JP4215027B2 - Control device for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device suppressing a variable speed shock in shifting a stepped transmission while miniaturizing a driving device or improving fuel consumption in the vehicular driving device equipped with a differential mechanism and the stepped transmission provided in a power transmission line from the differential mechanism to a driving wheel. <P>SOLUTION: A change-over clutch C0 or a change-over brake B0 is provided to switch a transmission mechanism 10 into a continuously variable speed state and a stepped variable speed state to thereby provide the driving device combining both advantages of a fuel consumption improving effect of a transmission in which a variable speed ratio is electrically changed, and the high transmission efficiency of a gear type transmission which mechanically transmits power. In clutch-to-clutch shift transmission in the continuously variable speed state of a differential part 11, an inertia phase is started using a second motor M2 by a hybrid control means 52 prior to the start of an inertia phase following the change-over of engaging pressure. The variable speed start time of the differential part 11 is thereby stabilized to suppress the variable speed shock. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a vehicle drive device including a differential mechanism capable of operating a differential action and an electric motor, and more particularly to a technique for downsizing an electric motor and the like.

  2. Description of the Related Art A vehicle drive device including a differential mechanism that distributes engine output to a first motor and an output shaft, and a second motor provided between the output shaft of the differential mechanism and a drive wheel is known. ing. For example, this is a hybrid vehicle drive device described in Patent Document 1. In such a hybrid vehicle drive device, the differential mechanism is composed of, 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 power from the engine is transmitted. The remaining portion is electrically transmitted using an electric path from the first motor to the second motor, thereby functioning as a transmission whose gear ratio is continuously changed, for example, functioning as an electric continuously variable transmission. The fuel consumption is improved by being controlled by the control device so that the vehicle travels while maintaining the engine in an optimum operating state.

JP 2003-301731 A

  In general, a continuously variable transmission is known as a device for improving the fuel efficiency of a vehicle, while a gear transmission such as a stepped automatic transmission is known as a device having good transmission efficiency. However, there has not yet been a power transmission mechanism that combines these advantages. For example, the hybrid vehicle drive apparatus as shown in Patent Document 1 includes a transmission path that transmits an electric path of electric energy from the first electric motor to the second electric motor, that is, a part of the driving force of the vehicle by electric energy. Since the first electric motor must be increased in size with the increase in engine output, the second electric motor driven by the electric energy output from the first electric motor must also be increased in size, so that the drive device is large. There was a problem of becoming. Alternatively, since a part of the engine output is once converted into electric energy and transmitted to the drive wheels, the fuel consumption may be deteriorated depending on the driving conditions of the vehicle such as high-speed driving. The same problem occurs when the power distribution mechanism is used as a transmission in which the gear ratio is electrically changed, for example, a continuously variable transmission called an electric CVT.

  By the way, in the hybrid vehicle driving apparatus as described above, a differential mechanism (electrical) is used to reduce the required capacity of the second electric motor and reduce the size of the second electric motor when a high driving torque is required. It is well known that a transmission is provided in a power transmission path between an output member of a continuous variable transmission) and drive wheels.

  For example, as an example of the above-described transmission, a stepped automatic transmission that performs a shift by releasing the disengagement side engagement device and engaging the engagement side engagement device is well known. Generally, in such a stepped automatic transmission, the engine rotational speed (or the input rotational speed of the stepped automatic transmission) before and after the shift is based on the vehicle speed and the gear ratio of the stepped automatic transmission. It can be changed uniquely.

  However, as described above, in the drive device including two transmission mechanisms, that is, the differential mechanism (electric continuously variable transmission) and the stepped automatic transmission, based on the gear ratios of the two transmission mechanisms. Since the overall gear ratio of the drive device is formed, when the gear shift of the stepped transmission is executed, the gear shift of the differential mechanism may be executed in accordance with the gear shift. There is a possibility that the shift control of the entire drive device may be complicated as compared with the case where the shift is executed independently.

  For example, in the case where the driving device functions as a continuously variable transmission, for example, during the shifting of the stepped automatic transmission in which the gear ratio changes stepwise (that is, discontinuous), for example, In synchronization with the inertia phase in which the input rotational speed of the stepped automatic transmission changes during the shift, a shift is executed by the differential mechanism to change the gear ratio in the opposite direction. It is necessary to continuously change the overall gear ratio, that is, to suppress changes in the engine speed before and after the shift. At this time, the shift control of the continuously variable transmission unit that suppresses the change in the engine rotational speed before and after the shift during the shift of the stepped transmission unit is performed according to the determination of the control start timing, that is, the start of the inertia phase. Since it was difficult to start control, there was a possibility that a shift shock would occur.

  The present invention has been made in the background of the above circumstances, and its purpose is to provide a differential mechanism capable of operating a differential action to distribute the output of the engine to the first electric motor and the output shaft, and its In a vehicle drive device including a second electric motor provided in a power transmission path from a differential mechanism to a drive wheel, and a stepped transmission constituting a part of the power transmission path, the drive device is reduced in size. Another object of the present invention is to provide a control device that can improve the fuel efficiency or suppress the shift shock at the time of shifting of the stepped transmission.

That is, the gist of the invention according to claim 1 is that: (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member, and a power transmission path from the transmission member to the drive wheels; A continuously variable transmission having a second electric motor and operable as an electrical continuously variable transmission; and a part of the power transmission path and release of the disengagement side engagement device and engagement side engagement device And a stepped transmission unit that functions as a stepped transmission in which a speed change is performed by engagement of the vehicle, and (b) provided in the differential mechanism, A differential limiting device that limits the operation of the continuously variable transmission unit as an electrical continuously variable transmission by limiting the differential action of the differential mechanism; and (c) the continuously variable transmission by the differential limiting device. The operation of the electric continuously variable transmission is not limited and the continuously variable transmission is electrically Said during shifting action of the step-variable transmission portion, the continuously variable transmission unit in a state in which the release-side engagement device holds the release after the start torque capacity when there is a continuously-variable shifting state variable operable And continuously variable transmission control means for starting the inertia phase of the stepped transmission unit by shifting the speed.

