JP4410655B2 - Control device for vehicle drive device - Google Patents

Abstract

A controller of a drive device for a vehicle capable of limiting an engine torque (TE) to prevent a reaction torque outputted from a first motor (M1) from exceeding a generable torque when the vehicle driven by an engine (8) is started. Since the maximum value of an output that must be generated by the first motor (M1) for outputting the reaction torque must not be increased, the first motor can be prevented from being increased in size.

Description

  The present invention relates to a control device for a vehicle drive device, and a differential mechanism capable of operating a differential action for distributing engine output to a first motor and an output shaft, and a power transmission path from the differential mechanism to a drive wheel. In particular, the present invention relates to a technique for preventing an increase in the size of a first motor that is responsible for reaction torque against engine torque.

  A vehicle is known that includes a clutch in the power transmission path between the engine and the drive wheels, and that the clutch is disengaged to maintain the operation of the engine when the vehicle is stopped, and that the clutch is connected when the vehicle starts. . For example, this is the vehicle described in Patent Document 1. The vehicle described in Patent Document 1 includes an actuator for engaging and disengaging the clutch, and the clutch engaging state can be controlled by the actuator according to the amount of accelerator pedal operation when the vehicle is started. Thus, even when delicate vehicle speed adjustment is required, the vehicle can be started in a good state.

  In addition, a vehicle is well known in which a fluid transmission device such as a torque converter is provided in place of such a clutch so that the engine operation is maintained when the vehicle is stopped and the vehicle starts well.

JP-A-1-285427 JP-A-5-215216 JP 2004-28056 A JP-A-1-240328 JP 2003-130202 A

  On the other hand, a differential mechanism that distributes the output of the engine to the first electric motor and the output shaft, and a second electric motor provided in the power transmission path from the output shaft of the differential mechanism to the drive wheels, Even if a mechanism (device) capable of relative rotation between the input side and the output side, such as a clutch or a fluid transmission device, is not provided, the engine operation is maintained when the vehicle is stopped or at a low vehicle speed, and the vehicle starts well. Vehicles are also well known. For example, this is the hybrid vehicle drive device described in Patent Document 5. In such a hybrid vehicle drive device, the differential mechanism is constituted by, for example, a planetary gear device, and the differential operation of the planetary gear device can maintain the engine operation when the vehicle is stopped, and the main part of the power from the engine The transmission gear ratio is electrically changed by mechanically transmitting to the drive wheels and electrically transmitting the remaining power from the engine using the electric path of the electric energy from the first motor to the second motor. The vehicle is controlled to operate as a transmission, for example, an electric continuously variable transmission, while maintaining the engine in an optimum operating state.

  However, in the hybrid vehicle driving apparatus as shown in Patent Document 5, since the first motor is controlled as a transmission in which the gear ratio is electrically changed, the first motor counteracts against the engine output torque (hereinafter referred to as engine torque). Since it is responsible for the force torque, the reaction torque capacity of the first electric motor is required in accordance with the output engine torque. For example, the engine torque required to obtain the desired start acceleration performance is increased. In addition, in order to increase the reaction torque of the first motor, it is necessary to enlarge the first motor as the output of the engine increases.

  The present invention has been made in the background of the above circumstances, and its object is to provide a differential mechanism capable of operating a differential action for distributing the output of the engine to the first electric motor and the output shaft, and its difference. An object of the present invention is to provide a control device for preventing an increase in the size of a first electric motor that is responsible for a reaction torque with respect to an engine torque in a vehicle driving apparatus including an electric motor provided in a power transmission path from a moving mechanism to a driving wheel.

That is, the gist of the invention according to claim 1 is that: (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member, and a power transmission path from the transmission member to the drive wheels; A vehicle comprising: a continuously variable transmission that has a second motor and is operable as an electrical continuously variable transmission; and an automatic transmission that constitutes a part of the power transmission path and functions as an automatic transmission (B) Based on the output torque and the vehicle speed of the engine, the continuously variable transmission unit is set to a continuously variable transmission state in which an electric continuously variable transmission can be operated. A switching control means for switching between a disengaged state and an engaged state in which the continuously variable transmission unit is in a stepped transmission state in which the continuously variable transmission is not electrically operated; and (c) at the time of vehicle start using the engine as a driving force source. The output torque of the engine is preset The when equal to or greater than the determination torque is limited the output torque of the engine, and a start time of the engine torque limiting means for the continuously-variable transmission portion as is operated as a continuously-variable shifting state, wherein, (d ) When the engine uses the engine as a driving force source but is not at the time of starting the vehicle, and the output torque of the engine is equal to or higher than the determination torque , the switching control unit is configured to change the continuously variable transmission unit to a stepped transmission. It is to be operated as a state.

According to this configuration, for a vehicle including a continuously variable transmission that has a differential mechanism that can operate a differential action and can operate as an electrical continuously variable transmission, and an automatic transmission that functions as an automatic transmission. In the driving device, when the vehicle starts using the engine as a driving force source and the output torque of the engine becomes equal to or higher than a predetermined determination torque , the engine torque is limited by the starting engine torque limiting means. Since the differential portion is appropriately controlled as an electric continuously variable transmission, the output of the first electric motor responsible for the reaction torque against the engine torque can be reduced as compared with the case where the engine torque is not limited. That is, since it is not necessary to increase the maximum value of the output that should be generated by the first electric motor in order to cope with the case where the engine torque is not limited, an increase in the size of the first electric motor is prevented.

In the invention according to claim 2, the engine torque limiting means at the time of starting is configured so that the continuously variable transmission unit can operate in a continuously variable transmission state when the vehicle speed is equal to or lower than a predetermined determination vehicle speed . The output torque is limited so as not to exceed the predetermined value set in advance . In this case, in order to maintain the engine operation, the continuously variable transmission section needs to be appropriately controlled as an electrical continuously variable transmission. The engine when the vehicle speed is lower than a predetermined vehicle speed or when the vehicle speed is low. Even when the output of the first electric motor responsible for the reaction torque with respect to the engine torque is reduced compared with the case where the engine torque is not limited at the time of starting, the continuously variable transmission portion is an electric continuously variable transmission when starting the vehicle. As properly controlled. That is, it is not necessary to increase the maximum value of the output that should be generated by the first electric motor in order to cope with the case where the engine torque is not limited.

  In the invention according to claim 3, the starting engine torque limiting means limits the engine output torque so as not to exceed a reaction torque against the engine output torque that can be generated by the first electric motor. It is. In this way, the output of the first electric motor can take over the reaction torque against the engine torque. For example, the engine torque that exceeds the reaction torque against the engine output torque that can be generated by the first electric motor when the vehicle starts. Even when the accelerator pedal is depressed to such an extent that the vehicle is required, the continuously variable transmission is appropriately controlled as an electric continuously variable transmission when the vehicle starts. Thereby, it is not necessary to increase the maximum value of the output that should be generated by the first electric motor in order to cope with the case where the engine torque is not limited.

