JP5024360B2 - Control device for vehicle drive device - Google Patents

Description

  The present invention includes a differential mechanism that distributes engine output to a first electric motor and a transmission member, and an engagement device that can limit a differential action of the differential mechanism, and an electrical differential apparatus. In particular, the present invention relates to a technique for causing a differential unit to function as an electrical differential device by operating a first electric motor and an engagement device. Is.

  A differential mechanism that distributes the output of the engine to the first electric motor and the transmission member, and an engagement device that limits the differential action of the differential mechanism, and includes a differential unit that functions as an electrical differential device. Control devices for vehicle drive devices are well known.

  For example, this is the control device for a vehicle drive device described in Patent Document 1. According to this patent document 1, the differential mechanism is constituted by, for example, a planetary gear device, and the main part of the power from the engine is mechanically transmitted to the drive wheels by the differential action, and the remaining part of the power from the engine is transferred. It is made to function as a transmission in which the gear ratio is continuously changed by electrical transmission using an electric path from the first motor to the second motor, for example, to function as an electric continuously variable transmission, A technique is disclosed in which fuel consumption is improved by controlling the vehicle to run while maintaining the engine in an optimal operating state.

  In addition, a clutch for integrally rotating the planetary gear device and a brake for stopping the rotation of the first electric motor are provided as an engagement device for limiting the differential action of the differential mechanism. For example, when the vehicle starts, the clutch is slip-controlled. Thus, there is disclosed a technology that enables a friction start using an engine as a driving force source and ensures start-up performance even when a function deterioration of the electric motor or the related electric system occurs.

  However, in the above-mentioned patent document 1, in order to ensure the starting performance at the time of failure of the motor, the reaction force control for causing the differential unit to function as an electrical differential device is performed by the operation of the first motor. This is implemented by slip control of the clutch, and the rated output of the first electric motor is reduced by receiving a part of the reaction torque against the engine output that should be handled by the first electric motor by the engagement torque of the clutch. The first motor is not downsized.

  Regarding the downsizing of the first electric motor, Patent Document 4 discloses that a desired required driving force can be obtained by applying both a reaction force generated by the first motor and a reaction force generated by a brake, thereby reducing the output of the first electric motor. Thus, a hybrid vehicle has been proposed in which the first electric motor can be reduced in size.

JP 2005-331063 A JP 2005-206136 A JP-A-10-951 JP 2004-254468 A

  However, when slip control is performed on an engagement device such as a clutch or a brake, if the reaction force of the engagement device or the relative rotational speed difference of the engagement device itself increases, for example, the amount of heat generated increases, and thus the engagement device There was a possibility that the performance such as durability would deteriorate. In general, in order to prevent such performance degradation of the engaging device, it is necessary to increase the size of the engaging device for securing the torque capacity and to increase the size of the cooling device for improving the cooling performance.

  Further, as the reaction force of the first motor exceeds the rated output, the performance such as durability of the first motor may be lowered. In general, in order to prevent such performance degradation of the first motor, it is necessary to increase the size of the first motor for higher output and to increase the capacity of the inverter accompanying the increase in size of the first motor. Become.

  That is, when the differential unit functions as an electrical differential device, when the first motor and the engagement device are operated together for the purpose of reducing the size of the first motor, a desired required driving force is obtained. If the operating state of the first motor or the engagement device is not appropriate, for example, if the reaction force that the first motor is responsible for and the reaction force that is engaged by the engagement device are not appropriately shared, the performance deterioration or engagement of the first motor There is a possibility that the above-mentioned problems such as deterioration of the performance of the apparatus may occur.

  The present invention has been made against the background of the above circumstances, and the object is to function the differential unit as an electrical differential device by operating both the first motor and the engagement device. In this case, it is an object of the present invention to provide a control device for a vehicle drive device that can reduce the size of the first electric motor while suppressing the performance deterioration of the first electric motor and the performance of the engagement device.

To achieve this object, the gist of the present invention is that (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member and the differential action of the differential mechanism can be limited. The first motor and the reaction force control for causing the differential portion to function as an electrical differential device. (B) a control device for a vehicle drive device that is implemented by operating an engagement device, wherein (b) when the reaction force is controlled, the first motor and the engagement device are controlled based on a rotational speed of the first motor. Torque sharing rate changing means for changing the torque sharing rate with the combined device, and (c) when the torque capacity of the engaging device is limited, the reaction force required to take charge of the engine output is engaged. the output of the engine so as to be in the range of the torque capacity of the device The engine output restriction means for limited is to contain.

If it does in this way, at the time of reaction force control for functioning a differential part as an electric differential device, a 1st electric motor and an engagement device are based on the rotation speed of the 1st electric motor by a torque share rate change means. Since the torque sharing ratio is changed, the reaction force of the first motor and the reaction force of the engagement device are appropriately shared, and the engagement device can always receive the reaction force of the engine. Thus, the dependence on the first electric motor for receiving the reaction force of the engine is reduced. Further, the heat load of the engagement device can be distributed to the first electric motor, and the amount of heat generated by the engagement device can be suppressed. Further, the engagement device can be completely engaged depending on the rotation speed of the first electric motor, and the amount of heat generated by the engagement device can be suppressed. As a result, it is possible to reduce the size of the first motor while suppressing the performance degradation of the first motor and the performance degradation of the engagement device. In particular, when the torque capacity of the engagement device is limited, the engine is configured such that the reaction force required to take charge of the engine output by the engine output limiting means is within the range of the torque capacity of the engagement device. Therefore, the necessary reaction force against the engine output is within the range of the torque capacity of the engagement device, and the engagement device can be protected.

  Preferably, the torque sharing rate changing means increases the torque sharing rate of the engagement device when the output of the first electric motor is limited. In this way, even if the output of the first motor is limited, for example, at low temperatures or when power reception of the power storage device to which the power generated by the first motor is supplied is limited, the output decrease of the first motor is reduced. The torque capacity of the engagement device is increased so as to compensate, and the necessary reaction force against the engine output is obtained.

  Preferably, in order to cause the differential unit to function as an electrical differential device, reaction force control of the differential unit is performed by operating the first electric motor, and at the same time, the engagement device is It is intended to include differential control means for performing torque circulation control of the differential portion by operating. That is, the engagement device is a clutch for integrally rotating the differential mechanism, and the differential portion is made an electrical differential device by returning the engagement torque of the clutch to the differential mechanism. It generates reaction torque for functioning.

  If it does in this way, it will always be possible to receive the reaction force of an engine by an engagement device, and the dependence on the 1st electric motor for receiving the reaction force of an engine becomes small. Further, the heat load of the engagement device can be distributed to the first electric motor, and the amount of heat generated by the engagement device can be suppressed. Further, the engagement device can be completely engaged, and the amount of heat generated by the engagement device can be suppressed. As a result, it is possible to reduce the size of the first motor while suppressing the performance degradation of the first motor and the performance degradation of the engagement device.

  Preferably, a stepped transmission is provided in the power transmission path from the transmission member to the drive wheel. In this way, the overall speed ratio of the vehicle drive device is formed based on the speed ratio of the differential section and the speed ratio of the stepped transmission, and by using the speed ratio of the stepped transmission, A wide range of driving force can be obtained.

  Here, it is preferable that the differential unit is in a differential state in which the differential action can be activated by the differential mechanism in which the differential mechanism is operated by the engagement device. The non-differential state in which the dynamic mechanism does not perform the differential action, for example, the locked state and the differential action is restricted, and the differential action is restricted in the non-differential state in which the differential action does not operate, for example, the locked state. Is. In this way, the differential unit is switched between the differential state and the non-differential 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 engaging device enables the first to third elements to rotate relative to each other in order to place the differential mechanism in a differential state, for example, at least second to make the differential mechanism in a differential state. The element and the third element can be rotated at different speeds. In addition, the engagement device does not allow at least the second element and the third element to rotate at different speeds in order to place the differential mechanism in a non-differential state, for example, a locked state. For example, the first element to the third element are integrally rotated together to make the locked state, or the second element is made non-rotated. In this way, the differential mechanism is configured to be switched between a differential state and a non-differential state.

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

  Further, when the reaction force against the engine output is handled by the second element, the torque of the brake generates the reaction force torque in the same manner as the reaction force torque generated by the first electric motor. On the other hand, it can be considered that the torque of the clutch returns to the first element. The control for returning the torque by operating the clutch is the torque circulation control of the differential unit by operating the engagement device.

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

  Preferably, the differential mechanism 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.

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 an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus 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. A pre-stored relationship (differential part output torque map, automatic transmission part input torque map) for calculating the required input torque (differential part output torque) based on the accelerator opening, and the input torque and direct torque The relationship between the second motor torque and the sun gear reaction torque is exemplified. This is a prestored relationship (engine torque map) for calculating the throttle valve opening at which the target engine torque is obtained based on the engine speed. FIG. 8 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. 7. It is also a conceptual diagram. It is an example of the torque share rate map used when changing the torque share rate of the 1st electric motor reaction force torque and the engagement apparatus reaction force torque by a switching brake based on request | requirement reaction force power. It is an example of the torque share rate map used when changing the torque share rate of the 1st electric motor reaction force torque and the engagement apparatus reaction force torque by a switching clutch based on request | requirement reaction force power. 4. Control of the operation of the electronic control unit of FIG. 4, that is, when the differential unit functions as an electrical differential unit by the first motor and the engagement device, suppresses the performance degradation of the first motor and the engagement device. It is a flow chart explaining control operation for enabling size reduction of the 1st electric motor. It is an example of the torque share rate map used when changing the torque share rate of the 1st motor reaction force torque and the engagement apparatus reaction force torque by a switching brake based on a 1st motor rotation speed. It is an example of the torque share rate map used when changing the torque share rate of the 1st motor reaction force torque and the engagement apparatus reaction force torque by a switching clutch based on a 1st motor rotation speed. It is an example of the torque share rate map used when changing the torque share rate of the 1st electric motor reaction force torque and the engagement device reaction force torque by a switching brake based on the emitted-heat amount of an engagement device. It is an example of the torque share rate map used when changing the torque share rate of the 1st electric motor reaction force torque and the engagement device reaction force torque by a switching clutch based on the emitted-heat amount of an engagement device. 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. 19 is an operation chart for explaining the relationship between a speed change operation and a hydraulic friction engagement device used in the case where the hybrid vehicle drive device of the embodiment of FIG. FIG. 3 is a diagram corresponding to FIG. 2. FIG. 19 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.