  If it does in this way, the continuously variable transmission part in the drive device of a vehicle will be in the differential state which the differential action of the differential mechanism does not restrict | limit the differential action of the differential mechanism by the differential limiting device. Thus, the continuously variable transmission state in which the electric continuously variable transmission can be operated is set, or the differential action of the differential mechanism is limited by the differential limiting device, so that the operation as an electrical continuously variable transmission can be performed. For example, a non-differential state in which the differential mechanism does not perform its differential action, for example, a locked state, for example, can be set to a non-stepless speed change state in which an electric stepless speed change operation is not performed. As a result, a drive device is obtained which has both the advantages of improving the fuel efficiency of a transmission whose gear ratio is electrically changed and the high transmission efficiency of a gear transmission that mechanically transmits power.

  For example, when the continuously variable transmission is set to a continuously variable transmission state in the normal output range of the engine where the vehicle is traveling at low and medium speeds and low and medium power, the fuel efficiency of the vehicle is ensured. Further, when the continuously variable transmission unit is set to a continuously variable transmission state at high speed, the output of the engine is transmitted to the drive wheels exclusively through a mechanical power transmission path, and the gear ratio is electrically changed. Since the conversion loss between the motive power and the electric energy generated when operating as a power source is suppressed, fuel efficiency is improved. In addition, when the continuously variable transmission unit is set to a continuously variable transmission state in high output traveling, the regions to be operated as a transmission whose gear ratio is electrically changed are low and medium output traveling and low and medium output traveling. Thus, the electric energy to be generated by the electric motor, in other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, so that the electric motor or the drive device of the vehicle including the electric motor is further miniaturized.

Also, the above-described continuously variable transmission unit that can be limited in operation as an electric continuously variable transmission, and the stepped transmission unit that constitutes a part of the power transmission path from the continuously variable transmission unit to the drive wheels. In the vehicle drive device, the differential limiting device does not restrict the operation of the continuously variable transmission unit as an electrical continuously variable transmission, and the continuously variable transmission unit is capable of an electrical continuously variable transmission operation. When the stepped transmission is shifted, the continuously variable transmission is shifted by the continuously variable transmission control means while the disengagement-side engagement device retains the torque capacity after starting the release. As a result, the inertia phase of the stepped transmission unit is started, so that the continuously variable transmission is synchronized with the start of the inertia phase accompanying the switching of the engagement pressure of the disengagement side engagement device and the engagement side engagement device. Compared to starting the shifting of the part, continuously variable transmission Since the shift start timing is stabilized, the shift shock can be suppressed. Alternatively, as compared to starting shifting of the continuously variable transmission unit in synchronization with the start of the inertia phase accompanying the switching of the engagement pressure of the disengaging side engaging device and the engaging side engaging device. Since the start of the inertia phase during the shifting process of the stepped transmission unit can be accelerated by the start of shifting of the transmission unit, the shift time of the stepped transmission unit can be shortened.

  Here, in the invention according to claim 2, the continuously variable transmission control means starts shifting of the continuously variable transmission unit by changing the input rotational speed of the stepped transmission unit using the second electric motor. Is. If it does in this way, before the inertia phase accompanying the switching of the engagement pressure of the said release side engagement apparatus and the said engagement side engagement apparatus will start the speed change of a continuously variable transmission part.

  In the invention according to claim 3, the continuously variable transmission control means uses the first electric motor to change the rotational speed of the engine before and after the gear shift of the stepped transmission unit during the gear change of the stepped transmission unit. Shifting of the continuously variable transmission unit is performed so as to suppress the change. In this way, the shift control of the continuously variable transmission unit that suppresses the change in the rotational speed of the engine using the first electric motor before and after the shift of the stepped transmission unit results in the shifting of the stepped transmission unit during the shift. It is executed in synchronization with the start of the inertia phase. Therefore, the synchronous control at the time of shifting of the continuously variable transmission unit by the continuously variable transmission control unit is stable, that is, the shift start timing of the continuously variable transmission unit by the continuously variable transmission control unit is stable, and the occurrence of shift shock is suppressed. Is done.

  In the invention according to claim 4, the shift of the stepped transmission unit is an upshift. In this way, the synchronous control at the time of shifting of the continuously variable transmission by the continuously variable transmission control means during the upshift is stabilized and the occurrence of shift shock is suppressed, and the upshift by the continuously variable transmission control means. Since the change in the rotational speed of the engine before and after is suppressed, the occurrence of inertia torque due to the decrease in the rotational speed of the engine accompanying the upshift is suppressed, and the occurrence of shift shock is further suppressed.

  Preferably, (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor provided in a power transmission path from the transmission member to the drive wheels. A continuously variable transmission that can operate as an electric continuously variable transmission, and forms a part of the power transmission path, and performs a shift by releasing the disengagement side engagement device and engaging the engagement side engagement device. And a stepped transmission unit that functions as a stepped transmission, the vehicle drive device control device comprising: (b) provided in the differential mechanism for performing a differential action of the differential mechanism. A differential limiting device that limits the operation of the continuously variable transmission unit as an electrical continuously variable transmission by limiting; and (c) an electrical continuously variable transmission of the continuously variable transmission unit by the differential limiting device. The continuously variable transmission section is in a continuously variable transmission state in which the continuously variable transmission portion is not limited and can be operated electrically. During the shifting of the stepped transmission unit, the continuously variable transmission before the inertia phase associated with the switching of the engagement pressure of the disengagement side engagement device and the engagement side engagement device starts. And continuously variable transmission control means for starting shifting of the part.

  If it does in this way, the continuously variable transmission part in the drive device of a vehicle will be in the differential state which the differential action of the differential mechanism does not restrict | limit the differential action of the differential mechanism by the differential limiting device. Thus, the continuously variable transmission state in which the electric continuously variable transmission can be operated is set, or the differential action of the differential mechanism is limited by the differential limiting device, so that the operation as an electrical continuously variable transmission can be performed. For example, a non-differential state in which the differential mechanism does not perform its differential action, for example, a locked state, for example, can be set to a non-stepless speed change state in which an electric stepless speed change operation is not performed. As a result, a drive device is obtained which has both the advantages of improving the fuel efficiency of a transmission whose gear ratio is electrically changed and the high transmission efficiency of a gear transmission that mechanically transmits power.