  According to a fourth aspect of the present invention, the differential mechanism is provided in the differential mechanism, wherein the continuously variable transmission unit is in a continuously variable transmission state in which the continuously variable transmission can be operated and the continuously variable transmission unit is electrically connected. And a differential state switching device that is selectively switched to an engaged state in which the stepless speed change operation is not performed. In this way, the continuously variable transmission in the vehicle drive device is driven by the differential state switching device so that the continuously variable transmission is operable, and the stepless transmission is not operated. Because it is selectively switched to the state, the drive combines the advantages of both the fuel efficiency improvement effect of the transmission whose gear ratio is electrically changed and the high transmission efficiency of the gear transmission that mechanically transmits power A device is obtained. For example, in the normal output range of the engine where the vehicle is running at low and medium speeds and low and medium power running, the continuously variable transmission is set to a continuously variable transmission state to ensure fuel efficiency of the vehicle. The power and electricity generated when the continuously variable transmission is in a stepped transmission state and is operated as a transmission in which the output of the engine is transmitted to the drive wheels exclusively through a mechanical power transmission path and the gear ratio is electrically changed. Since the conversion loss between energy is suppressed, fuel consumption is improved. Further, for example, when the continuously variable transmission is set to a stepped shift state in high output traveling, the regions to be operated as a transmission in which the gear ratio is electrically changed are the low and medium output travelings of the vehicle. The electric energy to be generated by the electric motor, in other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric motor or the drive device of the vehicle including the electric motor can be further downsized.

  In the vehicle drive device including the continuously variable transmission configured to be switchable between the continuously variable transmission state and the stepped transmission state, the continuously variable transmission is electrically connected to maintain the engine operation. When the vehicle is stopped at a vehicle speed below a predetermined vehicle speed or when the engine starts at a low vehicle speed, a reaction torque against the output torque of the engine that can be generated by the first electric motor is obtained. Since the engine torque is limited by the starting engine torque limiting means so as not to exceed, the output of the first electric motor can take a reaction torque against the engine torque, so that the continuously variable transmission is switched to the stepped transmission state. It is not necessary and is appropriately controlled as an electric continuously variable transmission. For example, even if the accelerator pedal is depressed so much that the engine torque is required to exceed the reaction torque against the engine output torque that can be generated by the first electric motor at the start of the vehicle, the engine torque limiting means at the start Since the torque is limited, the continuously variable transmission is appropriately controlled as an electric continuously variable transmission. As a result, the maximum value of the output that should be generated by the first electric motor is increased in order to cope with appropriately controlling the continuously variable transmission as an electric continuously variable transmission when the engine torque is not limited when the engine starts. Since there is no need, the enlargement of the first electric motor is prevented.

According to a fifth aspect of the present invention, (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member, and a power transmission path from the transmission member to the drive wheels are provided. A control device for a vehicle drive device, comprising: a differential unit having a second electric motor; and a transmission unit that constitutes a part of the power transmission path and functions as a transmission. Based on the output torque and vehicle speed of the engine from the relationship, the switching control means for selectively switching the differential portion between a differential state where the differential action works and a lock state where the differential action does not work, (c) When the vehicle is started using the engine as a driving force source and the output torque of the engine is equal to or higher than a predetermined determination torque , the output torque of the engine is limited, and the differential unit is set to the differential state. As operated as A start-time engine torque limiting means for including, (d) said switching control means is a driving force source the engine effected even if not when the vehicle starts, the output torque of the engine is equal to or larger than the determination torque In this case, the differential unit is operated in a locked state.

According to this configuration, in the vehicle drive device including the differential unit having the differential mechanism capable of operating the differential action and the transmission unit, when the vehicle starts using the engine as a driving force source , When the output torque is equal to or higher than a preset judgment torque , the engine torque is limited by the starting engine torque limiting means and the differential unit is appropriately controlled as an electric continuously variable transmission. The output of the first electric motor responsible for the reaction torque with respect to the engine torque can be reduced as compared with the case where the motor is not limited. That is, since it is not necessary to increase the maximum value of the output that should be generated by the first electric motor in order to cope with the case where the engine torque is not limited, an increase in the size of the first electric motor is prevented.

Further, in the invention according to claim 6, the engine torque limiting means at the time of starting is such that the output torque of the engine is such that the differential mechanism can operate in a differential state when the vehicle speed is equal to or lower than a predetermined determination vehicle speed. Is limited so as not to exceed the predetermined value set in advance . In this way, in order to maintain the engine operation, the differential mechanism needs to be appropriately controlled as an electric differential device. When the vehicle stops at a vehicle speed below a predetermined vehicle speed or when the engine starts at a low vehicle speed. When the vehicle starts, the differential mechanism is appropriately controlled as an electrical differential device even if the output of the first motor responsible for the reaction torque with respect to the engine torque is reduced compared to the case where the engine torque is not limited. Is done. That is, it is not necessary to increase the maximum value of the output that should be generated by the first electric motor in order to cope with the case where the engine torque is not limited.

  In the invention according to claim 7, the starting engine torque limiting means limits the engine output torque so as not to exceed a reaction torque against the engine output torque that can be generated by the first electric motor. It is. In this way, the output of the first electric motor can take over the reaction torque against the engine torque. For example, the engine torque that exceeds the reaction torque against the engine output torque that can be generated by the first electric motor when the vehicle starts. Even if the accelerator pedal is depressed to such a large extent that the vehicle is required, the differential mechanism is appropriately controlled as an electrical differential device when starting the vehicle. Thereby, it is not necessary to increase the maximum value of the output that should be generated by the first electric motor in order to cope with the case where the engine torque is not limited.

  In the invention according to claim 8, the differential mechanism is provided in the differential mechanism, and the differential mechanism is selectively switched between a differential state in which the differential action works and a lock state in which the differential action does not take place. It further includes a state switching device. In this way, the differential mechanism is selectively switched between the differential state in which the differential action can be activated by the differential state switching device and the locked state in which the differential action is not activated. A drive device is obtained that has both the advantages of improving the fuel efficiency of a transmission whose ratio is changed and the high transmission efficiency of a gear transmission that mechanically transmits power. For example, in the normal output range of the engine where the vehicle is running at low and medium speeds and low and medium power running, the differential mechanism is put into a differential state to ensure the fuel efficiency of the vehicle, but the difference in high speed running is the difference. Between the power and electric energy generated when the operating mechanism is locked and the engine output is transmitted to the drive wheels exclusively through a mechanical power transmission path to operate as a transmission in which the gear ratio is electrically changed. Since the conversion loss is suppressed, the fuel efficiency is improved. Also, for example, when the differential mechanism is locked in high output running, the region to be operated as a transmission whose gear ratio is electrically changed is low and medium output running and low and medium output running of the vehicle. The electric energy to be generated, in other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric motor or the drive device of the vehicle including the electric motor can be further downsized.

  Further, in the vehicle drive device including a differential mechanism configured to be switchable between the differential state and the locked state, the differential mechanism is an electrical differential device in order to maintain engine operation. When the engine starts when the vehicle speed that needs to be properly controlled is below a predetermined vehicle speed or when the vehicle speed is low, the start is performed so as not to exceed the reaction torque against the engine output torque that can be generated by the first motor. Since the engine torque is limited by the hour engine torque limiting means, the output of the first motor can take charge of the reaction torque against the engine torque, so the differential mechanism does not need to be switched to the locked state, and the electrical differential device As properly controlled. For example, even if the accelerator pedal is depressed so much that the engine torque is required to exceed the reaction torque against the engine output torque that can be generated by the first electric motor at the start of the vehicle, the engine torque limiting means at the start Since the torque is limited, the differential mechanism is appropriately controlled as an electric differential device. Thus, it is necessary to increase the maximum value of the output that should be generated by the first electric motor in order to cope with appropriately controlling the differential mechanism as an electrical differential device when the engine torque is not limited when starting the engine. Therefore, the increase in size of the first electric motor is prevented.

