differential limiting means)
52: Hybrid control means (output control means)
76: Required driving force setting means 78: Reaction force control means 88: Input torque limiting means (engine output suppressing means)
92: Torque assist control means M1: first electric motor M2: second electric motor C0: switching clutch (engagement device)
B0: Switching brake (engagement device)

Claims (10)

A control device for a vehicle drive device, comprising: a differential mechanism that distributes engine output to a first motor and a transmission member; and a second motor that is operatively connected to drive wheels.
An engagement device provided in the differential mechanism for selectively switching the differential mechanism between a differential state and a non-differential state;
When the differential mechanism is in a differential state, a reaction force control for the output of the engine is performed by an output control for controlling the output of the first electric motor and a slip control for bringing the engagement device into a slip engagement state. Reaction force control means for generating an output to the transmission member;
An equity ratio changing means for changing an equity ratio between an equity of the reaction torque by the output of the first electric motor and an equity of the reaction torque by the slip control of the engagement device ;
When the reaction force capacity that can be generated by the reaction force control of the reaction force control unit is insufficient with respect to the output of the engine, an engine output suppressing unit that suppresses the output of the engine;
An assist amount calculating means for calculating, as an assist amount, an output decrease of the engine suppressed by the engine output suppressing means;
The vehicle drive comprising: torque assist control means for driving the second electric motor so as to increase the assist amount calculated by the assist amount calculating means and executing torque assist by the second electric motor. Control device for the device.   2. The control device for a vehicle drive device according to claim 1, wherein the ownership ratio changing means changes the ownership ratio by controlling a slip amount of the engagement device. The torque assist control means lacks the required driving force required for the vehicle in the output generated in the transmission member by the reaction force torque generated by the output of the first motor and the reaction force torque generated by the slip control of the engagement device. when the control device for the shortfall is to control the output of the second electric motor so as to compensate for the claim 1 or 2 of the vehicle drive device. The control device for a vehicle drive device according to any one of claims 1 to 3 , wherein the reaction force control by the reaction force control means is performed when the vehicle starts. A control device for a vehicle drive device, comprising: a differential mechanism that distributes engine output to a first motor and a transmission member; and a second motor that is operatively connected to drive wheels.
An engagement device provided in the differential mechanism for selectively switching the differential mechanism between a differential state and a non-differential state;
Requested driving force setting means for setting a requested driving force required for the vehicle according to the accelerator opening;
When the differential mechanism is in a differential state, a reaction force control for the output of the engine is performed by an output control for controlling the output of the first electric motor and a slip control for bringing the engagement device into a slip engagement state. Reaction force control means for generating an output to the transmission member;
Output control means for controlling the output generated in the transmission member by the reaction force control means and the output of the second electric motor so as to generate the required driving force set by the required driving force setting means ;
When the reaction force capacity that can be generated by the reaction force control of the reaction force control unit is insufficient with respect to the output of the engine, an engine output suppressing unit that suppresses the output of the engine;
An assist amount calculating means for calculating, as an assist amount, an output decrease of the engine suppressed by the engine output suppressing means;
The vehicle drive comprising: torque assist control means for driving the second electric motor so as to increase the assist amount calculated by the assist amount calculating means and executing torque assist by the second electric motor. Control device for the device. 6. The control device for a vehicle drive device according to claim 5 , wherein the output control by the output control means is performed when the vehicle starts. The reaction force control means starts slip control for bringing the engagement device into a slip engagement state when the output torque of the engine exceeds a switching determination value at which the first electric motor can handle the reaction force torque. control device according to any one of the vehicle drive device of claims 1 to 6 is. 8. The control device for a vehicle drive device according to claim 7, wherein the reaction force control means decreases the slip amount of the engagement device as the reaction force deficiency amount of the first electric motor increases. 8. The control device for a vehicle drive device according to claim 7, wherein the reaction force control means decreases the slip amount of the engagement device as the output torque of the engine increases. The reaction force control means fully engages the engagement device when the output torque of the engine exceeds the total reaction force torque of the reaction force torque of the first electric motor and the reaction force torque of the engagement device. control device according to any one of the vehicle drive device of claims 1 to 9 in which the engaged state.

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