  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 constituting a part of a drive device for a hybrid vehicle to which 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 unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly through a pulsation absorbing damper (vibration damping device) (not shown), the differential unit 11 and the drive wheel 34 (FIG. 6). An automatic transmission unit 20 as a stepped transmission that is connected in series via a transmission member (transmission shaft) 18 in a power transmission path between the reference transmission and the output rotation connected to the automatic transmission unit 20 An output shaft 22 as a member is provided in series. The speed change mechanism 10 is preferably used in, for example, an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 that is an internal combustion engine such as a gasoline engine or a diesel engine is provided between a pair of drive wheels 34 and power from the engine 8 is part of a power transmission path. Is transmitted to the pair of drive wheels 34 through the differential gear device (final reduction gear) 32 (see FIG. 6) and the pair of axles.

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

  The differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. A power distribution mechanism 16 serving as a differential mechanism, and a second electric motor M2 provided to rotate integrally with the transmission member 18. The second electric motor M2 may be provided in any part constituting the power transmission path from the transmission member 18 to the drive wheel 34. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has at least a generator (power generation) function for generating a reaction force, and the second electric motor. M2 has at least a motor (electric motor) function for outputting driving force as a driving force source for traveling.

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

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

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

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

  In the engaged state of the switching clutch C0 or the switching brake B0, the reaction force with respect to the output of the engine 8 that the first sun gear S1 takes over is generated by the reaction force torque generated by the switching clutch C0 or the switching brake B0. Note that the engagement torque of the switching brake B0 is to generate a reaction force torque in the same manner as the reaction force torque generated by the first electric motor M1. On the other hand, it can be considered that the engagement torque of the switching clutch C0 returns to the first carrier CA1. Control in which the amount of torque is returned by engaging the engagement device in this way is referred to as torque circulation control of the differential section 11.

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

  From another point of view, the switching clutch C0 and the switching brake B0 set the power distribution mechanism 16 in a non-differential state by the respective engagement operations, thereby restricting the differential action of the power distribution mechanism 16 and thereby the differential unit 11. Is functioning as a differential limiting device that limits the differential action of the differential section 11, that is, the operation of an electrical differential device (continuously variable transmission).

  Here, the half-engaged (slip) state of the switching clutch C0 or the switching brake B0 can restrict the operation of the differential unit 11 as an electrical differential device to some extent, and therefore the switching clutch C0 or It can be seen that the differential portion 11 is differentially limited similarly to the fully engaged state in which the switching brake B0 is completely engaged. On the other hand, since the operation of the differential unit 11 as an electrical differential device can be allowed to some extent, the differential is similar to the fully released state in which the switching clutch C0 and the switching brake B0 are completely released. It can also be seen that the part 11 is operating as an electrical differential. In the slip state of the switching clutch C0 or the switching brake B0, the first electric motor M1 and the switching clutch C0 or the switching brake B0 can handle the reaction torque against the engine output.

  The automatic transmission unit 20 includes a single pinion type second planetary gear unit 26, a single pinion type third planetary gear unit 28, and a single pinion type fourth planetary gear unit 30, and serves as a stepped automatic transmission. Function. The second planetary gear unit 26 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2 of about “0.562”, for example. The third planetary gear device 28 includes a third sun gear S3 via a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.425”. The fourth planetary gear unit 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier gear CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. 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 wheels 34, 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 automatic transmission unit 20 is a stepped transmission in which clutch-to-clutch shift is executed by releasing the disengagement side engagement device and engaging the engagement side engagement device.

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

  In the speed change mechanism 10 configured as described above, particularly in the present embodiment, the power distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, and either the switching clutch C0 or the switching brake B0 is engaged. As a result, the differential unit 11 constitutes a continuously variable transmission state (constant transmission state) operable as a transmission having a constant gear ratio in addition to the above-described continuously variable transmission state operable as a continuously variable transmission. It is possible to do. Therefore, in the speed change mechanism 10, the stepped portion that operates as a stepped transmission is constituted by the differential portion 11 and the automatic speed change portion 20 that are brought into a constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A speed change state is configured, and the differential part 11 and the automatic speed change part 20 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 10 is switched to the stepped speed change state by engaging either the switching clutch C0 or the switching brake B0, and is not operated by engaging any of the switching clutch C0 or the switching brake B0. It is switched to the step shifting state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

Specifically, when the differential unit 11 is set to a continuously variable transmission state and the transmission mechanism 10 functions as a stepped transmission, either the switching clutch C0 or the switching brake B0 is engaged, and Engagement device involved in the shift of the automatic transmission 20 by selectively engaging the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. The release-side engagement and engagement of the release-side hydraulic friction engagement device (hereinafter referred to as release-side engagement device) involved in shifting, for example, and the engagement-side hydraulic friction engagement device (hereinafter referred to as engagement) related to shifting. One of the first gear (first gear) to fifth gear (fifth gear) or reverse so that the gear ratio is automatically switched by engagement of the engagement device) Gear stage (reverse gear) or neutral Selectively brought into established, so overall speed ratio of the geometric series changing transmission mechanism 10 [gamma] T (= input shaft speed N _{IN /} output shaft speed N _OUT) is obtained for each gear Yes. The overall speed ratio γT of the speed change mechanism 10 is a total speed ratio γT of the speed change mechanism 10 as a whole formed based on the speed ratio γ0 of the differential portion 11 and the speed ratio γ of the automatic speed change portion 20.

  For example, when the speed change mechanism 10 functions as a stepped transmission, as shown in the engagement operation table of FIG. 2, the gear ratio is changed by the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage in which γ1 is the maximum value, for example, about “3.357” is established, and the gear ratio γ2 is set to the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2. The second speed gear stage having a smaller value, for example, about “2.180” is established, and the engagement of the switching clutch C0, the first clutch C1, and the first brake B1 results in the gear ratio γ3 being the second speed gear stage. The third speed gear stage having a smaller value, for example, about “1.424” is established, and the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2 results in the gear ratio γ4 being the third speed gear stage. than A fourth speed gear stage having a threshold value of, for example, “1.000” is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ5 to be greater than that of the fourth speed gear stage. Is set to a small value, for example, about “0.705”. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. This reverse gear is normally established when the differential unit 11 is in a continuously variable transmission state. Further, when the neutral "N" state is set, for example, only the switching clutch C0 is engaged.

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

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

FIG. 3 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 are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The three-ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. Further, in the automatic transmission unit 20, the interval between the sun gear and the carrier is set to an interval corresponding to "1" for each of the second, third, and fourth planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

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

For example, when the switching clutch C0 and the switching brake B0 are released, the first rotation element RE1 to the third rotation element RE3 are allowed to rotate relative to each other, for example, at least the second rotation element RE2. And the third rotation element RE3 are switched to a continuously variable transmission state (differential state) in which the third rotation element RE3 can be rotated at different speeds, the straight line L0 and the vertical line Y1 are controlled by controlling the rotation speed of the first motor M1. When the rotation of the first sun gear S1 indicated by the intersection of the first ring gear is raised or lowered, the rotation speed of the first ring gear R1 constrained by the vehicle speed V indicated by the intersection of the straight line L0 and the vertical line Y3 is substantially constant. case, rotational speed, or the engine rotational speed N _E of the first carrier CA1 represented by a point of intersection between the straight line L0 and the vertical line Y2 is increased or decreased.

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

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

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

  FIG. 4 illustrates a signal input to the electronic control device 40 for controlling the speed change mechanism 10 of the present embodiment and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8, the first and second electric motors M1, M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 40, etc. Each sensor and switch, as shown in FIG. 4, represents the signal indicative of engine coolant temperature TEMP _W, the signal representing the shift position P _SH, the engine rotational speed N _E is the rotational speed of the engine 8 Signal, signal indicating gear ratio set value, signal for instructing M mode (manual shift running mode), signal indicating operation of air conditioner, signal indicating vehicle speed V corresponding to rotation speed N _OUT of output shaft 22, automatic shift Accelerator opening degree Acc, which is an operation amount of an accelerator pedal corresponding to a driver output request amount, a signal indicating a hydraulic oil temperature of the unit 20, a signal indicating a side brake operation, a signal indicating a foot brake operation, a signal indicating a catalyst temperature , A signal representing the cam angle, a signal representing the snow mode setting, a signal representing the longitudinal acceleration G of the vehicle, a signal representing the auto cruise traveling, the weight of the vehicle ( In order to switch the differential unit 11 (power distribution mechanism 16) to the stepped speed change state (lock state) in order to make the speed change mechanism 10 function as a stepped transmission. A signal indicating whether or not the stepped switch is operated, and a continuously variable for switching the differential unit 11 (power distribution mechanism 16) to a continuously variable transmission state (differential state) in order to cause the transmission mechanism 10 to function as a continuously variable transmission. A signal indicating the presence / absence of a switch operation, a signal indicating the rotation speed N _M1 of the first motor _M1 (hereinafter referred to as the first motor rotation speed N _M1 ), a rotation speed N _M2 of the second motor _M2 (hereinafter referred to as the second motor rotation speed) N _M2 ), a signal indicating the charge capacity (charge state) SOC of the power storage device 50 (see FIG. 6), and the like are supplied.