  Here, preferably, in the invention according to any one of claims 1 to 4, the continuously variable transmission unit is set to a differential state in which the differential mechanism works by the differential state switching device. Thus, the stepless speed change state is set, and the stepped speed change state is set by the lock state in which the differential action is not performed. If it does in this way, a continuously variable transmission part is switched to a continuously variable transmission state and a stepped transmission state.

  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 state switching device allows the first element to the third element to rotate relative to each other in order to enter the differential state, and both the first element to the third element to enter the locked state. Either rotate integrally or place the second element in a non-rotating state. In this way, the differential mechanism is configured to be switched between the differential state and the lock state.

  Preferably, the differential state switching device includes a clutch that connects at least two of the first to third elements with each other in order to rotate the first to third elements together. In order to put the second element in a non-rotating state, a brake for connecting the second element to the non-rotating member is provided. In this way, the differential mechanism can be easily switched between the differential state and the locked state.

  Preferably, the differential mechanism is configured to be in a differential state in which the first to third rotating elements can be rotated relative to each other 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 locked state, and can also be configured as a transmission having a single-stage or multiple-stage constant gear ratio.

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

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

  Preferably, in the invention according to any one of claims 1 to 4, an overall transmission ratio of the vehicle drive device is formed based on a transmission ratio of the automatic transmission unit and a transmission ratio of the continuously variable transmission unit. It is what is done. In this way, since the driving force can be widely obtained by using the gear ratio of the automatic transmission unit, the efficiency of the electric continuously variable transmission control in the continuously variable transmission unit is further enhanced.

  Preferably, in the invention according to any one of claims 5 to 8, an overall transmission ratio of the vehicle drive device is formed based on a transmission ratio of the transmission unit and a transmission ratio of the differential unit. Is. In this way, a wide driving force can be obtained by utilizing the gear ratio of 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, A differential member 11 directly connected to the input shaft 14 or directly via a pulsation absorbing damper (vibration damping device) (not shown), and a transmission member in a power transmission path between the differential unit 11 and the drive wheel 38 An automatic transmission unit 20 as a transmission unit that functions as a stepped transmission connected in series via a (transmission shaft) 18, and an output shaft as an output rotation member connected to the automatic transmission unit 20 22 in series. The speed change mechanism 10 is preferably used in an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is directly connected to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine is provided between a pair of driving wheels 38 (see FIG. 5), and power from the engine 8 is transmitted. The differential gear device (final reduction gear) 36 and a pair of axles that constitute a part of the path are sequentially transmitted to the left and right drive wheels 38.

  As described above, 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 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, the power distribution mechanism 16 causes the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 24, to rotate relative to each other. Since the differential action is enabled, that is, the differential action is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and the distributed engine 8 is stored with electric energy generated from the first electric motor M1, and the second electric motor M2 is rotationally driven. Therefore, the differential unit 11 (power distribution mechanism 16) is an electric differential device. For example, the differential unit 11 is set to a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. It is. 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, the power distribution mechanism 16 does not perform the differential action, that is, enters a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged, the power distribution mechanism 16 includes three elements of the first planetary gear device 24. Since the certain first sun gear S1, the first carrier CA1, and the first ring gear R1 are all in a locked state where they are rotated, that is, are integrally rotated, the differential action is impossible. 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 unit 11 (power distribution mechanism 16) is a constant functioning as a transmission in which the speed ratio γ0 is fixed to “1”. A shift state, that is, a stepped shift 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 locked state in which the first sun gear S1 is brought into a non-rotating state. As a result, the differential section 11 is also brought into a non-differential state because the differential action is impossible. 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 constant shift state that functions as a speed increasing transmission fixed at a value smaller than “1”, for example, about 0.7, that is, a stepped shift state is set. Thus, in this embodiment, the switching clutch C0 and the switching brake B0 change the differential unit 11 (power distribution mechanism 16) between the differential state and the non-differential state, that is, the differential unit 11 (power distribution mechanism). 16) as an electric differential device, for example, a continuously variable transmission state (differential state) capable of operating an electric continuously variable transmission that operates as a continuously variable transmission whose gear ratio can be continuously changed, and a continuously variable transmission Locked state in which the gear ratio change is locked to a constant state without continuously operating the continuously variable transmission operation, that is, the electric continuously variable transmission operating as a single-stage or multiple-stage transmission with one or more speed ratios. That is, a differential gear that selectively switches to a constant gear shift state (non-differential state) incapable of electrical stepless speed change operation, in other words, a constant gear shift state that operates as a single gear or a plurality of gears with a constant gear ratio. Functions as a state switching device That.

  The automatic transmission unit 20 includes a single pinion type second planetary gear device 26, a single pinion type third planetary gear device 28, and a single pinion type fourth planetary gear device 30. The second planetary gear unit 26 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2 of about “0.562”, for example. The third planetary gear device 28 includes a third sun gear S3 via a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.425”. The fourth planetary gear unit 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier gear CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And has a predetermined gear ratio ρ4 of about “0.421”, for example. The number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, the number of teeth of the third ring gear R3 is ZR3, the number of teeth of the fourth sun gear S4 is ZS4, When the number of teeth of the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  In the 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 C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38, with its power. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is brought into a power transmission enabled state, 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, first clutch C1, second clutch C2, switching brake B0, first brake B1, second brake B2, and third brake B3 are often used in conventional stepped automatic transmissions for vehicles. 1 or 2 bands wound around the outer peripheral surface of a rotating drum, or a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator One end of each is constituted by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides of the band brake.

In the speed change mechanism 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. When the second brake B2 and the third brake B3 are selectively engaged, any one of the first gear (first gear) to the fifth gear (fifth gear) or A reverse gear stage (reverse gear stage) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio is determined for each gear stage. It has come to be obtained. In particular, in 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 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.

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

  However, when the transmission mechanism 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. Accordingly, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 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 20 are achieved. The rotational speed input to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear stage of the fourth speed, and each gear stage has a stepless speed ratio width. It is done. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio (total speed ratio) γT of the speed change mechanism 10 as a whole can be obtained steplessly.