  For example, when the continuously variable transmission is set to a continuously variable transmission state in the normal output range of the engine where the vehicle is traveling at low and medium speeds and low and medium power, the fuel efficiency of the vehicle is ensured. Further, when the continuously variable transmission unit is set to a continuously variable transmission state at high speed, the output of the engine is transmitted to the drive wheels exclusively through a mechanical power transmission path, and the gear ratio is electrically changed. Since the conversion loss between the motive power and the electric energy generated when operating as a power source is suppressed, fuel efficiency is improved. In addition, when the continuously variable transmission unit is set to a continuously variable transmission state in high output traveling, the regions to be operated as a transmission whose gear ratio is electrically changed are low and medium output traveling and low and medium output traveling. Thus, the electric energy to be generated by the electric motor, in other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, so that the electric motor or the drive device of the vehicle including the electric motor is further miniaturized.

  Also, the above-described continuously variable transmission unit that can be limited in operation as an electric continuously variable transmission, and the stepped transmission unit that constitutes a part of the power transmission path from the continuously variable transmission unit to the drive wheels. In the vehicle drive device, the differential limiting device does not restrict the operation of the continuously variable transmission unit as an electrical continuously variable transmission, and the continuously variable transmission unit is capable of an electrical continuously variable transmission operation. When shifting the stepped transmission unit when it is in the state, the inertia phase associated with the switching of the engagement pressure of the disengagement-side engagement device and the engagement-side engagement device starts before the start of the inertia phase. Since the stepless speed change control means starts shifting of the continuously variable transmission portion, the inertia phase during the shifting process of the stepped transmission portion can be started by the start of shifting of the continuously variable transmission portion. Therefore, compared to starting shifting of the continuously variable transmission unit in synchronization with the start of the inertia phase accompanying switching of the engagement pressure of the disengagement side engagement device and the engagement side engagement device, the continuously variable transmission Since the shift start timing of the part is stabilized, the shift shock can be suppressed. Alternatively, as compared to starting shifting of the continuously variable transmission unit in synchronization with the start of the inertia phase accompanying the switching of the engagement pressure of the disengaging side engaging device and the engaging side engaging device. Since the start of the inertia phase during the shifting process of the stepped transmission unit can be accelerated by the start of shifting of the transmission unit, the shift time of the stepped transmission unit can be shortened.

  Preferably, the continuously variable transmission unit is a continuously variable transmission state in which an electric continuously variable transmission can be operated by the differential limiting device being set to a differential state in which the differential mechanism operates. A non-differential state in which the differential mechanism does not perform the differential action, for example, a locked state, and the differential action is limited, so that the electric continuously variable transmission state does not operate. Therefore, the operation as an electric continuously variable transmission is limited. If it does in this way, a continuously variable transmission part is switched to a continuously variable transmission state and a continuously variable transmission state.

  Preferably, the differential mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a third element coupled to the transmission member. The differential limiting 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 first to make the differential mechanism in a differential state. The two elements and the third element can be rotated at different speeds. Further, the differential limiting 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 such as a locked state. For example, in order to obtain a locked state, the first to third elements are integrally rotated together or the second element is not rotated. In this way, the differential mechanism is configured to be switched between a differential state and a non-differential state.

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

  Preferably, the differential mechanism is configured to be in a differential state in which at least the second element and the third element can 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.

  Preferably, the overall gear ratio of the driving device is formed based on the gear ratio of the continuously variable transmission unit and the gear ratio of the stepped transmission unit. In this way, a wide driving force can be obtained by utilizing the gear ratio of the transmission unit. This further increases the efficiency of continuously variable transmission control in the continuously variable transmission. Alternatively, if the speed change ratio in which the speed change portion is formed is a reduction transmission greater than 1, the output torque of the second motor may be a low torque output with respect to the output shaft of the speed change portion. It can be miniaturized. In the continuously variable transmission state of the continuously variable transmission unit, the continuously variable transmission unit and the transmission unit form a continuously variable transmission. In the continuously variable transmission unit of the continuously variable transmission state, the continuously variable transmission unit and the transmission unit A stepped transmission can be configured.

  The stepped transmission unit is a stepped automatic transmission. In this way, the overall speed ratio can be changed stepwise in accordance with the speed change of the transmission unit, so that the overall speed ratio can be changed more quickly than when the overall speed ratio is continuously changed. Accordingly, the drive device can function as a continuously variable transmission to change the drive torque smoothly, and it is also possible to obtain the drive torque quickly by changing the gear ratio stepwise.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 that constitutes a part of a drive device of a hybrid vehicle to which a control device according to an embodiment of the present invention is applied. In FIG. 1, a transmission mechanism 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, The differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown) and the like, and between the differential unit 11 and the drive wheel 38 An automatic transmission unit 20 as a stepped transmission unit that functions as a stepped transmission that is connected in series via a transmission member (transmission shaft) 18 in the power transmission path, and is connected to the automatic transmission unit 20. The output shaft 22 as an output rotating member is provided in series. The speed change mechanism 10 is preferably used in, for example, an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 that is an internal combustion engine such as a gasoline engine or a diesel engine is provided between a pair of driving wheels 38 (see FIG. 5), and the power from the engine 8 is powered. It transmits to a pair of drive wheel 38 via the differential gear apparatus (final reduction gear) 36 and a pair of axles which comprise a part of transmission path one by one.