Further, a control signal from the electronic control unit 40 to the engine output control unit 52 for controlling the engine output, for example, a throttle for operating the throttle valve opening θ _TH of the electronic throttle valve 56 provided in the intake pipe 54 of the engine 8. A drive signal to the actuator 58, a fuel supply amount signal for controlling the amount of fuel supplied to the intake pipe 54 or the cylinder of the engine 8 by the fuel injection device 60, and an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 62 (FIG. 6), 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 for operating the shift indicator Position (operation position) display signal, gear ratio display signal for displaying gear ratio, and snow mode A snow mode display signal for indicating, an ABS operation signal for operating an ABS actuator that prevents slipping of the wheel during braking, an M mode display signal for indicating that the M mode is selected, A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 64 (see FIG. 6) to control the hydraulic actuator of the hydraulic friction engagement device of the automatic transmission unit 20, and a regulator provided in the hydraulic control circuit 64 source pressure of the drive command signal for actuating an electric hydraulic pump is a hydraulic source, a signal for driving an electric heater, cruise control computer for the pressure line pressure P _L is adjusted by a valve (pressure regulating valve) The signal etc. are output respectively.

FIG. 5 is a diagram showing an example of a shift operation device 66 as a switching device for switching a plurality of types of shift positions _PSH by an artificial operation. The shift operation device 66 includes a shift lever 68 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 68 is in a neutral position where the power transmission path in the transmission mechanism 10, that is, the automatic transmission unit 20 is blocked, that is, in a neutral state, and the parking position “P (parking) for locking the output shaft 22 of the automatic transmission unit 20. ) ”, Reverse travel position“ R (reverse) ”for reverse travel, neutral position“ N (neutral) ”to establish neutral state where power transmission path in transmission mechanism 10 is cut off, automatic transmission mode established Of the speed change mechanism 10 obtained by the stepless speed change ratio width of the differential unit 11 and each gear stage that is automatically controlled to shift within the range of the first to fourth speed gears of the automatic transmission unit 20. A forward automatic shift travel position “D (drive)” for executing automatic shift control within a change range of the total gear ratio γT that can be shifted, or a manual shift travel mode (manual mode) The by established is provided so as to be manually operated to the forward manual shift drive position for setting a so-called shift range that limits the speed position of the high-speed side of the automatic transmission portion 20 "M (Manual)".

The reverse gear "R" shown in the engagement operation table of FIG 2 in conjunction with the manual operation of the various shift positions P _SH of the shift lever 68, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 64 is electrically switched so that

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

  Specifically, when the shift lever 68 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 68 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, when the shift lever 68 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released and the power transmission path in the automatic transmission unit 20 is in a state where power transmission is possible. From the “D” position to the “N” position, the first clutch C1 and the second clutch C2 are released, and the power transmission in the automatic transmission unit 20 is performed. The path is changed from the power transmission enabled state to the power transmission cut-off state.

FIG. 6 is a functional block diagram illustrating the main part of the control function by the electronic control unit 40. In FIG. 6, the stepped shift control means 72 is, for example, a vehicle speed V and a required output of the automatic transmission unit 20 based on a relationship (shift diagram, shift map) indicated by a solid line and a one-dot chain line in FIG. Based on the vehicle state indicated by the torque T _OUT , it is determined whether or not the speed change of the speed change mechanism 10 is to be executed, for example, the speed stage to be changed by the automatic transmission unit 20 is determined, and the determined speed stage is obtained. Thus, the automatic transmission control of the automatic transmission unit 20 is executed. At this time, the stepped shift control means 72 is a hydraulic type involved in the shift of the automatic transmission unit 20 excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to, for example, the engagement table shown in FIG. A command for engaging and / or releasing the friction engagement device (shift output command, hydraulic pressure command), that is, the release-side engagement device involved in the shift of the automatic transmission unit 20 is released and the engagement-side engagement device is engaged. When combined, a command to execute clutch-to-clutch shift is output to the hydraulic control circuit 64. In accordance with the command, the hydraulic control circuit 64 releases, for example, the disengagement-side engagement device involved in the shift, and engages the engagement-side engagement device involved in the shift, and the automatic transmission unit 20 performs the shift. As described above, the solenoid valve in the hydraulic control circuit 64 is operated to operate the hydraulic actuator of the hydraulic friction engagement device involved in the speed change.

The hybrid control unit 76 functions as a continuously variable transmission control unit, and operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, in the differential state of the differential unit 11. The gear ratio γ0 of the differential unit 11 as an electric continuously variable transmission is changed by optimizing the distribution of the driving force between the engine 8 and the second electric motor M2 and the reaction force generated by the power generation of the first electric motor M1. To control. For example, at the traveling vehicle speed at that time, the vehicle target (request) output is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and the required total target is obtained from the target output of the vehicle and the required charging 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.

The hybrid control means 76 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such hybrid control, it is determined by the engine rotational speed _NE and the vehicle speed V that are determined in order to operate the engine 8 in an efficient operating range in which drivability and fuel efficiency are compatible, and the gear speed of the automatic transmission unit 20. In order to match the rotational speed of the transmission member 18, the differential section 11 is caused to function as an electrical continuously variable transmission. For example the target output (total target output, required driving force) so that the engine torque T _E and the engine rotational speed N _E for generating the engine output necessary to meet the, taking account of the gear position of the automatic transmission portion 20 Then, the gear ratio γ0 of the differential unit 11 is controlled, and the total gear ratio γT is controlled within a changeable range, for example, 13 to 0.5.

  At this time, the hybrid control means 76 supplies the electric energy generated by the first electric motor M1 to the power storage device 50 and the second electric motor M2 through the inverter 70, so that the main part of the power of the engine 8 is mechanically transmitted to the transmission member 18. However, a part of the power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 70, The second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed.

Further, the hybrid control means 76 can drive the motor by the electric CVT function (differential action) of the differential section 11 regardless of whether the engine 8 is stopped or in an idle state. For example, the solid line A in FIG. 7 is for switching the driving force source for starting / running the vehicle (hereinafter referred to as running) between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, for running the engine 8. An engine travel region for switching between so-called engine travel for starting / running (hereinafter referred to as travel) the vehicle as a driving force source and so-called motor travel for traveling the vehicle using the second electric motor M2 as a driving power source for travel; It is a boundary line with a motor travel area. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 7 is a two-dimensional parameter using vehicle speed V and output torque T _{OUT as} a driving force related value as parameters. It is an example of the driving force source switching diagram (driving force source map) comprised by the coordinate. This driving force source switching diagram is stored in advance in the storage means 74 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 76 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 running by the hybrid control means 76 is relatively low output torque T _OUT region, that is, low engine torque T, which is generally considered to be poor in engine efficiency as compared with the high torque region, as is apparent from FIG. It is executed in the _E range or a relatively low vehicle speed range of the vehicle speed V, that is, a low load range. Therefore, usually but motor starting is performed in preference to engine starting, for example, is the required output torque T _OUT ie the required engine torque T _E exceeds the motor drive region of the drive power source switching diagram of Fig. 7 when the vehicle starts Depending on the state of the vehicle in which the accelerator pedal 45 is depressed as much as possible, the engine is normally started.

  Further, the hybrid control means 76 supplies the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 50 to the second electric motor M2 by the electric path described above even in the engine traveling region, and The so-called torque assist for assisting the power of the engine 8 is possible by driving the two-motor M2 and applying torque to the drive wheels 34. Therefore, the engine travel of this embodiment includes engine travel + motor travel. The torque assist by the second electric motor M2 may be performed so as to increase the output torque of the second electric motor M2 when the motor is running.

  The hybrid control means 76 controls the opening and closing of the electronic throttle valve 56 by the throttle actuator 58 for throttle control, and also controls the fuel injection amount and injection timing by the fuel injection device 60 for fuel injection control. Therefore, an engine output for executing output control of the engine 8 so as to generate a necessary engine output by outputting a command for controlling the ignition timing by the ignition device 62 such as an igniter alone or in combination to the engine output control device 52. Control means is functionally provided. The engine output control device 52 controls the fuel injection by the fuel injection device 60 for the fuel injection control in addition to controlling the opening and closing of the electronic throttle valve 56 by the throttle actuator 58 for the throttle control according to the command from the hybrid control means 76. Then, engine torque control is executed by controlling the ignition timing by an ignition device 62 such as an igniter for ignition timing control.

More specifically, the hybrid control means 76 stores the accelerator opening Acc stored in the storage means 74 in advance as shown in FIG. 8 and the output torque of the differential section 11 (that is, the transmission member 18 from the differential section 11). required on the basis of the input torque) relationship between T _iN (differential portion output torque map, the actual accelerator opening Acc from the automatic transmission portion input torque map) of the automatic transmission portion 20 to be input to the automatic transmission portion 20 through Calculate the input torque (required input torque) T _IN ^* . The hybrid control means 76, so that the required input torque T _IN ^* is obtained, the torque that is mechanically transmitted from the engine 8 to the first ring gear R1 via the power distributing mechanism 16 (hereinafter, referred to as the direct torque) T _D And torque (hereinafter referred to as second motor torque) _TM2 output from the second electric motor M2.