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

  In addition, three vertical lines Y1, Y2, 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 correspond to the eighth rotating 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. 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, and 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) to an automatic transmission unit (stepped transmission unit) 20 via a transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, when switching to the continuously variable transmission state (differential state) by releasing the switching clutch C0 and the switching brake B0, the reaction force generated by the first motor M1 is controlled to control the straight line L0 and the vertical line Y1. When the rotation of the first sun gear S1 indicated by the intersection point is raised or lowered, the rotational speed of the first ring gear R1 indicated by the intersection point between the straight line L0 and the vertical line Y3 is lowered or raised. Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is brought into a non-differential state in which the three rotating elements rotate integrally, so that the straight line L0 is It is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so the straight line L0 is in the state shown in FIG. rotational speed of the first ring gear R1, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input 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, from the sensors and switches shown in FIG. 4, a signal representative of the signal indicative of the 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, the gear A signal indicating a ratio set value, a signal for instructing an M (motor running) mode, an air conditioner signal indicating the operation of an air conditioner, a signal indicating a vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22, and an operation of the automatic transmission unit 20 An oil temperature signal indicating the oil temperature, a signal indicating the side brake operation, a signal indicating the foot brake operation, a catalyst temperature signal indicating the catalyst temperature, and an accelerator opening indicating the operation amount Acc of the accelerator pedal 45 corresponding to the driver's required output amount Degree signal, cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise driving Cruise signal, vehicle weight signal indicating the weight of the vehicle, wheel speed signal indicating the wheel speed of each wheel, and the differential unit 11 (power distribution mechanism 16) is stepped to allow the speed change mechanism 10 to function as a stepped transmission. A signal indicating the presence or absence of stepped switch operation for switching to a state (locked state), and the differential unit 11 (power distribution mechanism 16) to be in a continuously variable transmission state (differential) in order to cause the transmission mechanism 10 to function as a continuously variable transmission. A signal indicating the presence or absence of a stepless switch operation for switching to a state), a signal indicating the rotation speed N _M1 of the first motor _M1 (hereinafter referred to as the first motor rotation speed N _M1 ), and the rotation speed N _M2 of the second motor _M2. A signal representing (hereinafter, referred to as second motor rotation speed _NM2 ) is supplied.

  Further, the electronic control device 40 operates a control signal to the engine output control device 43 (see FIG. 5) for controlling the engine output, for example, the opening degree of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8. A drive signal to the throttle actuator 97, 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 signal for instructing the ignition timing of the engine 8 by the ignition device 99 , A supercharging pressure adjustment signal for adjusting the supercharging pressure, an electric air conditioner drive signal for operating the electric air conditioner, a command signal for instructing the operation of the electric motors M1 and M2, and a shift position (operation for operating the shift indicator) Position) Display signal, Gear ratio display signal for displaying gear ratio, To display that it is in snow mode Snow mode display signal, ABS operation signal for operating an ABS actuator that prevents slipping of the wheel during braking, M mode display signal for indicating that the M mode is selected, the differential unit 11 and the automatic transmission unit 20 A valve command signal for operating a solenoid valve included in the hydraulic control circuit 42 to control the hydraulic actuator of the hydraulic friction engagement device, and an electric hydraulic pump as a hydraulic source of the hydraulic control circuit 42 (see FIG. 5). A drive command signal for operating, 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 speed change control means 54 is, for example, a vehicle speed V and a required output torque T of the automatic speed changer 20 from a speed change diagram (speed change map) indicated by a solid line and an alternate long and short dash line in FIG. Based on the vehicle state indicated by _OUT , it is determined whether or not the speed change of the speed change mechanism 10 should be executed, that is, the speed change stage of the speed change mechanism 10 is determined, and the automatic speed change control of the automatic speed change unit 20 is executed. For example, the stepped shift control means 54 engages and / or releases the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. The command is output to the hydraulic control circuit 42.

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, the differential state of the differential unit 11, while driving force between the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the distribution of the power and the reaction force generated by the first electric motor M1 so as to be optimized. For example, at the current traveling vehicle speed, the vehicle target (request) output is calculated from the accelerator pedal operation amount Acc as the driver's required output amount and the vehicle speed V, and the required total target is calculated from the vehicle target output and the charge request value. The engine speed is calculated by calculating the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so as to obtain the total target output. The engine 8 is controlled so that N _E and the engine torque T _E are obtained, and the power generation amount of the first electric motor M1 is controlled. In other words, the hybrid control means 52 be a rotational speed of the gear ratio, i.e., the power transmitting member 18 of the same vehicle speed and the same automatic shifting portion 20 are the same, the engine rotational speed N _E by controlling the amount of power generated by the first electric motor M1 Can be controlled.

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and 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 to achieve both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate system defined by control parameters and output torque (engine torque) T _E of example the engine rotational speed N _E and the engine 8 Thus, an optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 determined experimentally in advance is stored in advance and, for example, a target output ( total target output, determines the target value of the overall speed ratio γT of the transmission mechanism 10 such that the engine torque T _E and the engine rotational speed N _E for generating the engine output necessary to meet the required driving force), The speed ratio γ0 of the differential unit 11 is controlled so that the target value is obtained, and the total speed ratio γT is set within a changeable range of the speed change, for example, 13 to 0.5. Control within the enclosure.

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

Further, even when the engine 8 is in an operation stop state, the hybrid control means 52 uses the electric CVT function (differential action) of the differential portion 11 as a driving power source for traveling, using only the electric motor, for example, only the second electric motor M2. So-called motor starting and motor traveling can be performed. When the motor is started and the motor is running, the hybrid control means 52 controls the first motor rotation speed _NM1 at a negative rotation speed in order to suppress dragging of the engine 8 that is not operating and improve fuel efficiency. engine rotational speed N _E is maintained at zero or substantially zero by the differential action of the differential unit 11 by.

  The hybrid control means 52 controls the reaction force generated by the power generation of the first electric motor M1 when starting the vehicle using the engine 8 as a driving force source instead of the motor starting, that is, starting the engine. The rotational speed of the transmission member 18 is increased by the differential action of 16 to control the engine start.

A solid line A in FIG. 6 indicates an engine start / running region for switching a driving force source for starting / running the vehicle between the engine 8 and an electric motor, for example, the second electric motor M2, in other words, switching between engine running and motor running. And a boundary line between the motor start / run area. The relationship stored in advance for switching between engine running and motor running having this boundary line (solid line A) is composed of two-dimensional coordinates with the vehicle speed V and the output torque T _{OUT as} a driving force related value as parameters. 3 is an example of a driving force source switching diagram (driving force source map). The driving force source switching diagram of FIG. 6 is stored in advance in the storage means 56 together with, for example, a shift diagram (shift map) indicated by a solid line and a one-dot chain line in FIG.

Then, the hybrid control means 52 determines whether the motor travel region or the engine travel 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 start and the motor running by the hybrid control means 52 are, as is apparent from FIG. 6, generally at a relatively low output torque T _OUT , that is, when the engine efficiency is poor compared to the high torque range, that is, low. when the engine torque T _E, or is performed at a relatively low speed drive, that is, a low load region of the vehicle speed V. 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.

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 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 rotational speed N _E is caused to maintain the arbitrary rotation speed. For example, if the hybrid control means 52 as can be seen from the diagram of FIG. 3 to raise the engine rotational speed N _E, while maintaining the second-motor rotation speed N _M2, bound with the vehicle speed V substantially constant first 1 Increase the motor rotation speed _NM1 .