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

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

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

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

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

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

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

  From another point of view, the switching clutch C0 and the switching brake B0 place the differential unit 11 in the non-stepless speed change state by limiting the differential action of the power distribution mechanism 16 by setting the power distribution mechanism 16 to the non-differential state. As a differential limiting device that limits the operation of the differential portion 11 as an electrical differential device, that is, restricts the operation as an electrical continuously variable transmission. Further, the switching clutch C0 and the switching brake B0 set the differential part 11 to the continuously variable transmission state by setting the power distribution mechanism 16 in the differential state and not limiting the differential action of the power distribution mechanism 16, thereby The operation as a typical differential gear is not limited, that is, the operation as an electric continuously variable transmission is not limited.

  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 wheel 38, with its power. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is in a state where power can be transmitted, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state. The 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 often used in conventional automatic transmissions for vehicles, and is a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or a rotating drum One end of one or two bands wound around the outer peripheral surface of the belt is constituted by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides on which the band brake is inserted. .

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

Specifically, when the differential unit 11 is set to a continuously variable transmission state and the transmission mechanism 10 functions as a stepped transmission, either the switching clutch C0 or the switching brake B0 is engaged, and 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 rotational speed N _{14 /} 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. When the neutral “N” state is set, for example, all clutches C and brakes B are released.

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

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

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

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 are the first corresponding to the second rotation element (second element) RE2 from the left side. The relative rotation speed of the first ring gear R1 corresponding to the sun gear S1, the first rotation element (first element) RE1 corresponding to the first carrier CA1, and the third rotation element (third element) RE3 is shown. The interval is determined according to the gear ratio ρ1 of the first planetary gear device 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the third sun gear S3, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotating element (sixth element) RE6, and the seventh rotating element ( Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The three-ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. Further, in the automatic transmission unit 20, the interval between the sun gear and the carrier is set to an interval corresponding to "1" for each of the second, third, and fourth planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

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

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

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

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

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

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

The electronic control unit 40, etc. Each sensor and switch, as shown in FIG. 4, represents the signal indicative of engine coolant temperature TEMP _W, the signal representing the shift position P _SH, the engine rotational speed N _E is the rotational speed of the engine 8 Signal, signal indicating gear ratio set value, signal for instructing M mode (manual shift running mode), signal indicating operation of air conditioner, signal indicating vehicle speed V corresponding to rotation speed N _OUT of output shaft 22, automatic shift 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 60 (see FIG. 5), and the like are supplied.

A control signal from the electronic control unit 40 to the engine output control unit 43 (see FIG. 5) for controlling the engine output, for example, the throttle valve opening θ of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8. _Commands the drive signal to the throttle actuator 97 for operating _TH , the fuel supply amount signal for controlling the fuel supply amount to the intake pipe 95 or the cylinder of the engine 8 by the fuel injection device 98, and the ignition timing of the engine 8 by the ignition device 99 Ignition signal for adjusting, supercharging pressure adjusting signal for adjusting supercharging pressure, electric air conditioner driving signal for operating electric air conditioner, command signal for instructing operation of electric motors M1 and M2, shift for operating 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 42 (see FIG. 5) to control the hydraulic actuator of the hydraulic friction engagement device of the automatic transmission unit 20 is a hydraulic source of the hydraulic control circuit 42. A drive command signal for operating the electric hydraulic pump, a signal for driving the electric heater, a signal to the cruise control control computer, and the like are output.

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

The hybrid control unit 52 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 driving force between the engine 8 and the second motor M2 and the reaction force generated by the power generation of the first motor M1. 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 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52, achieving both drivability and fuel efficiency when continuously-variable shifting control in a two-dimensional coordinate composed of the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 For example, the engine 8 is operated in accordance with the optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 as shown by the broken line in FIG. 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 target of overall speed ratio γT of the transmission mechanism 10 The gear ratio γ0 of the differential section 11 is controlled in consideration of the gear position of the automatic transmission section 20 so that the target value is obtained, and the total gear ratio γT can be shifted. The control is performed within a wide change range, for example, within a range of 13 to 0.5.

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

In particular, when a shift of the automatic transmission unit 20 is executed by the stepped shift control means 54, the transmission mechanism 10 before and after the shift is changed as the transmission ratio of the automatic transmission unit 20 is changed stepwise. The total gear ratio γT is changed stepwise. That is, the change in the total transmission ratio γT before and after the automatic transmission 20 is not continuously changed as in a continuously variable transmission in which the transmission ratio can be changed continuously, but the transmission ratio jumps step by step. So that it is changed stepwise, i.e. discontinuously. By changing the total gear ratio γT in a stepwise manner, it becomes possible to change the drive torque more quickly than a continuous change in the total gear ratio γT. On the other hand, there is a possibility that the shift shock may occur, fuel economy can not control the engine rotational speed N _E along the optimum fuel consumption curve deteriorate.

Therefore, the hybrid control means 52 suppresses the stepwise change in the total speed ratio γT before and after the shift when the automatic speed changer 20 is shifted, that is, the total speed ratio γT before and after the speed change of the automatic speed changer 20. The shift of the differential unit 11 is executed during the shift of the automatic transmission unit 20 so that the transient change of the change continuously occurs. For example, the hybrid control means 52, so that the change in the engine rotational speed N _E before and after the shifting action of the automatic transmission portion 20 by the electric CVT function (differential action) of the differential portion 11 is suppressed, the automatic shifting portion 20 The shift of the differential unit 11 is executed in synchronization with the shift.

Specifically, the hybrid control means 52, engine rotation regardless of changes in the rotational speed of the input rotational speed N _IN is a transmission member 18 of the automatic shifting portion 20 due to the shifting of the automatic shifting portion 20 (second electric motor M2) as the change in speed N _E is equal to or less than a predetermined state so as to i.e. predetermined engine rotational speed N _{E ',} to perform the shifting of the differential portion 11 in synchronization with the shifting action of the automatic transmission portion 20. The predetermined engine rotational speed N _{E 'is} the engine rotational speed N _E which is transient change in the engine rotational speed N _E is the change in the suppressed overall speed ratio γT before and after the shifting action of the automatic transmission portion 20 is continuously The change is a predetermined value that becomes a target when changing the speed ratio γ0 during a shift of the differential unit 11 that is experimentally obtained and stored in advance.