Here, in the differential state of the power distribution mechanism 16 in which the differential unit 11 functions as an electrical differential device, if the gear ratio of the first planetary gear device 24 is ρ1, the reaction force in the first sun gear S1. torque (hereinafter, the sun gear reaction force _torque) relationship between _{T S1} and the engine torque _{T E} and the direct torque _{T D} is represented by the following formula (1).
T _S1 : T _E : T _D = ρ1: (1 + ρ1): 1 (1)

(1) As apparent from the equation, the feedthrough torque _{T D,} (1 + .rho.1) to generate the engine torque _{T E} which is a _{× T D, ρ1 × T D} (= ρ1 / for the engine torque _{T E} ( It is obtained by generating a sun gear reaction torque T _S1 that becomes 1 + ρ1) × T _E ) (see FIG. 8).

The hybrid control means 76, the relationship between the engine rotational speed N _E and the engine torque estimated value T _E0 throttle valve opening theta _TH as shown in FIG. 9, which is stored in the storage unit 74 in advance experimentally sought as a parameter (engine torque map) based on the actual engine rotational speed N _E from the direct torque T _D is obtained engine torque _{T E (= (1 + ρ1} ) × T D) such that the throttle valve opening theta _TH which is generated the The electronic throttle valve 58 is controlled to open and close by the throttle actuator 74.

Further, the sun gear reaction force torque T _S1 is calculated based on the engine torque T _E by the hybrid control means 76, as will be described later, the reaction force torque by the generation of the first electric motor M1 (hereinafter, the first electric motor reaction torque T _M1 and the reaction force torque (hereinafter referred to as engagement device reaction force torque) T _K due to the engagement torque of the engagement device K0 (switching clutch C0 or switching brake B0).

The second electric motor torque T _M2 is generated based on a control current (second electric motor control current) I _M2 supplied to the second electric motor M2 by the hybrid control means 76 when the vehicle is continuously variable. In the normal continuously variable speed traveling of the vehicle, the electric power generated by the first electric motor M1 is supplied to the second electric motor M2, the second electric motor M2 is operated in power, and the second electric motor torque T _M2 is output. At this time, in particular, the output current (first motor generated current) I _M1G generated by the first motor M1 for generating the first motor reaction force torque T _M1 is all supplied to the second motor M2 to control the second motor. When the current I _M2 is substantially the same as the first motor power generation current I _M1G , the second motor output torque T _M2 is generated according to the first motor power generation current I _M1G . Further, when the charging capacity SOC of the power storage device 50 is reduced, a part of the first motor generated current I _M1G is used for charging the power storage device 50. In such a case, the second motor control current I _M2 reduced by the charging current used for charging the power storage device 50 is supplied to the second motor M2.

Further, when the second electric motor M2 is driven by the electric energy from the power storage device 50 during the continuously variable speed traveling of the vehicle and torque assist is being performed to assist the power of the engine 8, the second electric motor torque T _M2 is The second motor assist torque T _M2A is taken into account. Wherein the direct torque T _D is thus also be said to be a torque obtained by subtracting the second motor torque T _M2 minutes is generated from the required input torque T _IN ^*.

  The speed-increasing gear stage determining means 78 is a storage means based on, 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. The gear position to be shifted of the transmission mechanism 10 according to the shift diagram shown in FIG. 7 stored in advance in 74 or the gear position to be shifted of the transmission mechanism 10 determined by the stepped shift control means 72 is determined. Then, it is determined whether or not the speed increasing side gear stage is, for example, the fifth speed gear stage.

The switching control means 80 switches between the continuously variable transmission state and the stepped transmission state, that is, the differential state, by switching the engagement / release of the switching clutch C0 and / or the switching brake B0 based on the vehicle state. And the lock state are selectively switched. For example, the switching control means 80 is a vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the switching diagram (switching map, relationship) indicated by the broken line and the two-dot chain line in FIG. Is determined within the continuously variable control region (in the continuously variable transmission control region) where the transmission mechanism 10 (differential portion 11) is to be switched, that is, the transmission mechanism 10 is in the continuously variable transmission state. Alternatively, it is determined whether the speed change mechanism 10 is in a stepped control region (within a stepped shift control region) in which the stepped speed change state is set, and the speed change mechanism 10 is set to either the stepless speed change state or the stepped speed change state. Switch selectively.

  Specifically, when it is determined that the switching control means 80 is within the stepped shift control region, the hybrid control means 76 outputs a signal that disables or prohibits the hybrid control or continuously variable shift control. The step-variable shift control means 72 is permitted to perform a shift at a preset step-shift. At this time, the stepped shift control means 72 executes automatic shift control of the automatic transmission unit 20 in accordance with, for example, the shift diagram shown in FIG. For example, FIG. 2 preliminarily stored in the storage means 74 shows a combination of operations of the hydraulic friction engagement devices selected in the speed change, 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 stage is determined by the acceleration-side gear stage determination unit 78, the so-called overdrive gear stage in which the transmission gear ratio is smaller than 1.0 is obtained for the entire transmission mechanism 10. Therefore, the switching control means 80 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 having a fixed gear ratio γ0, for example, gear ratio γ0 0.7. Is output to the hydraulic control circuit 64. Further, when it is determined by the acceleration side gear stage determination means 78 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 speed ratio of 1.0 or more, so that the switching control means. 80 is a command to the hydraulic control circuit 64 to engage the switching clutch C0 and release the switching brake B0 so that the differential section 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, 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 80 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.

On the other hand, when the switching control means 80 determines that the transmission mechanism 10 is in 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 unit A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic pressure control circuit 64 so that the stepless speed change can be performed by setting 11 to the stepless speed change state. At the same time, a signal for permitting hybrid control is output to the hybrid control means 76, 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 72, or For example, a signal for permitting automatic shifting of the automatic transmission unit 20 is output in accordance with a shift diagram shown in FIG. In this case, the automatic transmission is performed by the stepped shift control means 72 by the 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 80 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 input rotational speed N _IN of the automatic transmission unit 20 is transmitted to each of the first speed, second speed, third speed, and fourth speed of the automatic transmission unit 20, that is, transmission. member rotational speed N ₁₈ is each gear is varied continuously variable manner is that the speed ratio of can be obtained. 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.

Now, FIG. 7 will be described in detail. FIG. 7 is a shift diagram (relationship, shift map) stored in advance in the storage means 74 that is the basis of shift determination of the automatic transmission unit 20, and relates to vehicle speed V and 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. 7 is an upshift line, and the alternate long and short dash line is a downshift line.

7 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 80. That is, the broken line in FIG. 7 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. 7, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 7 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 80 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. Note that the shift map including this switching diagram may be stored in the storage means 74 in advance. 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. For example, in this case, the switching control means 80 determines whether or not the vehicle state, for example, the actual vehicle speed V exceeds the determination vehicle speed V1, and when the vehicle speed exceeds the determination vehicle speed V1, for example, the switching brake B0 is engaged to change the speed. The mechanism 10 is set to a stepped shift state. Further, the switching control means 80 determines whether or not the vehicle state, for example, the output torque T _OUT of the automatic transmission unit 20 has exceeded the judgment output torque T1, and when it exceeds the judgment output torque T1, for example, the switching clutch C0 is engaged. Thus, the speed change mechanism 10 is set to the stepped speed change state.

  In addition, when the control unit of an electric system such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission is malfunctioning or deteriorated, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Failure of equipment related to the electrical path until it is converted into dynamic energy, that is, failure of the first electric motor M1, the second electric motor M2, the inverter 70, the power storage device 50, the transmission line connecting them, etc. (fail) In the case of a vehicle state in which a malfunction or deterioration in function due to low temperature occurs, the switching control means 80 preferentially turns the speed change mechanism 10 in order to ensure vehicle travel even in the continuously variable control region. A shift state may be set. For example, in this case, the switching control means 80 determines whether or not a failure or a functional deterioration of an electric control device such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission has occurred. When it is determined that a failure or a functional deterioration occurs, the transmission mechanism 10 is set to a stepped transmission state.

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 34 but also, for example, the output torque T _OUT of the automatic transmission unit 20, the engine torque T _E, the vehicle acceleration G and, for example, an accelerator opening Acc or the throttle valve opening theta _{TH (or} intake air quantity, air-fuel ratio, fuel injection amount) engine torque T that is calculated based the on the engine rotational speed N _E A required (target) engine torque T _E calculated based on an actual value such as _E , an accelerator opening Acc or a throttle valve opening θ _TH , a required (target) output torque T _{OUT of} the automatic transmission unit 20, a required drive It may be an estimated value such as force. Further, the drive torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the drive wheel 34, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

  Further, the determination vehicle speed V1 is set such that the transmission mechanism 10 is set to the stepped transmission state at the high speed so that the fuel consumption is prevented from deteriorating, for example, when the transmission mechanism 10 is set to the continuously variable transmission state at the high speed. Is set to That is, in high-speed traveling, the speed change mechanism 10 is effectively used as a planetary gear type stepped transmission with good transmission efficiency by not including an electric path.

  Further, the determination torque T1 is obtained from the first electric motor M1 in order to reduce the size of the first electric motor M1 without causing the reaction torque of the first electric motor M1 to correspond to the high output range of the engine 8, for example, during high output traveling of the vehicle. It is set according to the characteristics of the first electric motor M1 that can be arranged with a smaller maximum output of electrical energy. Alternatively, the determination torque T1 is high because, for example, in the high-power traveling of the vehicle, the demand for the shift feeling in which the engine speed changes with the shift is more important than the demand for the fuel consumption of the driver. It is set so that the speed change mechanism 10 is in the stepped speed change state in the output travel. In other words, in high-power traveling, the transmission mechanism 10 is caused to function as a continuously variable transmission whose speed ratio is changed stepwise by functioning as a continuously variable transmission.