  Moreover, the hybrid control means 52 interrupts the drive current to the 1st electric motor M1 and the 2nd electric motor M2 which are supplied via the inverter 58 from the electrical storage apparatus 60, and makes the 1st electric motor M1 and the 2nd electric motor M2 into a no-load state And The first electric motor M1 and the second electric motor M2 are allowed to freely rotate, that is, idle, when in a no-load state, and the differential unit 11 is in a state where torque cannot be transmitted, that is, power transmission in the differential unit 11 The state is equivalent to the state where the route is blocked. That is, the hybrid control means 52 sets the differential unit 11 to a neutral state (neutral state) in which the power transmission path is electrically cut off by setting the first electric motor M1 and the second electric motor M2 to a no-load state.

  Returning to FIG. 5, the speed-increasing gear stage determining means 62 determines, for example, the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the speed change mechanism 10 is in the stepped speed change state. On the basis of this, it is determined whether or not the gear position to be shifted of the transmission mechanism 10 is the speed increasing side gear stage, for example, the fifth speed gear stage, in accordance with the shift diagram shown in FIG. .

The switching control means 50 changes to the 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 this, it is determined whether or not the speed change state of the speed change mechanism 10 should be switched, that is, the speed change mechanism 10 is in a stepless control region where the speed change mechanism 10 is set to a stepless speed change state, or By determining whether it is within the control region, the shift state of the transmission mechanism 10 to be switched is determined, and the transmission mechanism 10 is selectively switched between the continuously variable transmission state and the stepped transmission state.

  Specifically, when it is determined that the switching control means 50 is within the stepped shift control region, the hybrid control means 52 outputs a signal that disables or prohibits the hybrid control or continuously variable shift control. The step-variable shift control means 54 is permitted to perform shift control at the time of a step-variable shift set in advance. At this time, the stepped 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 stored in advance in the storage means 56 shows a combination of operations of the hydraulic friction engagement devices selected in the speed change control, that is, C0, C1, C2, B0, B1, B2, and B3. . That is, the transmission mechanism 10 as a whole, that is, the 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 instructs the differential unit 11 to release the switching clutch C0 and engage the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 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 indicates a command to the hydraulic control circuit 42 to engage the switching clutch C0 and release the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. To do. 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 (shift map, relationship) stored in advance in the storage means 56 that is a basis for shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 5 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 determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 6 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining 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 T _OUT with the judgment output torque T1. May be stored as a determination formula or the like. In this case, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1. Further, the switching control means 50 places the transmission mechanism 10 in the stepped transmission state when the vehicle state, for example, the output torque T _OUT of the automatic transmission unit 20 exceeds the determination output torque T1. 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 the function is lowered, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Degradation of equipment related to the electric path until it is converted into dynamic energy, that is, failure (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. In the event of a functional degradation due to low temperatures, the switching control means 50 may preferentially place the speed change mechanism 10 in the stepped speed change state in order to ensure vehicle travel even in the continuously variable control region.

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

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

7, the engine output as a boundary for the area determining which of the step-variable control region and the continuously variable control region by switching control means 50 and the engine rotational speed N _E and engine torque T _E as a parameter 3 is a switching diagram (switching map, relationship) that has lines and is stored in advance in the storage means 56. FIG. 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 engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or a high-speed drive region in which, or high output region where the engine output is higher than the predetermined calculated from engine torque T _E and the engine speed N _E, because it is set as a step-variable control region, relatively high torque of the step-variable shifting running the engine 8 This is executed at a relatively high rotational speed or at a relatively high output, and continuously variable speed travel is performed at a relatively low torque, a relatively low rotational speed, or a relatively low output of the engine 8, that is, in a normal output range of the engine 8. It is supposed to be executed. The boundary line between the stepped control region and the stepless control region in FIG. 7 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

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

  FIG. 9 is a diagram showing an example of the switching device 46 for switching a plurality of types of shift positions shown in FIG. 5 by manual 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 first to fifth 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.

  The shift positions indicated by the “P” to “M” positions are the non-travel positions of the “P” position and the “N” position, for example, as shown in the engagement operation table of FIG. The power transmission path of the first clutch C1 and the second clutch C2, which disables driving of the vehicle in which the power transmission path in the automatic transmission 20 is released so that both of the two clutches C2 are released, is changed to the power transmission cutoff state of the power transmission path. This is a non-driving position for selecting switching. Further, at each of the traveling positions of the “R” position, the “D” position, and the “M” position, for example, as shown in the engagement operation table of FIG. 2, at least one of the first clutch C1 and the second clutch C2 is engaged. Driving for selecting switching of the power transmission path to the power transmission enabled state by the first clutch C1 and / or the second clutch C2 that enables driving of the vehicle to which the power transmission path in the automatic transmission unit 20 is connected. It is also a position.

  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 for example, the “4” range to the “L” range in the “M” position are also engine brake ranges where the 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 selected in accordance with 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 P _SH of the shift lever 48, the number of operations 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 differential unit 11 is executed by the hybrid control unit 52, and the automatic transmission control of the automatic transmission unit 20 is executed by the stepped transmission control unit 54. For example, when the speed change mechanism 10 is switched to the stepped speed change state, the speed change mechanism 10 is automatically controlled in the range of the first to fifth speed gears as shown in FIG. During continuously variable speed travel where the mechanism 10 is switched to the continuously variable speed state, the speed change mechanism 10 has a continuously variable gear ratio range of the differential unit 11 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 is switched to a continuously variable speed state, the speed change mechanism 10 automatically shifts within the range of the continuously variable speed ratio range of the differential unit 11 and the shift speed range of the automatic transmission unit 20 according to each shift 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.

Returning to FIG. 5, the shift position determination means 80 determines which position the shift lever 48 is currently in based on the signal representing the shift position P _SH of the shift lever 48 from the shift position sensor 49, or whether the shift lever 48 is 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 .

The driving force source determining means 82 determines which of the engine 8 and the second electric motor M2 is exclusively used as the driving power source for traveling by the hybrid control means 52. 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 .

By the way, the differential unit 11 of the present embodiment can be selectively switched between a continuously variable transmission state and a stepped transmission state (constant transmission state). engine rotational speed N _E can be controlled without being bound with the vehicle speed V by the operation continuously variable transmission. 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.

On the other hand, in the constant speed change 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 cannot maintain the engine operation and may not be able to start the engine.

To continuously-variable shifting state of the differential portion 11 is appropriately controlled by the hybrid control means 52, the first electric motor M1, it is necessary to generate a reaction torque against the engine torque T _E, in this embodiment the engine in the torque T _E or the predetermined value TE1, the first electric motor M1 is placed in the differential portion 11 is step-variable shifting state without corresponding counter-torque against a predetermined value or more TE1 for its miniaturization. For example, the accelerator pedal 45 increases as the required output torque T _OUT when the engine start is the determination output torque T1 or more high torque area, that the request engine torque T _E is the predetermined value TE1 or more high torque region is depressing In such a vehicle state, since the switching control means 50 switches the differential unit 11 to the stepped speed change state, the hybrid control means 52 may not be able to start the engine. In other viewpoint, only exclusively for the engine start as the larger the accelerator pedal 45 is depressing, the first electric motor M1 so as capable of generating a reaction force torque with respect to the predetermined value TE1 more engine torque T _E It is necessary to increase the size.