For example, the hybrid control means 52, in order to transients overall speed ratio γT before and after the shifting action of the automatic transmission portion 20 does not change discontinuously, i.e. the engine rotational speed N _E in the shift before and after of the automatic transmission portion 20 is substantially constant Since the transitional change of the total transmission ratio γT is continuously changed, the transmission ratio γ0 in the direction opposite to the change direction of the transmission ratio γ of the automatic transmission unit 20 is synchronized with the shift of the automatic transmission unit 20. For example, the gear ratio of the differential unit 11 is changed so that the gear ratio γ0 is changed in a direction opposite to the change direction by an amount corresponding to a stepwise change in the gear ratio γ of the automatic transmission unit 20. Execute. As a result, even if the transmission gear ratio γ of the automatic transmission unit 20 is changed stepwise along with the shift of the automatic transmission unit 20, the step change of the total transmission ratio γT before and after the automatic transmission unit 20 is changed is suppressed. Shift shock is suppressed. As described above, the hybrid control means 52 does not depend on the change in the input rotational speed N _IN of the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 (hereinafter referred to as transmission member rotational speed N ₁₈ ) accompanying the shift of the automatic transmission unit 20. so as to suppress the change in the engine rotational speed N _E in the shift before and after of the automatic transmission portion 20, functions as the continuously-variable shifting control means for varying the first electric motor speed N _M1 performs a shift of the differential portion 11.

From another point of view, in general, in a stepped transmission, the engine 8 is operated as indicated by a one-dot chain line in FIG. 7, and in a continuously variable transmission, for example, an optimum fuel consumption rate curve of the engine 8 indicated by a broken line in FIG. Or the engine 8 is operated at a position closer to the optimum fuel consumption rate curve as compared with the stepped transmission. Accordingly, the required driving torque the engine torque T _E for obtaining the driving torque to the (driving force) is closer to the optimum fuel consumption curve towards the continuously variable transmission in comparison to the step-variable transmission engine since realized at a rotational speed N _E, towards the continuously variable transmission fuel efficiency than the step-variable transmission is good. Therefore, the hybrid control means 52 does not deteriorate the fuel consumption even when the gear shift of the automatic transmission unit 20 is executed and the gear ratio of the automatic transmission unit 20 is changed stepwise, for example, the optimum fuel consumption shown by the broken line in FIG. The speed ratio γ0 of the differential portion 11 is controlled so that the engine 8 is operated along the rate curve. As a result, the transmission mechanism 10 as a whole can be made to function as a continuously variable transmission, so that fuel efficiency is improved.

Thus, during the shifting of the automatic shifting portion 20 (the shift transition period), the change of the engine speed N _E at the input rotational speed N regardless of changes in _IN the shifting back and forth of the automatic shifting portion 20 due to the shifting For example, the hybrid control means 52 uses the electric CVT function (differential action) of the differential unit 11 to cause the clutch toe of the automatic transmission unit 20 to be kept substantially constant so that the engine rotational speed _NE is maintained. So-called synchronous shift control is executed in which the shift of the differential portion 11 is performed in synchronization with the clutch shift. The synchronous shifting control of the differential portion 11 is performed by the so-called inertia phase in which the input rotational speed N _IN of the automatic transmission portion 20 is changed in accordance with the clutch-to-clutch shifting action of the automatic transmission portion 20.

Further, the hybrid control means 52 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. The engine speed _NE can be maintained substantially constant or can be controlled to rotate at an arbitrary speed. In other words, the hybrid control means 52, rotating the first electric motor speed N _M1 and / or the second electric motor rotation speed N _M2 while controlling any rotational speed or to maintain the engine speed N _E substantially constant for any The rotation can be controlled to the speed.

For example, the hybrid control means 52 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E during running of the vehicle, the second electric motor rotation speed N which depends on the vehicle speed V (driving wheels 38) The first motor rotation speed N _M1 is increased while maintaining _M2 substantially constant. The hybrid control means 52 when maintaining the engine speed N _E at the nearly fixed level during the shifting of the automatic shifting portion 20, due to the shift of the automatic transmission portion 20 while maintaining the engine speed N _E substantially constant The first motor rotation speed N _M1 is changed in the direction opposite to the change of the second motor rotation speed N _M2 .

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

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

Then, the hybrid control means 52 determines whether the motor 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 travel by the hybrid control means 52 is relatively low output torque T _OUT region, that is, low engine torque T, which is generally considered to be poor in engine efficiency as compared with the high torque region, as 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. 6 when the vehicle starts Depending on the vehicle state in which the accelerator pedal is depressed as much as possible, the engine is normally started.

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

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

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

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

  The speed-increasing gear stage determining means 62 stores, for example, a storage means based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the transmission mechanism 10 is in the stepped speed change state. The gear position to be shifted of the transmission mechanism 10 according to the shift diagram shown in FIG. 6 stored in advance in 56 or the gear position to be shifted of the transmission mechanism 10 determined by the stepped shift control means 54 is determined. Then, it is determined whether or not the speed increasing side gear stage is, for example, the fifth speed gear stage.

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

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

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

However, if the switching control means 50 determines that it is within the continuously variable transmission control region for switching the transmission mechanism 10 to the continuously variable transmission state, the transmission mechanism 10 as a whole can obtain the continuously variable transmission state, so that the differential section 11. Is output to the hydraulic control circuit 42 so as to release the switching clutch C0 and the switching brake B0 so that the continuously variable transmission can be performed. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal for permitting automatic shifting of the automatic transmission unit 20 is output in accordance with the shift diagram shown in FIG. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. At the same time that a large driving force is obtained, the 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.

6 will be described in detail. FIG. 6 is a shift diagram (relationship, shift map) stored in advance in the storage means 56 as a basis for shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T _OUT as a parameter. The solid line in FIG. 6 is an upshift line, and the alternate long and short dash line is a downshift line.