10, the engine output as a boundary for the area determining which of the engine rotational speed N _E and engine torque T _E and the switching control means 80 by the step-variable control region and the continuously variable control region as a parameter It is a switching diagram (switching map, relationship) having a line and stored in advance in the storage means 74, for example. Switching control means 80, based on the switching diagram of FIG. 10 on the engine rotational speed N _E and engine torque T _E in place of the switching diagram of Fig. 7, 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. 10 is also a conceptual diagram for making a broken line in FIG. In other words, the broken line in FIG. 7 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. 7, 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 is stepped. Since it is set as a control region, 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. It is executed at the time of a low driving torque as a 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. 10, 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. 10 corresponds to a high vehicle speed determination line that is a series of high vehicle speed determination values and a high output travel determination line that is a series of high output travel determination values. ing.

  As a result, for example, when the vehicle is traveling at low to medium speeds and at low to medium power, the speed change mechanism 10 is set to a continuously variable transmission state to ensure the fuel efficiency of the vehicle. When the vehicle travels at a high speed such that the actual vehicle speed V exceeds the determination vehicle speed V1, the speed change mechanism 10 operates as a stepped transmission, and the output of the engine 8 is output exclusively through a mechanical power transmission path. Is transmitted to the drive wheels 34, and conversion loss between power and electric energy generated when operating as an electric continuously variable transmission is suppressed, and 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 34 to operate as an electric continuously variable transmission is the low / medium speed traveling and the low / medium power traveling of the vehicle. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized.

That is, when the predetermined value TE1 is the first electric motor M1 is preset as switching threshold value of the engine torque T _E that can withstand the reaction torque, high power, such as the engine torque T _E exceeds the predetermined value TE1 in running, since the differential portion 11 is placed in the step-variable shifting state, the first electric motor M1 need to withstand the reaction torque with respect to the engine torque T _E, as when the differential portion 11 is placed in the continuously-variable shifting state Therefore, the durability of the first electric motor M1 is prevented from being increased while the durability of the first electric motor M1 is prevented from being increased. In other words, the first electric motor M1 in the present embodiment, by the maximum output is smaller than the reaction torque capacity corresponding to the maximum value of the engine torque T _E, i.e. its maximum output by not correspond to the reaction torque capacity for the engine torque T _E that exceeds the predetermined value TE1, downsizing is realized.

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

As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user can enjoy a change in stepped automatic accompanying upshift in the transmission driving the engine rotational speed N _E changes i.e. rhythmical engine rotational speed N _E accompanying the gear shift.

Incidentally, in this embodiment, in addition to not correspond to the reaction force torque with respect to the engine torque T _E, as the maximum output of the first electric motor M1 exceeds a predetermined value TE1, a differential unit 11 as an electric differential device in order to function, that is responsible by the reaction torque at all times first electric motor M1 and the engaging device K0 (switching clutch C0 or switching brake B0) on the engine torque T _E, that is, the sun gear reaction force torque T _S1 first motor reactionary By constantly (simultaneously) generating both the force torque T _M1 and the engagement device reaction force torque T _K , the reaction force torque that should be handled by the first electric motor M1 can be reduced, thereby further reducing the size of the first electric motor M1. It has been realized.

Incidentally, the engagement device reaction torque T _K here is, as described above, is a reaction torque by the engagement torque of the reaction torque or brake B0 due to the engagement torque of the switching clutch C0, the switching clutch C0 It can be seen that the torque torque is not the reaction force control but the torque circulation control. That is, in order to cause the differential unit 11 to function as an electrical differential device, the reaction force control of the differential unit 11 is performed by operating the first electric motor M1 and the switching clutch C0. It can be seen that the reaction force control of the differential unit 11 is performed by operating M1, and simultaneously the torque circulation control of the differential unit 11 is performed by operating the switching clutch C0. Therefore, with respect to the engagement torque of the switching clutch C0, which is an example of the engagement device reaction torque T _K in the present embodiment, it of course is possible to withstand the reaction torque with respect to the engine torque T _E by performing the reaction force control In addition, it is assumed that it includes handling the reaction torque by performing torque circulation control.

The first electric motor when the sun gear reaction force torque T _S1 is shared by the first electric motor reaction force torque T _M1 and the engagement device reaction force torque T _K when the differential unit 11 functions as an electric differential device. Regarding the setting of the torque sharing rate between the reaction force torque T _M1 and the engagement device reaction force torque T _K , that is, the torque sharing rate R _T (= T _M1 / (T _M1 + T _K )) of the first electric motor M 1, the following details will be given. explain.

The torque sharing ratio changing means 82 needs to be calculated by the hybrid control means 76 based on the reaction force required to handle the engine output when the differential section 11 functions as an electrical differential device. First motor reaction force based on the required reaction force power (= T _S1 × N _M1 ) P _S1 based on the correct sun gear reaction force torque T _S1 and the rotation speed of the first sun gear S1 (that is, the first motor rotation speed N _M1 ). The torque sharing ratio R _T between the torque T _M1 and the engagement device reaction force torque T _K is changed (determined).

For example, the torque share ratio changing means 82, requests the reaction force power P _S1 is requested reaction force power P _S1 of torque sharing rate R _T enough to become high power is in advance experimentally sought stored as small determining a torque sharing rate R _T based on the actual requirements reaction force power P _S1 from the relationship between the torque sharing rate R _T (torque sharing ratio map). That is, the torque (= T _S1 × R _T ) up to the maximum capacity (rated output) of the further miniaturized first electric motor M1 is borne (shared) by the first electric motor M1, and the maximum of the first electric motor M1 The torque exceeding the capacity (= T _S1 × (1−R _T )) is borne by the engagement device K0.

By doing so, it becomes possible to always share the sun gear reaction torque T _S1 by the engagement device K0, and the first motor M1 becomes less dependent on the sharing of the sun gear reaction torque T _S1 and the first motor. M1 can be further downsized. Further, the heat load can be distributed between the engagement device K0 and the first electric motor M1, and the calorific value Q _K (= C × ∫ (T _S1 × (1−R _T ) × ΔN _K ) dt of the engagement device K0. ; C is a constant, .DELTA.N _K can suppress the relative rotational speed) of the slip amount i.e. engaging device K0 engaging section K0. Further, in a region where the required reaction force power P _S1 becomes relatively high power, it is also possible to bear the sun gear reaction force torque T _S1 only engagement device K0, to completely engage the engagement device K0 possible since it is possible to suppress the heat generation amount Q _K of the engagement device K0.

Based on the torque sharing rate R _T determined by the torque sharing rate changing unit 82, the hybrid control unit 76 uses the first motor reaction force torque T _M1 (= T _S1 × R _T) to be shared by the first motor _M1. ) Is output to the inverter 70. Further, the switching control means 80 uses the engagement device K0 as slip control based on the torque share rate _RT determined by the torque share rate changing means 82, and the engagement device reaction force to be shared by the engagement device K0. A command for generating the torque T _K (= T _S1 × (1−R _T )) is output to the hydraulic control circuit 64.

  Thus, in order to make the differential section 11 function as an electrical differential device, the reaction force control for operating the first electric motor M1 is always performed by the hybrid control means 76 and the switching control means 80 is engaged. Reaction force control for slip control of the combined device K0 is performed, and the hybrid control means 76 and the switching control means 80 function as differential control means. As described above, when the switching clutch C0 is used as the engagement device K0, the reaction force control for controlling the slippage of the engagement device K0 can be regarded as torque circulation control.

FIGS. 11 and 12 are examples of a torque sharing ratio map used for changing the torque sharing ratio _RT by the torque sharing ratio changing means 82, and are stored in the storage means 74. Figure 11 is an example of when sharing the sun gear reaction force torque T _S1 by switching brake B0, FIG. 12 shows an example of when sharing the sun gear reaction force torque T _S1 by the switching clutch C0.

As shown in solid and dashed lines in FIGS. 11 and 12, requests the reaction force power P _S1 torque sharing rate R _T enough to a high power is gradually reduced, the required reaction torque in a region where the power P _S1 is relatively high power The sharing ratio _RT is set to zero, and the torque is shared only by the engagement device K0.

The solid line indicates the torque sharing ratio _RT when the first electric motor M1 exhibits its maximum capacity. The torque sharing ratio map shown by the solid line is set to the side where the torque sharing ratio _RT increases as the maximum capacity of the first motor M1 increases, and the first motor M1 aims at further miniaturization of the first motor M1. When the maximum capacity of is reduced, the torque sharing ratio _RT is set to be smaller.

The broken line is a torque sharing rate _RT when the first motor reaction force torque T _M1 is limited, and is smaller than the torque sharing rate _RT when not limited as indicated by the solid line. That is, when the first electric motor reaction force torque T _M1 is limited, a torque sharing ratio map indicated by a broken line with a reduced torque sharing ratio _RT is used instead of the torque sharing ratio map indicated by the solid line. In other words, when the first electric motor reaction force torque _TM1 is limited, a torque sharing ratio map in which the torque sharing of the engagement device K0 is increased is used. By setting the torque sharing ratio _RT in this manner, even if the output of the first electric motor M1 is limited, the decrease in the output of the first electric motor M1 is compensated by the engagement device K0 and the necessary sun gear reaction torque T _S1 is obtained.