Therefore, in order to engine start is the hybrid control means 52 along with size of the first electric motor M1 can be prevented are appropriately performed in the engine torque control as the engine torque T _E when the engine starting does not exceed the predetermined value TE1 Execute. Hereinafter, the control operation will be described.

The vehicle speed determination means 84 determines whether or not the actual vehicle speed V exceeds the predetermined vehicle speed V2, in other words, whether or not the vehicle is in a stopped state or extremely low vehicle speed, that is, whether the actual vehicle speed V is equal to or lower than the predetermined vehicle speed V2. . The predetermined vehicle speed V2 is a vehicle speed V corresponding to a rotation speed capable of maintaining the autonomous rotation of the engine 8, for example, the idle rotation speed _NIDL , and is constrained to the vehicle speed V when the differential portion 11 is set to the stepped speed change state. it is obtained in advance by determining vehicle speed stored to determine whether the engine rotational speed N _E exceeds the idling speed N _IDL being.

The starting engine torque limiting means 86 determines that the shift position is the “D” position or the “R” position by the shift position determining means 80 when the vehicle starts using the engine 8 as a driving power source, that is, the driving power source. If it is determined by the determination unit 82 that the current engine running region, size of the first electric motor i.e. so that the output of M1 may be reduced first electric motor M1 to withstand the reaction torque with respect to the engine torque T _E is The engine torque _TE is limited so as to be prevented.

For example, starting when the engine torque limit means 86, the reaction force against the hybrid control means 52 by the differential unit 11 is electrically controlled continuously variable transmission to be actuated i.e. the first electric motor M1 can be generated as engine torque T _E The engine torque _TE is limited so as not to exceed the torque. That is, since the differential portion 11 is required engine torque T _E is switched to the predetermined value TE1 or more step-variable shifting state is a high torque region, starting when the engine torque limit means 86, a difference by the switching control means 50 moving unit 11 limits the engine torque T _E so as not to exceed the predetermined value TE1 to be maintained in the continuously variable state.

Figure 10 is an example of an output characteristic diagram of the engine torque T _E with respect to the accelerator pedal operation amount (accelerator opening) Acc. As indicated by the shaded portion in FIG. 10, the high torque region where the required engine torque T _E exceeds the predetermined value TE1 accelerator pedal 45 is depressing or accelerator opening Acc1 is, the differential portion 11 in the continuously-variable shifting state a restricted area C in which the engine torque T _E to be maintained is limited so as not to exceed the predetermined value TE1. Thus, when the accelerator pedal 45 when the vehicle starts to the engine 8 and the driving force source is depressing the accelerator opening Acc1 above, the output characteristic of the engine torque T _E by the launch-time engine torque limiting means 86 is a broken line A To the solid line B, the engine torque _TE is limited.

Here, when the actual vehicle speed V exceeds the predetermined vehicle speed V2, that is, when it is determined by the vehicle speed determination means 84 that the actual vehicle speed V exceeds the predetermined vehicle speed V2, the differential section 11 is in the constant speed change state. since by the engine rotational speed N _E of the engine 8 even if they are bound with the vehicle speed V is capable of maintaining an autonomous rotation, since the differential unit 11 by the switching control means 50 only needs to be switched to the step-variable shifting state the start when the engine torque limit means 86 does not perform the restriction of the engine torque T _E.

On the other hand, when the vehicle speed determining means 84 determines that the actual vehicle speed V is equal to or lower than the predetermined vehicle speed V2, the starting engine torque limiting means 86 causes the differential section 11 to be an electrically continuously variable transmission by the hybrid control means 52. in other words the first electric motor M1 so are actuated to restrict the engine torque T _E so as not to exceed a reaction torque for generating possible engine torque T _E as.

11, FIG. 6, a continuously variable control region in FIG. 7 (differential area) and the step-variable control region (lock region), a straight position the vehicle speed V and the engine torque T _E on a two-dimensional coordinate in terms of the parameters This is an example. As indicated by the shaded portion in FIG. 11, because the vehicle speed V is the predetermined speed V2 or less and the required engine torque T _E is higher torque range exceeding the predetermined value TE1 is, the differential portion 11 is maintained in the continuously-variable shifting state a restricted area D where the engine torque T _E is limited so as not to exceed the predetermined value TE1. Thus, when the vehicle speed V when the vehicle starts to the engine 8 and the drive power source is below a predetermined vehicle speed V2, the engine torque T _E as the starting time of the engine torque limit means 86 becomes less than the restricted area D Limited.

The starting engine torque limiting means 86 reduces the opening of the electronic throttle valve 96 regardless of the depression operation of the accelerator pedal 45, reduces the amount of fuel supplied by the fuel injection device 98, or controls the engine 8 by the ignition device 99. a command for delaying the ignition timing alone or in combination to limit the engine torque T _E so as not to exceed the predetermined value TE1 outputs a command to the engine output controller 43. The engine output control device 43 controls the opening and closing of the electronic throttle valve 96 by the throttle actuator 97 for throttle control according to the command from the engine torque limiting means 86 at the time of starting, and also by the fuel injection device 98 for fuel injection control. The engine torque control is executed by controlling the fuel injection and controlling the ignition timing by an ignition device 99 such as an igniter for the ignition timing control.

By the way, when the shift position P _SH of the shift lever 48 is the “P” or “N” position that is the non-driving position, the differential unit that releases both the first clutch C1 and the second clutch C2. 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 starting time of the engine limitation of the engine torque T _E by the torque limiting means 86 may not be assumed. Alternatively, in the case where the shift position P _SH of the shift lever 48 is the “N” position, when the differential unit 11 is set to the neutral state (neutral state) by the hybrid control means 52, the first electric motor M1 is in the no-load state. since the first electric motor M1 that is, it is does not generate the reaction torque against the engine torque T _E, the limit of the launch-time engine torque limiting means 86 by the engine torque T _E may not be assumed.

  FIG. 12 is a flowchart for explaining the main part of the control operation of the electronic control unit 40, that is, the engine torque control operation at the time of starting the engine, 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 corresponding to the shift position determining means 80, the shift position of the shift lever 48 is determined based on a signal indicating the shift position P _SH of the shift lever 48 from the shift position sensor 49. It is determined whether the drive position is the “D” position or the “R” position.

If the determination in S1 is affirmative, whether or not the engine 8 is exclusively used as a driving power source for traveling by the hybrid control means 52 in S2 corresponding to the driving power source determination means 82 is shown in FIG. it is determined by whether or not the current engine running region based on the actual vehicle state indicated by the vehicle speed V and output torque T _OUT from the driving force source switching diagram shown.

  If the determination in S2 is affirmative, it is determined in S3 corresponding to the vehicle speed determination means 84 whether or not the actual vehicle speed V exceeds a predetermined vehicle speed V2.

If the determination in S3 is negative, in S4 corresponding to the starting engine torque limiting means 86, the hybrid control means 52 causes the differential section 11 to operate as an electric continuously variable transmission, that is, the first. electric motor M1 is limited engine torque T _E so as not to exceed a reaction torque for generating possible engine torque T _E. For example, a command for reducing the opening degree of the electronic throttle valve 96 regardless of the depression operation of the accelerator pedal 45, reducing the fuel supply amount by the fuel injection device 98, or retarding the ignition timing of the engine 8 by the ignition device 99 is issued. alone or in combination engine output controller 43 to the engine torque T _E as output to not exceed a predetermined value TE1 commands is limited.