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

The shift diagram, the switching diagram, or the driving force source switching diagram is not a map but a judgment formula for comparing the actual vehicle speed V with the judgment vehicle speed V1, and comparing the output torque T _OUT with the judgment output torque T1. May be stored as a determination formula or the like. For example, in this case, the switching control means 50 determines whether or not the vehicle state, for example, the actual vehicle speed V has exceeded the determination vehicle speed V1, and when the determination vehicle speed V1 is exceeded, for example, the switching brake B0 is engaged to change the speed. The mechanism 10 is set to a stepped speed change state. Further, the switching control means 50 determines whether or not the vehicle state, for example, the output torque T _OUT of the automatic transmission unit 20 has exceeded the determination output torque T1, and when it exceeds the determination output torque T1, for example, engages the switching clutch C0. Thus, the 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 58, the power storage device 60, the transmission line connecting them, etc. (fail) In the case of a vehicle state in which a malfunction or a decrease in function due to low temperatures occurs, the switching control means 50 preferentially steps the transmission mechanism 10 in order to ensure vehicle travel even in the continuously variable control region. A shift state may be set. For example, in this case, the switching control means 50 determines whether or not a failure or functional deterioration of an electric control device such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission has occurred. When it is determined that a failure or a functional deterioration occurs, the transmission mechanism 10 is set to a stepped transmission state.

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38 but also the output torque T _OUT of the automatic transmission unit 20, the engine, for example. 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. The driving torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

  Further, the determination vehicle speed V1 is set such that the transmission mechanism 10 is set to the stepped transmission state at the high speed so that the fuel consumption is prevented from deteriorating, for example, when the transmission mechanism 10 is set to the continuously variable transmission state at the high speed. Is set to Further, the determination torque T1 is obtained from the first electric motor M1 in order to reduce the size of the first electric motor M1 without causing the reaction torque of the first electric motor M1 to correspond to the high output range of the engine 8, for example, during high output traveling of the vehicle. It is set according to the characteristics of the first electric motor M1 that can be arranged with a smaller maximum output of electrical energy.

8, the engine output as a boundary for the area determining which of the step-variable control region and the continuously variable control region by switching control means 50 and the engine rotational speed N _E and engine torque T _E as a parameter For example, a switching diagram (switching map, relationship) stored in advance in the storage unit 56 is provided. Switching control means 50, based on the switching diagram of FIG. 8 on the engine rotational speed N _E and engine torque T _E in place of the switching diagram of Figure 6, those of the engine speed N _E and engine torque T _E It may be determined whether the vehicle state represented by is in the stepless control region or in the stepped control region. FIG. 8 is also a conceptual diagram for making a broken line in FIG. In other words, the broken line in FIG. 6 is also a switching line relocated on the two-dimensional coordinates using the vehicle speed V and the output torque T _OUT as parameters based on the relationship diagram (map) in FIG.

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

Similarly, as indicated by the relationship shown in FIG. 8, the engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or more high rotation regions, 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. 8 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

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

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

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, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E with the stepped up-shift of the automatic shifting control, as shown in FIG. 9 can enjoy.

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

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

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

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

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

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

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

As described above, the speed change mechanism 10 of the present embodiment includes the automatic speed change portion 20 in addition to the differential portion 11, and the stepped speed change control means 54 performs clutching based on the vehicle state from the speed change diagram shown in FIG. A toe clutch shift is executed. When the shift of the automatic transmission unit 20 is executed, if the vehicle speed V is constant, the input rotational speed N _IN of the automatic transmission unit 20 before and after the shift is changed with the shift.

Specifically, the stepped speed change control means 54, in addition to the above-described function, blows up the input rotational speed N _IN of the automatic transmission unit 20 during the clutch-to-clutch shift of the automatic transmission unit 20 (hereinafter referred to as the blow amount). comprising a blowing amount control means 80 for changing the) F of the input rotational speed N _iN of the automatic shifting portion 20 executes the shifting of the automatic shifting portion 20 to a predetermined changing state in order to suppress shift shock. This blowing amount F corresponds to an overlap amount as an overlap state between the engagement torque of the disengagement side engagement device and the engagement torque of the engagement side engagement device, and the blow amount increases as the overlap amount increases. On the contrary, the smaller the overlap amount, the larger the blowing amount.

Predetermined change state of the input rotational speed N _IN of the automatic shifting portion 20, the input rotational speed N _IN of the automatic transmission portion 20 which is uniquely determined by the speed ratio γ of the vehicle speed V and the automatic transmission portion 20 and the ideal state For example, the change rate N _IN ′ (= dN _IN / dt) of the input rotational speed N _IN of the automatic transmission unit 20 is input such that the feeling is good during the shift of the automatic transmission unit 20. rotational speed variation rate N _{iN that 'the} rapid shift responsiveness is increased, the input rotation speed variation rate N _iN that shift shock is the easily _suppressed' and a gradual shift response compatible becomes smaller In other words, the change state is a predetermined change rate, for example, a predetermined change rate, which is obtained experimentally in advance so as to achieve both reduction of the shift time and suppression of the shift shock.

The blowing amount control means 80 is configured to change the input rotational speed NIN of the automatic transmission section 20 during a clutch-to-clutch shift of the automatic transmission section 20 by the stepped transmission control means 54 so that the input rotational speed _NIN is changed to a predetermined change state. Therefore, the engagement of the disengagement side engagement device and the engagement side engagement device involved in the shift of the automatic transmission unit 20 used for the hydraulic command (shift output) output to the hydraulic control circuit 42 by the stepped shift control means 54. Change the timing of pressure and release and engagement.

Specifically, the blow amount control means 80 is a blow amount F of the input rotational speed N _IN of the automatic transmission unit 20 that is generated at the start of the inertia phase during the clutch-to-clutch shift of the automatic transmission unit 20 by the stepped transmission control unit 54. Based on the above, the engagement pressure of the disengagement side engagement device and the engagement side engagement device used for the next clutch-to-clutch shift of the automatic transmission unit 20 is learned. Further, blowing amount control means 80, the engine torque T _E and the vehicle speed V separately organized engagement pressure of the learning value map, the next time corresponding to the engine torque T _E and the vehicle speed V at the time of transmission as an object of learning The learning value of the engagement pressure used for the clutch-to-clutch shift of the automatic transmission unit 20 is rewritten to the engagement pressure value learned this time and newly stored as a learning value.