When the first motor reaction torque T _M1 is limited, for example, there is a limit to the power acceptability of the power storage device 50 to which the power generated by the first motor M1 is supplied, for example, at low temperatures when the capacity of the first motor M1 is reduced. It is assumed that the first electric motor M1 is overheated or the like.

The M1 torque limit determining means 84 is experimentally determined in advance as to whether or not the first motor reaction torque T _M1 is limited, for example, the temperature of the first motor M1 is preliminarily determined as the capability of the first motor M1 decreases. The first motor M1 is operated in consideration of whether the temperature is lower than a predetermined temperature, whether or not the acceptability of the power storage device 50 is limited, or whether the operating state of the first motor M1 is durable. The determination is made based on whether or not a predetermined overheat state is obtained in advance and experimentally determined as needing to be limited.

When the M1 torque limit determining unit 84 determines that the first electric motor reaction force torque T _M1 is limited, the torque sharing ratio changing unit 82 is a case where the first electric motor reaction force torque T _M1 is not limited. with select (employed) a torque sharing rate map when the first electric motor reaction torque T _M1 a torque sharing rate R _T is smaller than the torque distribution ratio map is limited, i.e. the torque of the engaging device K0 A torque sharing ratio map with increased sharing is selected (adopted), a torque sharing ratio _RT is determined according to the selected torque sharing ratio map, and the torque shared by the first electric motor M1 is reduced, that is, engaged. The torque shared by the device K0 is increased.

Thus, the sun gear reaction force torque T _S1 is shared by the first motor reaction force torque T _M1 and the engagement device reaction force torque T _K. Further, when the first electric motor reaction torque T _M1 is limited, the torque share of the engaging device reaction torque T _K is large sun gear reaction torque T _S1 required is obtained. Further, in a region where the required reaction force power P _S1 becomes relatively high power, the sun gear reaction force torque T _S1 required only engaging device K0 is obtained. Therefore, usually, the engagement device reaction torque T _K will not be short of the sun gear reaction force torque T _S1. In other words, the maximum torque capacity of the engagement device K0 is determined so that there is no shortage.

However, when the engagement device reaction torque T _K is limited, there is a possibility of running out of engagement devices reaction torque T _K against sun gear reaction force torque T _S1. Therefore, when the engagement device reaction torque T _K is limited, the sun gear reaction force torque T _S1 required to reduce the engine output in the range of engagement devices reaction torque T _K.

The two-dot chain lines in FIGS. 11 and 12 indicate the reaction force power (= T _K × N _M1 ) P _K in the first sun gear S1 obtained by the engagement device K0 when the engagement device reaction force torque T _K is limited. of represents the limit line L _PK, required reaction force power P _S1 is a region exceeding this limit line L _PK is a restricted area of the engine torque T _E. In this limited region, the engine torque _TE is limited so that the required reaction force power P _S1 does not exceed the limit line L _PK .

When the engagement device reaction torque _TK is limited, for example, when the oil temperature of the hydraulic actuator of the engagement device K0 becomes high and the responsiveness of the engagement device K0 decreases, or when the oil temperature is low. It is assumed that the control valve that controls the hydraulic actuator of the device K0 is restricted (restricted).

Engaging torque limit determining means 86 determines the whether limitations of the engagement device reaction torque T _K is present, for example hydraulic oil temperature is experimentally obtained in advance as a response of the engagement device K0 decreases It is determined based on whether or not the oil temperature is equal to or lower than the predetermined oil temperature, or whether or not the control valve that controls the hydraulic actuator of the engagement device K0 is limited.

When the hybrid control means 76 generates the engine torque T _E (= (1 + ρ1) × T _D ) from which the direct torque T _D is obtained, the engagement torque limiting determination means 86 causes the engagement device reaction force torque T _K. If the limit is determined that there is the engine outputs an engine torque limit command requests the reaction force power P _S1 to limit the engine torque T _E so as not to exceed the limit line L _PK to an engine output control device 52 outputs Functions as a limiting means. The engine output control device 52 controls the fuel injection by the fuel injection device 60 and the ignition device 62 such as an igniter in addition to the opening and closing control of the electronic throttle valve 56 by the throttle actuator 58 according to the engine torque limit command from the hybrid control means 76. The engine torque is limited by controlling the ignition timing.

  FIG. 13 shows the control operation of the electronic control unit 40, that is, the first motor M1 and the engagement when the differential unit 11 functions as an electrical differential device by the first motor M1 and the engagement device K0. 6 is a flowchart for explaining a control operation for enabling downsizing of the first electric motor M1 while suppressing a decrease in performance of the device K0, and is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds. It is.

First, in S1 corresponding to the hybrid control means 76, for example, the required input torque (differential part output torque) based on the actual accelerator opening Acc from the differential part output torque map of FIG. ) T _IN ^* is calculated.

Next, in S2 corresponding to the M1 torque limit determining means 84, as whether limits of the first electric motor reaction torque T _M1 is there is, for example, the temperature of the first electric motor M1 is the ability of the first electric motor M1 decreases The determination is made based on whether or not the temperature is equal to or lower than a predetermined temperature obtained experimentally in advance or whether or not the acceptability of the power storage device 50 is limited.

Wherein in S3 corresponding to the engaging torque limit determining means 86 if S2 of determination is negative, whether limiting the engagement devices reaction torque T _K there is, for example, hydraulic oil temperature is engaging device K0 This is based on whether or not the oil temperature is lower than a predetermined oil temperature that has been experimentally determined in advance as a decrease in the responsiveness, or whether or not the control valve that controls the hydraulic actuator of the engagement device K0 is limited. Is determined.

If the determination in S3 is negative, in S4 corresponding to the torque sharing rate changing means 82, for example, the first electric motor based on the required reaction force power _PS1 from the torque sharing rate map shown in the solid line of FIG. 11 or FIG. torque sharing rate R _T of the reaction torque T _M1 and the engaging device reaction torque T _K is changed (determined).

If the determination in S2 is affirmative, in S5 corresponding to the torque sharing rate changing means 82, the torque sharing rate map shown by the solid line in FIG. 11 or FIG. 12 when the first motor reaction force torque _TM1 is not limited. The torque shown by the broken line in FIG. 11 or FIG. 12 when the first motor reaction force torque T _M1 is limited when the torque sharing ratio _RT is reduced (that is, the torque sharing of the engagement device K0 is increased). with distribution ratio map is selected (employed), the torque of the first electric motor reaction torque T _M1 and the engaging device reaction torque T _K based from the selected torque sharing rate mapped to request the reaction force power P _S1 The sharing ratio _RT is changed (determined).

If the determination in S3 is affirmative, in S6 corresponding to the hybrid control means 76 and the torque sharing ratio changing means 82, the required reaction force power _PS1 is a limit as indicated by the two-dot chain line in FIG. The reaction force power (= T _K × N _M1 ) P _K in the first sun gear S1 obtained by the engagement device K0 when the line L _PK is not exceeded, that is, when the engagement device reaction torque _TK is limited. so as not to exceed the engine torque limit command to limit the engine torque T _E is output to the engine output control device 52, for example 11 or based on the required reaction force power P _S1 from the torque sharing rate map shown in solid line in FIG. 12 torque sharing rate R _T of the first electric motor reaction torque T _M1 and the engaging device reaction torque T _K is changed (determined).

Following S4, S5, or S6, in S7 corresponding to the hybrid control means 76 and the switching control means 80, based on the torque sharing ratio _RT determined in S4, S5, or S6, the first A command for generating the first motor reaction force torque T _M1 (= T _S1 × R _T ) to be shared by the motor M1 is output to the inverter 70, and the engagement device K0 is shared by the engagement device K0 as slip control. A command for generating the power engagement device reaction torque T _K (= T _S1 × (1−R _T )) is output to the hydraulic control circuit 64.

As described above, according to the present embodiment, it is necessary to take charge of the engine output by the torque sharing ratio changing means 82 in the reaction force control for causing the differential section 11 to function as an electrical differential device. Based on the reaction force, that is, based on the required reaction force power (= T _S1 × N _M1 ) P _S1 , the torque sharing ratio R _T between the first motor reaction force torque T _M1 and the engagement device reaction force torque T _K is since the change, and the first electric motor reaction torque T _M1 and the engaging device reaction torque T _K is properly shared always by engagement devices K0 to able to receive a reaction force against the engine torque T _E Therefore, the dependence on the first electric motor M1 for receiving the reaction force is reduced. Further, it is possible to suppress the heat generation amount Q _K engagement device K0 and the first electric motor M1 and the dispersion can be engaging device to a heat load at K0. Also, depending on the required reaction force power P _S1 can suppress the heat generation amount Q _K also possible to become engaging device K0 to completely engage the engagement device K0. As a result, it is possible to reduce the size of the first electric motor M1 while suppressing the performance degradation of the first electric motor M1 and the engagement device K0.

Further, according to the present embodiment, when the first motor reaction force torque _TM1 is limited, the torque share of the engagement device K0 is increased by the torque share rate changing means 82, so that, for example, the first motor M1 Even if the first motor reaction force torque T _M1 is limited, such as when the capacity decreases and when the power acceptability of the power storage device 50 to which the power generated by the first motor M1 is supplied is limited, the first motor The torque capacity of the engagement device K0 is increased so as to compensate for the decrease in the output of M1, and the necessary sun gear reaction torque T _S1 is obtained.

Further, according to this embodiment, when the engagement device reaction torque _TK is limited, the engine torque _TE is limited by the hybrid control means 76, so that the necessary sun gear reaction torque T _S1 is reduced to the engagement device reaction. it is in the range of torque T _K can protect the engagement device K0.