If the determination in S1 is negative, the determination in S2 is negative, or the determination in S3 is positive, in S5 corresponding to the engine torque limiting means 86 for starting, the engine torque _TE is The restriction is not enforced. For example, when the engine torque T _E is but does not exceed the predetermined value TE1 is, of course, the vehicle speed V even when the engine torque T _E exceeds a predetermined value TE1 exceeds a predetermined vehicle speed V2, the difference since moving unit 11 is switched to the step-variable shifting state of the engine torque T _E restriction it is not executed because it is unnecessary.

As described above, according to the present embodiment, when the vehicle is started using the engine 8 as a driving force source, the engine torque _TE is limited by the starting engine torque limiting means 86, and therefore the engine torque _TE is not limited. the output of the first electric motor M1 withstand the reaction torque can be reduced with respect to the engine torque T _E as compared to. That is, since it is not necessary to increase the maximum value of the output that should be generated by the first electric motor M1 in order to cope with the case where the engine torque _TE is not limited, an increase in the size of the first electric motor M1 is prevented.

Further, according to this embodiment, starting time of the engine torque limit means 86, the vehicle speed V limits the engine torque T _E when less than a predetermined vehicle speed V2, as compared with the case where the engine torque T _E is not limited engine as an output of the first electric motor M1 to withstand the reaction force torque is reduced with respect to the torque T _E, the differential portion 11 when starting the vehicle is properly controlled as the electrically controlled continuously variable transmission. That is, it is not necessary to increase the maximum value of the output that should be generated by the first electric motor M1 in order to cope with the case where the engine torque _TE is not limited.

Further, according to this embodiment, starting time of the engine torque limit means 86, the first electric motor M1 limits the engine torque T _E so as not to exceed a reaction torque against generable engine torque T _E, the first the output of the electric motor M1 can withstand the reaction torque with respect to the engine torque T _E, for example, the engine torque T _E that exceeds the reaction torque for the first electric motor M1 can be generated engine torque T _E is required at the time of starting the vehicle Even if the accelerator pedal 45 is depressed as much as possible, the differential unit 11 is appropriately controlled as an electric continuously variable transmission when the vehicle starts. Thus, it is not necessary to increase the maximum value of the output that should be generated by the first electric motor M1 in order to cope with the case where the engine torque _TE is not limited.

Further, according to the present embodiment, the transmission mechanism 10 includes the switching clutch C0 and the switching brake B0, so that the differential unit 11 can be switched between a continuously variable transmission state and a stepped transmission state. In order to maintain the engine operation, when the vehicle is stopped at a vehicle speed below the predetermined vehicle speed V2 or when the engine is started at a low vehicle speed, the engine torque T _E that can be generated by the first electric motor M1 is prevented from exceeding the reaction torque. the torque T _E is engine torque T _E is limited by the starting time of the engine torque limit means 86 so as not to exceed a predetermined value TE1, you are possible to output the first electric motor M1 withstand the reaction torque with respect to the engine torque T _E Therefore, the differential unit 11 does not need to be switched to the stepped transmission state and is appropriately controlled as an electric continuously variable transmission. For example the accelerator pedal 45 increases as the first electric motor M1 is the engine torque T _E that exceeds the engine torque T _E i.e. predetermined value TE1 exceeding reaction torque request to generate possible engine torque T _E when the vehicle start is Even if the stepping operation is performed, the engine torque _TE is limited by the starting engine torque limiting means 86, so that the differential section 11 is appropriately controlled as an electric continuously variable transmission. Accordingly, the maximum value of the output that should be generated by the first electric motor M1 in order to cope with appropriately controlling the differential unit 11 as an electric continuously variable transmission when the engine torque _TE is not limited when starting the engine. Therefore, it is not necessary to increase the size of the first electric motor M1.

  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. 13 is a skeleton diagram illustrating the configuration of the speed change mechanism 70 according to another embodiment of the present invention, and FIG. 14 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. 15 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. 14, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio can be obtained for each gear stage. ing. In particular, in 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 not operated by engaging neither the switching clutch C0 nor the switching brake B0. It is switched to the step shifting state.

  For example, when the speed change mechanism 70 functions as a stepped transmission, as shown in FIG. 14, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. A first gear that is approximately 2.804 "is established, and the gear ratio γ2 is smaller than that of the first gear by engaging the switching clutch C0, the first clutch C1, and the first brake B1, for example,“ The second speed gear stage of about 1.531 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, for example," For example, a third speed gear stage of about 1.000 "is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to engagement of the first clutch C1, the second clutch C2, and the switching brake B0. Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when transmission mechanism 70 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 14 are released. 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. 15 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 stepped transmission unit or a second transmission unit. The collinear diagram which can represent the relative relationship of the rotational speed of each rotation element from which a connection state differs on a straight line is shown. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

  The four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission unit 72 in FIG. 15 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 unit 72, 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 connected to the output shaft 22 of the automatic transmission unit 72, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

In the automatic transmission unit 72, as shown in FIG. 15, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotational 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.

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

  FIG. 16 shows manual selection of the shift state for selecting the switching between the differential state and the non-differential state (locked state) of the power distribution mechanism 16, that is, the stepless speed change state and the stepped speed change state of the speed change mechanism 10. This is an example of a seesaw type switch 44 (hereinafter referred to as a switch 44) as an apparatus, 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. The user selects by a manual operation as the transmission mechanism 10, if desired to change the rhythmic engine rotational speed N _E due to the shifting of the stepped transmission is placed in the step-variable shifting 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 starting engine torque limiting means 86 is when starting the vehicle using the engine 8 as a driving force source, and when the actual vehicle speed V is determined by the vehicle speed determining means 84 to be equal to or lower than the predetermined vehicle speed V2. Further, although the engine torque _TE is limited so that the differential control unit 11 can be operated as an electric continuously variable transmission by the hybrid control means 52, the engine torque is not necessarily required to be based on the determination result by the vehicle speed determination means 84. it may perform the restriction of T _E. Also in this case, the output of the first electric motor M1 to withstand the reaction torque with respect to the engine torque T _E as compared with the case where the engine torque T _E is not limited can be reduced, increase in size of the first electric motor M1 can be prevented The

  Further, the speed change mechanisms 10 and 70 of the above-described embodiments have a stepless speed change state and a step speed which function as an electric stepless transmission by switching the differential portion 11 between a stepless speed change state and a constant speed change state. Although it is configured to be able to switch to a stepped speed change function that functions as a transmission, the speed change mechanism that is not configured to be switchable to the stepped speed change state, that is, the differential unit 11 does not include the switching clutch C0 and the switching brake B0 and is electrically This embodiment can be applied even to a differential section (continuously variable transmission section) 11 having only a function as a continuous variable transmission (electrical differential device).

  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 does not need to form 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 connected to the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are connected to any of the three elements CA1, S1, and R1 of the first planetary gear device 24. It can be done.

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

  In the above-described embodiment, the first motor M1 and the second motor M2 are 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.