In other words, blowing amount control means 80, based on the blowing amount F of the input rotational speed N _IN, changing the timing of the engagement pressure and releasing the engagement of the release-side engagement device and the engagement side engagement device Thus, the overlap amount during the clutch-to-clutch shift of the automatic transmission unit 20 is adjusted.

For example, since the racing amount F of the input rotational speed N _IN during the clutch-to-clutch shifting is when a predetermined blowing amount is larger than the state of the clutch-to-clutch shifting the overlap amount is small underlap tendency blowing amount The control means 80 changes the clutch-to-clutch shift state to the overlap side (tie-up side) where the overlap amount becomes large so that the blow amount F is made small so that the blow amount F becomes the predetermined blow amount. In addition, the engagement pressure of the disengagement side engagement device and / or the engagement side engagement device used for the next clutch-to-clutch shift is increased.

Conversely, when the racing amount F of the input rotational speed N _IN during the clutch-to-clutch shifting is smaller than a predetermined blowing amount, the state of the clutch-to-clutch shifting the overlap amount is large overlap (tie-up) tend Therefore, in order to set the blowing amount F to the predetermined blowing amount, the blowing amount control means 80 changes the clutch-to-clutch shift state to the underlap side where the overlapping amount decreases, so that the blowing amount F increases. In addition, the engagement pressure of the disengagement side engagement device and / or the engagement side engagement device used for the next clutch-to-clutch shift is lowered.

  The predetermined blowing amount is a target value of the blowing amount that has been experimentally determined in advance for the purpose of suppressing shift shock and improving shift feeling.

Further, the blow amount control means 80 is based on the actual value N _INR of the input rotational speed N _IN of the automatic transmission unit 20, the actual output shaft rotational speed N _OUT of the automatic transmission unit 20, and the transmission gear ratio γ of the automatic transmission unit 20. The calculated rotation difference ΔN _IN (= N _INR −N _INC ) with the calculated value N _INC (= γ × N _OUT ) of the input rotational speed N _IN of the automatic transmission unit 20 is calculated, and the maximum value ΔN _{INMAX of the} ΔN _IN is calculated. determining as a blowing amount F of the input speed N _iN. Further, blowing amount control means 80, for example, in .DELTA.N _IN calculated from time to _{time, ΔN IN (n-1)} <ΔN IN (n) and ΔN _IN (n)> ΔN _IN when a (n + 1) ΔN _IN (n) is determined as the maximum value ΔN _INMAX .

In this way, the release-side engagement device and / or the engagement-side engagement device used for the clutch-to-clutch shift of the automatic transmission unit 20 to suppress the shift shock and improve the shift feeling by the blowing amount control means 80. for engagement pressure is learned, so-called blow state or under racing of the input rotational speed N _iN of the automatic shifting portion 20 states in the clutch-to-clutch shift is at the beginning of the inertia phase (hereinafter, referred to as blow) occurs It is performed so as to be in a lap state. In other words, the stepped shift control means 54 is a release-side engagement learned by the blow amount control means 80 so that the blow amount F of the input rotational speed N _IN during the clutch-to-clutch shift of the automatic transmission unit 20 becomes the predetermined blow amount. using engagement pressure for coupling devices and / or engagement side engagement device performs its Kurattsu U clutch in racing state of the input rotational speed N _iN.

  Here, the speed change mechanism 10 (the differential unit 11 and the power distribution mechanism 16) of the present embodiment is selectively used in a continuously variable transmission state (differential state) and a continuously variable transmission state, for example, a stepped gear shift state (locked state). The switching control means 50 determines the shift state to be switched of the differential unit 11 based on the vehicle state, and the differential unit 11 is in either the continuously variable transmission state or the stepped transmission state. Can be selectively switched.

For example, during the shifting of the automatic transmission unit 20 when the differential unit 11 is in the continuously variable transmission state (within the shift transition period), the differential unit 11 also has the same gear ratio γ0 as in the automatic transmission unit 20. is, the engine rotational speed N _E is also uniquely determined in the same manner as the speed ratio γ of the vehicle speed V and the automatic transmission portion 20 and the transmitting member rotational speed N _18. That is, unlike the continuously variable transmission state of the differential unit 11, the shift of the differential unit 11 by the hybrid control means 52 is not performed.

On the other hand, during the inertia phase in the clutch-to-clutch shift of the automatic transmission unit 20 when the differential unit 11 is in the continuously variable transmission state, the change in the input rotational speed N _IN of the automatic transmission unit 20 accompanying the shift is performed. as the change in engine rotational speed N _E is suppressed in the shifting back and forth regardless, for example, as the engine rotational speed N _E is kept substantially constant, the electric CVT of the differential portion 11 by the hybrid control means 52 A so-called synchronous shift control is executed in which the shift of the differential unit 11 is performed in synchronization with the clutch-to-clutch shift of the automatic transmission unit 20 by the function (differential action).

By the way, when the synchronous shift control of the differential unit 11 is performed, the start timing of the inertia phase is accompanied by the shift of the automatic transmission unit 20 exclusively by the engagement operation of the disengagement side engagement device and the engagement side engagement device. When the input rotational speed N _IN changes, for example, whether the actual input rotational speed N _IN of the automatic transmission unit 20 has changed by a predetermined amount determined experimentally in order to determine the start of the inertia phase, A predetermined time that is determined experimentally in advance as the time at which the engagement-side engagement device starts to have the engagement torque capacity has elapsed, or the engagement hydraulic pressure of the engagement-side engagement device has the engagement torque capacity. begin hydraulic becomes engagement transition pressure (command) value P _C defined by experimentally obtained in advance as a (command) value, the input rotation by the engagement side engagement device is beginning to have an engaging torque capacity The speed N _IN changes When this is the case, since it is difficult to determine the start timing of the synchronous shift control, the shift start timing of the differential section 11 is not stable, and a shift shock may occur.