Further, according to the present embodiment, the hybrid control means 76 and the switching control means 80 operate the first electric motor M1 in order to make the differential section 11 function as an electrical differential device. since the reaction force control torque circulation control of the differential portion 11 is performed by operating the engagement device K0 simultaneously carried out in all times, to receive a reaction force against the engine torque T _E by engagement device K0 And the dependence on the first electric motor M1 for receiving the reaction force is reduced. Further, it is possible to suppress the heat generation amount Q _K engagement device K0 and the first electric motor M1 and the dispersion can be engaging device to a heat load at K0. Further, it is possible to suppress the heat generation amount Q _K also possible to become engaging device K0 to completely engage the engagement device K0. As a result, it is possible to reduce the size of the first electric motor M1 while suppressing the performance degradation of the first electric motor M1 and the engagement device K0.

  In addition, according to the present embodiment, the automatic transmission unit 20 is provided in the power transmission path from the transmission member 18 to the drive wheel 34, and therefore based on the transmission ratio γ0 of the differential unit 11 and the transmission ratio γ of the automatic transmission unit 20. Thus, the overall speed ratio γT of the speed change mechanism 10 is formed, and a wide driving force can be obtained by using the speed ratio γ of the automatic speed changer 20.

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

In the above-described embodiment, the torque sharing rate changing means 82 is based on the actual required reaction force power _PS1 from the torque sharing rate map using the required reaction force power _PS1 and the torque sharing rate _RT as variables. The rate _RT was determined. In the present embodiment, the torque sharing rate changing means 82 is first calculated and stored in advance so as to decrease the torque sharing rate _RT as the first motor rotation speed N _M1 increases. Based on the actual first motor rotation speed N _M1 , the torque sharing ratio R _T is determined from the relationship between the motor rotation speed N _M1 and the torque sharing ratio R _T (torque sharing ratio map).

Specifically, FIG. 14 and FIG. 15 are examples of torque sharing rate maps used for changing the torque sharing rate _RT by the torque sharing rate changing means 82, and are stored in the storage means 74. It is. FIG. 14 is an example when the sun gear reaction torque T _S1 is shared by the switching brake B0, and corresponds to the torque sharing ratio map of FIG. FIG. 15 is an example when the sun gear reaction torque T _S1 is shared by the switching clutch C0, and corresponds to the torque sharing ratio map of FIG.

As shown in solid and dashed lines in FIGS. 14 and 15, a torque sharing rate R _T greater the first-motor rotation speed N _M1 is high rotation is gradually reduced, the region where the first-motor rotation speed N _M1 is relatively high rotation In this case, the torque sharing rate _RT is set to zero, and the torque is shared only by the engagement device K0. Since the first motor rotation speed N _M1 is equivalent to the vehicle speed V and the output shaft rotation speed N _OUT , the first motor rotation at which the engagement device K0 is not completely engaged and the vehicle speed is increased to a certain level while the vehicle is stopped. allowing full engagement of the engaging device K0 is relatively high rotation region of the speed N _M1.

The solid line indicates the torque sharing ratio _RT when the first electric motor M1 exhibits its maximum capacity. The torque sharing ratio map shown by the solid line is set to the side where the torque sharing ratio _RT increases as the maximum capacity of the first motor M1 increases, and the first motor M1 aims at further miniaturization of the first motor M1. When the maximum capacity of is reduced, the torque sharing ratio _RT is set to be smaller.

The broken line is a torque sharing rate _RT when the first motor reaction force torque T _M1 is limited, and is smaller than the torque sharing rate _RT when not limited as indicated by the solid line. That is, when the first electric motor reaction force torque T _M1 is limited, a torque sharing ratio map indicated by a broken line with a reduced torque sharing ratio _RT is used instead of the torque sharing ratio map indicated by the solid line. In other words, when the first electric motor reaction force torque _TM1 is limited, a torque sharing ratio map in which the torque sharing of the engagement device K0 is increased is used. By setting the torque sharing ratio _RT in this manner, even if the output of the first electric motor M1 is limited, the decrease in the output of the first electric motor M1 is compensated by the engagement device K0 and the necessary sun gear reaction torque T _S1 is obtained.

  Also in this embodiment, when the differential unit 11 is caused to function as an electrical differential device by the first electric motor M1 and the engagement device K0, the first electric motor M1 and the engagement device K0 are suppressed from lowering performance. The control operation for enabling downsizing of the single motor M1 is performed according to the flowchart of FIG. 13 as in the above-described embodiment.

However, in S4 of FIG. 13, the first motor reaction force torque T _M1 and the engagement device reaction force torque based on the first motor rotation speed N _M1 from, for example, the torque sharing ratio map shown in FIG. 14 or FIG. torque sharing rate _{R T} of the T _K is changed (determined).

Further, in S5, the torque sharing ratio _RT is made smaller than the torque sharing ratio map shown by the solid line in FIG. 14 or FIG. 15 when the first motor reaction force torque _TM1 is not limited (that is, engaged). The torque sharing rate map shown by the broken line in FIG. 14 or FIG. 15 when the first motor reaction force torque T _M1 is limited (the torque sharing of the device K0 is increased) is selected (adopted). Based on the first motor rotation speed N _M1 , the torque sharing ratio R _T between the first motor reaction force torque T _M1 and the engagement device reaction torque T _K is changed (determined) from the torque sharing ratio map.

In S6, the reaction force power (= T _K × N _M1 ) P _K in the first sun gear S1 obtained by the engagement device K0 when the engagement device reaction force torque _TK is limited is required as the reaction force. as power P _S1 is not greater than, the engine torque limit command to limit the engine torque T _E is output to the engine output control device 52, for example, FIG. 14 or the first electric motor speed from the torque sharing rate map shown in solid line in FIG. 15 Based on N _M1 , the torque sharing ratio R _T between the first motor reaction force torque T _M1 and the engagement device reaction torque T _K is changed (determined).

As described above, according to the present embodiment, when the reaction force control for causing the differential unit 11 to function as an electrical differential device is performed, the torque sharing rate changing unit 82 sets the first motor rotation speed N _M1 . the torque sharing rate R _T of the first electric motor reaction torque T _M1 and the engaging device reaction torque T _K is changed based, and the engaging device reaction torque T _K first motor reaction torque T _M1 is properly shared always by engagement devices K0 becomes possible to receive a reaction force against the engine torque T _E, dependence decreases to the first electric motor M1 for receiving the reaction force. Further, it is possible to suppress the heat generation amount Q _K engagement device K0 and the first electric motor M1 and the dispersion can be engaging device to a heat load at K0. Also, depending on the required reaction force power P _S1 can suppress the heat generation amount Q _K also possible to become engaging device K0 to completely engage the engagement device K0. As a result, it is possible to reduce the size of the first electric motor M1 while suppressing the performance degradation of the first electric motor M1 and the engagement device K0.

In the first embodiment, the torque sharing rate changing means 82 is based on the actual required reaction force power _PS1 from the torque sharing rate map having the required reaction force power _PS1 and the torque sharing rate _RT as variables. The rate R _T is determined, and in the second embodiment, the torque sharing based on the actual first motor rotation speed N _M1 from the torque sharing ratio map using the first motor rotation speed N _M1 and the torque sharing ratio R _T as variables. The rate _RT was determined. In this embodiment, the torque sharing rate changing means 82 has been in advance experimentally sought stored as heat capacity i.e. the calorific value Q _K is high becomes enough torque sharing rate R _T of the engagement device K0 is larger The torque sharing ratio _RT is determined based on the actual heat generation quantity Q _K from the relationship between the heat generation amount Q _K and the torque sharing ratio _RT (torque sharing ratio map).

FIGS. 16 and 17 are examples of torque sharing ratio maps used for changing the torque sharing ratio _RT by the torque sharing ratio changing means 82, and are stored in the storage means 74. FIG. 16 is an example when the sun gear reaction torque T _S1 is shared by the switching brake B0, and corresponds to the torque sharing ratio map of FIGS. FIG. 17 shows an example when the sun gear reaction torque T _S1 is shared by the switching clutch C0, and corresponds to the torque sharing ratio map shown in FIGS.

As shown in solid line in FIG. 16 and 17, the calorific value Q _K is high becomes enough torque sharing rate R _T is gradually increased, the torque distribution ratio R _T is 1.0 in an area where the calorific value Q _K becomes relatively high Thus, the torque is shared only by the first electric motor M1. The torque sharing ratio map shown by this solid line shows the torque sharing ratio _RT at the time of output of the first electric motor M1.

The two-dot chain lines in FIGS. 16 and 17 are experimentally obtained and determined in advance as the operating state of the engagement device K0 needs to avoid the torque sharing by the engagement device K0 in consideration of durability and the like. The limit value L _QK is shown. Accordingly, the torque sharing ratio _RT is set to 1.0 in the region where the heat generation amount Q _K exceeds the limit value L _QK .

  Also in this embodiment, when the differential unit 11 is caused to function as an electrical differential device by the first electric motor M1 and the engagement device K0, the first electric motor M1 and the engagement device K0 are suppressed from lowering performance. The control operation for enabling downsizing of the single motor M1 is performed according to the flowchart of FIG. 13 as in the above-described embodiment.

However, S2 and S5 in FIG. 13 are deleted, and in S4, for example, the first motor reaction force torque T _M1 is related to the first motor reaction force torque T _M1 based on the heat generation amount Q _K from the torque sharing ratio map shown in FIG. 16 or FIG. torque sharing rate R _T of the coupling devices reactive torque T _K is changed (determined).