  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 interposed 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. When the automatic transmission units 20 and 72 are continuously variable transmissions (CVT), a constant mesh transmission, or the like as in this case, or when the automatic transmission units 20 and 72 are not provided, the transmission member 18 and the drive are driven. An engagement device is provided alone in the power transmission path with the wheel 38, and the power transmission path is switched between a power transmission enable state and a power transmission cutoff 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. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle drive device of the embodiment of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. 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 switching device operated in order to select multiple types of shift positions. It is an example of an output characteristic diagram of the engine torque with respect to the accelerator pedal operation amount, and the shaded portion in the figure is a restriction that limits the engine torque so that it does not exceed a predetermined value because the differential portion is maintained in a continuously variable transmission state. It is an area. 6 and FIG. 7 is an example in which the stepless control region (differential region) and the stepped control region (lock region) of FIG. 6 and FIG. 7 are rearranged on two-dimensional coordinates using the vehicle speed and the engine torque as parameters. The hatched portion is a restricted region where the engine torque is restricted so as not to exceed a predetermined value because the differential portion is maintained in the continuously variable transmission state. 6 is a flowchart for explaining a control operation of the electronic control unit of FIG. 5, that is, an engine torque control operation at the time of engine start. FIG. 3 is a skeleton diagram illustrating a configuration of a drive device for a hybrid vehicle according to another embodiment of the present invention, corresponding to FIG. 1. FIG. 14 is an operation chart for explaining the relationship between the speed change operation and the operation of the hydraulic friction engagement device used therefor when the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 3 is a diagram corresponding to FIG. 2. FIG. 14 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the hybrid vehicle drive device of the embodiment of FIG. It is a seesaw type switch as a switching device, and is an example of a shift state manual selection device operated by a user to select a shift state.

Explanation of symbols

8: Engine 10, 70: Transmission mechanism (drive device)
11: Differential part (continuously variable transmission part)
16: Power distribution mechanism (differential mechanism)
18: Transmission member 20, 72: Automatic transmission unit (transmission unit)
38: Drive wheel 86: Starting engine torque limiting means C0: Switching clutch (differential state switching device)
B0: Switching brake (Differential state switching device)
M1: first electric motor M2: second electric motor

Claims (12)

It has a differential mechanism that distributes engine output to the first motor and the transmission member, and a second motor provided in the power transmission path from the transmission member to the drive wheels, and can operate as an electric continuously variable transmission. A vehicular drive device control device comprising: a continuously variable transmission portion; and an automatic transmission portion that constitutes a part of the power transmission path and functions as an automatic transmission,
Based on the output torque and the vehicle speed of the engine stored in advance, the continuously variable transmission unit is set to a continuously variable transmission state in which the continuously variable transmission can be operated, and the continuously variable transmission unit is electrically connected. Switching control means for switching to an engaged state in which a continuously variable transmission is not performed,
When the vehicle is started using the engine as a driving force source and the output torque of the engine is equal to or higher than a predetermined determination torque , the output torque of the engine is limited, and the continuously variable transmission unit is disabled. Engine torque limiting means for starting to be operated as a step shifting state,
The switching control means sets the continuously variable transmission portion to a stepped speed change state when the engine is used as a driving force source but not when the vehicle starts and the output torque of the engine is equal to or higher than the determination torque. It is made to operate as a control device of a vehicle drive device characterized by things.   The starting engine torque limiting means is configured to set the output torque of the engine to the predetermined value so that the continuously variable transmission unit can operate in a continuously variable transmission state when the vehicle speed is equal to or lower than a predetermined determination vehicle speed. 2. The control device for a vehicle drive device according to claim 1, wherein the control device is limited so as not to exceed.   The vehicle engine according to claim 1 or 2, wherein the starting engine torque limiting means limits the output torque of the engine so as not to exceed a reaction torque against an output torque of the engine that can be generated by the first electric motor. Control device for driving device.   A disengaged state provided in the differential mechanism, wherein the continuously variable transmission unit is in a continuously variable transmission state in which an electric continuously variable transmission can be operated, and a stepped transmission state in which the continuously variable transmission unit is not electrically operated in a continuously variable transmission. The control device for a vehicle drive device according to any one of claims 1 to 3, further comprising a differential state switching device that is selectively switched to the engaged state. A differential mechanism having a differential mechanism that distributes the output of the engine to the first motor and the transmission member; and a second motor provided in a power transmission path from the transmission member to the drive wheels; and a part of the power transmission path And a control device for a vehicle drive device including a speed change unit that functions as a transmission,
Switching control means for selectively switching the differential portion between a differential state in which the differential action works and a lock state in which the differential action does not take place based on the output torque and the vehicle speed of the engine from a pre-stored relationship;
When the vehicle starts using the engine as a driving force source, and the output torque of the engine is equal to or higher than a predetermined determination torque , the output torque of the engine is limited and the differential unit is set to a differential position. Engine torque limiting means for starting to be operated as a state,
The switching control means activates the differential unit in a locked state when the engine is used as a driving force source but not when the vehicle starts and the output torque of the engine is equal to or higher than the determination torque. A control device for a vehicle drive device, characterized in that:   The engine torque limiting means at the time of start is such that when the vehicle speed falls below a preset vehicle speed, the engine output torque exceeds the preset predetermined value so that the differential section can operate in a differential state. 6. The control device for a vehicle drive device according to claim 5, wherein the control device is limited so as not to exist.   The vehicle engine according to claim 5 or 6, wherein the starting engine torque limiting means limits the output torque of the engine so as not to exceed a reaction torque against an output torque of the engine that can be generated by the first electric motor. Control device for driving device.   6. A differential state switching device provided in the differential mechanism, for selectively switching the differential mechanism between a differential state in which a differential action works and a lock state in which the differential action does not take place. The control device for a vehicle drive device according to any one of 1 to 7. The starting engine torque limiting means limits the output torque of the engine when the output torque of the engine exceeds a predetermined value set in advance, and operates the continuously variable transmission unit in a continuously variable transmission state. West,
2. The vehicle according to claim 1, wherein the switching control unit is configured to operate the continuously variable transmission unit in a stepped transmission state when an output torque of the engine exceeds a predetermined value set in advance. Drive device controller. The starting engine torque limiting means limits the output torque of the engine when the vehicle speed is equal to or lower than a preset determination vehicle speed, and operates the continuously variable transmission unit in a continuously variable transmission state.
2. The vehicle drive device according to claim 1, wherein the switching control unit is configured to operate the continuously variable transmission unit in a stepped transmission state when a vehicle speed is higher than a predetermined determination vehicle speed. Control device. The starting engine torque limiting means is configured such that when the output torque of the engine exceeds a predetermined value set in advance, the output torque of the engine is limited and the differential unit is operated in a differential state.
The vehicle drive device according to claim 5, wherein the switching control means is configured to operate the differential portion in a locked state when an output torque of the engine exceeds a predetermined value set in advance. Control device. The starting engine torque limiting means is configured such that when the vehicle speed is equal to or lower than a preset determination vehicle speed, the output torque of the engine is limited and the differential unit is operated in a differential state.
6. The control device for a vehicle drive device according to claim 5, wherein the switching control means is configured to operate the differential portion in a locked state when the vehicle speed is higher than a preset determination vehicle speed. .

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