In S6, the reaction force power (= T _K × N _M1 ) P _K in the first sun gear S1 obtained by the engagement device K0 when the engagement device reaction force torque _TK is limited is required as the reaction force. as power P _S1 is not greater than, the engine torque limit command to limit the engine torque T _E is output to the engine output control device 52, the calorific value Q _K from the torque sharing rate map shown in solid line in example 16 or 17 Based on this, the torque sharing ratio R _T between the first motor reaction force torque T _M1 and the engagement device reaction force torque T _K is changed (determined).

As described above, according to the present embodiment, when the reaction force control for causing the differential unit 11 to function as an electrical differential device is performed, the amount of heat generated Q of the engagement device K0 by the torque sharing rate changing unit 82. the torque sharing rate R _T of the first electric motor reaction torque T _M1 and the engaging device reaction torque T _K based on _K is changed, the first electric motor reaction torque T _M1 and the engaging device reaction torque T and the _K are properly shared, depending on the calorific value Q _K of the engagement device K0 dependence on the first electric motor M1 for receiving a reaction force against the engine torque T _E is reduced. Further, the heat load can be distributed between the engagement device K0 and the first electric motor M1, and the amount of heat generated by the engagement device K0 can be suppressed. As a result, it is possible to reduce the size of the first electric motor M1 while suppressing the performance degradation of the first electric motor M1 and the engagement device K0.

  FIG. 18 is a skeleton diagram illustrating the configuration of the speed change mechanism 110 according to another embodiment of the present invention, and FIG. 19 is a view showing the relationship between the gear position of the speed change mechanism 110 and the engagement combination of the hydraulic friction engagement device. FIG. 20 is a collinear diagram illustrating the speed change operation of the speed change mechanism 110.

  As in the above-described embodiment, the speed change mechanism 110 includes the 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 120 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 120 includes a single pinion type second planetary gear unit 26 having a predetermined gear ratio ρ2 of, for example, “0.532” and a single pinion type having a predetermined gear ratio ρ3 of, for example, “0.418”. 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 transmission mechanism 110 configured as described above, for example, as shown in the engagement operation table of FIG. 19, 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 110, a stepped gear that operates as a stepped transmission with the differential portion 11 and the automatic speed change portion 120 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 120 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 110 is switched to the stepped speed change state by engaging any one of the switching clutch C0 and the change brake B0, and is not required by engaging neither the change clutch C0 nor the change brake B0. It is switched to the step shifting state.

  For example, when the speed change mechanism 110 functions as a stepped transmission, as shown in FIG. 19, 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," Example of a value in which the 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 the engagement of the first clutch C1, the second clutch C2, and the switching brake B0. In fourth gear, about "0.705", it 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 110 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 19 are released. Thus, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 120 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 120 are achieved. For each gear, the input rotational speed N _IN of the automatic transmission unit 120, that is, the transmission member rotational speed N ₁₈ is changed steplessly, and each gear step has a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 110 as a whole can be obtained continuously.

  FIG. 20 is a diagram illustrating a transmission mechanism 110 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 120 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. 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 120 in FIG. 20 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 120, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is selectively connected to the case 12 via the first brake B1, and 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 120, 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 120, as shown in FIG. 20, 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 rotating 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 110 according to the present embodiment also includes the differential portion 11 that functions as a continuously variable transmission portion or a first speed change portion, and an automatic transmission portion 120 that functions as a stepped speed change portion or a second speed change portion. The same effects as those of the above-described embodiment can be obtained.

  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, when the engagement device reaction force torque _TK is limited, the engine torque _TE is limited by the hybrid control means 76, but instead of or in addition to this, the torque sharing rate The changing means 82 may increase the torque sharing ratio _RT of the first electric motor M1 within a possible range.

  Further, the transmission mechanisms 10 and 110 of the above-described embodiment have a differential state in which the differential unit 11 (power distribution mechanism 16) can operate as an electric 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 110 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 110 (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.

  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, the first motor M1 is operatively connected to the first sun gear S1 through, for example, a gear, a belt, a speed reducer, etc., and the second motor M2 is a transmission member. 18 may be connected. In addition, the second electric motor M2 is connected to the transmission member 18, but may be connected to the output shaft 22 or may be connected to a rotating member in the automatic transmission units 20 and 120. The form in which the second electric motor M2 is connected to the transmission member 18, the output shaft 22, etc. via a gear, a belt, a speed reducer, etc. is also an aspect provided in the power transmission path from the transmission member to the drive wheels. . Note that the present invention can be applied even if the second electric motor M2 is not provided. In this case, the required input torque T _IN ^* is allowed to occur only in the direct torque T _D.

  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 110 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.

  Further, in the above-described embodiment, the automatic transmission units 20 and 120 are inserted in the power transmission path between the differential member 11, that is, the transmission member 18 that is an output member of the power distribution mechanism 16 and the drive wheel 34. 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 120 are used by using the plurality of fixed gear ratios. Shifting may be performed. Further, the present invention can be applied even if the automatic transmission units 20 and 120 are not necessarily provided.

  In the above-described embodiment, the automatic transmission units 20 and 120 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 on the counter shaft. The automatic transmission units 20 and 120 may be arranged concentrically. In this case, the differential unit 11 and the automatic transmission units 20 and 120 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 planetary gear device is not limited to a single pinion type, and may be a double pinion type planetary gear device.

Further, the shift operating device 66 of the above-described embodiment includes the shift lever 68 operated to select a plurality of types of shift positions P _SH. Instead of the shift lever 68, for example, a push button type Switches that can select multiple types of shift positions P _SH , such as switches and slide switches, or devices and foot operations that can switch between multiple types of shift positions P _SH in response to the driver's voice regardless of manual operation it may be a plurality of shift positions P _SH is switched devices or the like by. Further, when the shift lever 68 is operated to the “M” position, the shift range is set, but the shift stage is set, that is, the highest speed shift stage of each shift range is set as the shift stage. May be. In this case, in the automatic transmission units 20 and 102, the gear position is switched and the gear shift is executed. For example, when the shift lever 68 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 68.

  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. The switch as a shift state manual selection device for selecting switching between the non-differential state (lock state), that is, the stepless speed change state and the stepped speed change state of the speed change mechanism 10 can be manually operated by the user. The shift state of the transmission mechanism 10 may be manually switched by, for example, manually operating this switch instead of or in addition to the automatic switching control operation. That is, the switching control means 80 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 whether the switch is in the continuously variable transmission state or the stepped transmission state. For example, if the user desires a travel that can achieve the feeling of the continuously variable transmission and the fuel efficiency improvement effect, the user selects the transmission mechanism 10 by a manual operation so as to be in a continuously variable transmission state. In addition, if the user desires to improve the feeling due to a rhythmic change in the engine rotational speed associated with the speed change of the stepped transmission, the user selects the speed change mechanism 10 by manual operation so as to be in the stepped speed change state.

  The switch allows the user to select vehicle travel in a desired speed change state. For example, the switch includes a seesaw type switch, and is used for continuously variable speed travel command buttons or stepped speed variable travel corresponding to continuously variable speed travel. When the corresponding step-variable travel command button is pressed by the user, the stepless speed-variable travel, that is, the continuously variable speed state in which the speed change mechanism 10 can be operated as an electric continuously variable transmission, or the step-variable speed travel is achieved. In other words, it is possible to select whether or not the transmission mechanism 10 is to be in a stepped transmission state that can be operated as a stepped transmission.

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

  In addition to the seesaw type switch, for example, a push button type switch, two push button type switches that can be held alternatively, a lever type switch, a slide type switch, etc. Any switch that can selectively switch between the differential state) and the stepped variable speed travel (non-differential state) may be used. In addition, when a neutral position is provided in the switch, a switch that can select whether the switch selection state is valid or invalid, that is, equivalent to the neutral position, may be provided separately from the switch instead of the neutral position. Further, instead of or in addition to the switch, 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. Or a device that can be switched by operating a foot.

  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.

8: Engine 10, 110: Transmission mechanism (drive device)
11: Differential unit 16: Power distribution mechanism (differential mechanism)
18: Transmission member 20: Automatic transmission unit (stepped transmission)
34: Drive wheel 40: Electronic control device (control device)
76: Hybrid control means (differential control means, engine output limiting means)
80: Switching control means (differential control means)
82: Torque sharing ratio changing means M1: First electric motor C0: switching clutch (engaging device)
B0: Switching brake (engagement device)

Claims (4)

A differential mechanism that distributes engine output to the first electric motor and the transmission member, and an engagement device that can limit a differential action of the differential mechanism and function as an electrical differential device A control device for a vehicle drive device that includes a moving portion and performs reaction force control for causing the differential portion to function as an electric differential device by operating the first electric motor and the engagement device. There,
Torque sharing rate changing means for changing the torque sharing rate between the first motor and the engagement device based on the rotational speed of the first motor during the reaction force control;
When the torque capacity of the engagement device is limited, the engine output that limits the output of the engine so that the reaction force required to take charge of the output of the engine is within the range of the torque capacity of the engagement device. A control device for a vehicle drive device, comprising: a limiting means.   2. The control device for a vehicle drive device according to claim 1, wherein the torque sharing rate changing means increases the torque sharing rate of the engagement device when the output of the first electric motor is limited. The engagement device is a clutch for integrally rotating the differential mechanism,
3. The vehicular drive according to claim 1 or 2, wherein a reaction torque for causing the differential portion to function as an electrical differential device is generated by returning an engagement torque of the clutch to the differential mechanism. Control device for the device.   The control device for a vehicle drive device according to any one of claims 1 to 3, wherein a stepped transmission is provided in a power transmission path from the transmission member to the drive wheel.

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