Further, the case where the input rotational speed N _IN changes with the shift of the automatic transmission unit 20 due to the engagement operation of the release side engaging device and the engaging side engaging device exclusively refers to, for example, the input rotational speed N _IN or the engine rotational speed. A disengagement-side engagement device that uses the engagement pressure set by the blowing amount control means 80 so that the speed N _E (only when the differential portion 11 is in the continuously variable transmission state) is in a predetermined change state; The input rotational speed N _IN and the engine rotational speed N _E (only when the differential unit 11 is in the continuously variable transmission state) change with the shift of the automatic transmission unit 20 by the engagement operation of the engagement side engagement device. It is also the case.

From another viewpoint, particularly in the present embodiment, since the engagement pressure of the disengagement side engagement device and / or the engagement side engagement device is learned by the blow amount control means 80, the clutch-to-clutch of the automatic transmission unit 20. when the shift is performed in a racing state of the input rotational speed N _iN blow of the input rotational speed N _iN is generated, but no particular problem when the differential portion 11 is non-continuously-variable shifting state, the differential portion 11 necessary shifting of the differential portion 11 so that the change in synchronization with the clutch-to-clutch shifting action of the automatic transmission portion 20 engine rotational speed N _E is suppressed is executed by the hybrid control means 52 when but a continuously variable shifting state Therefore, when the synchronous shift control is started in accordance with the start of the inertia phase associated with the shift of the automatic transmission unit 20 by the engagement operation of the disengagement side engagement device and the engagement side engagement device exclusively, Shift start timing of 11 is not stable, there is a possibility that the shift shock occurs. That is, when the differential unit 11 is in the continuously variable transmission state, the automatic transmission unit 20 is engaged only by the engagement operation of the disengagement side engagement device and the engagement side engagement device during the clutch-to-clutch transmission of the automatic transmission unit 20. When blown input rotational speed N _iN to inertia phase start with the shift occurs, a hardly be determined start timing of synchronizing the shifting of the differential portion 11 in the inertia phase start in the clutch-to-clutch shifting, the engine speed N There is a possibility that a shift shock may occur because _E is difficult to maintain substantially constant.

  Therefore, in addition to the above-described embodiment, the hybrid control means 52 uses the differential limiting device (the switching clutch C0 or the switching brake B0) to perform the differential action of the differential portion 11 (operation as an electric continuously variable transmission). ) Is not limited, and when the clutch-to-clutch shift of the automatic transmission unit 20 is in a continuously variable transmission state in which the differential unit 11 is in an electric continuously variable transmission operation, Before the inertia phase associated with the switching of the engagement pressure of the engagement side engagement device starts, that is, the clutch-to-clutch shift of the automatic transmission unit 20 exclusively by the engagement operation of the release side engagement device and the engagement side engagement device. Before the inertia phase associated with is started, the shift of the differential section 11 is started. In other words, the inertia phase of the automatic transmission unit 20 is started by starting the shift of the differential unit 11 when the disengagement-side engagement device holds the torque capacity. Hereinafter, the shift control operation of the differential unit 11 at the time of the clutch-to-clutch shift of the automatic transmission unit 20 will be specifically described.

The hybrid control means 52 exclusively uses the second electric motor M2 to input rotation of the automatic transmission unit 20 before the inertia phase accompanying the switching of the engagement pressure of the disengagement side engagement device and the engagement side engagement device starts. It starts transmission of the differential portion 11 by forcibly changing the speed N _iN. In other words, the hybrid control means 52, by forcibly changing the input rotational speed N _IN of the automatic shifting portion 20 with the second electric motor M2, so causing a relative rotation difference begun sliding the release-side engagement device During the clutch-to-clutch shift of the automatic transmission unit 20, the inertia phase is forcibly started regardless of switching of the engagement pressure between the disengagement side engagement device and the engagement side engagement device. In other words, the hybrid control means 52 forcibly changes the input rotational speed N _IN of the automatic transmission unit 20 using the second electric motor M2 while the disengagement-side engagement device holds the torque capacity. The inertia phase of the automatic transmission unit 20 is forcibly started.

When forced to change the input rotational speed N _IN of the automatic shifting portion 20 with the second electric motor M2, so the hybrid control means 52, at the same time, by using the first electric motor M1, the input rotation of the automatic transmission portion 20 as the change in engine rotational speed N _E before and after clutch-regardless of the change in the speed N _iN is suppressed, for example, as the engine rotational speed N _E is kept substantially constant, speed of the differential portion 11 Execute.

  As described above, the hybrid control means 52 automatically shifts the automatic transmission by starting the shift of the differential portion 11 before the start of the inertia phase accompanying the switching of the engagement pressure of the disengagement side engagement device and the engagement side engagement device. Since the inertia phase during the clutch-to-clutch shift of the unit 20 is forcibly started, the shift of the differential unit 11 is executed in synchronization with the start of the inertia phase during the clutch-to-clutch shift of the automatic transmission unit 20 as a result. become. Therefore, the shift of the differential portion 11 by the hybrid control means 52 is stably executed, and the shift shock can be suppressed.

  Further, the difference by the hybrid control means 52 is compared with that in which the shift of the differential portion 11 is started in synchronization with the inertia phase accompanying the switching of the engagement pressure of the disengagement side engagement device and the engagement side engagement device exclusively. Since the start of the inertia phase during the clutch-to-clutch shift of the automatic transmission unit 20 can be accelerated by the start of the shift of the moving unit 11, the shift time of the automatic transmission unit 20 can be shortened.

Further, when the differential unit 11 is in a continuously variable transmission state, during the clutch-to-clutch shift of the automatic transmission unit 20, the automatic transmission unit 20 is engaged exclusively by the engagement operation of the disengagement side engagement device and the engagement side engagement device. as blown input rotational speed N _iN to inertia phase start due to speed change does not occur, it is no longer necessary to set the engagement pressure of the release-side engagement device and the engagement side engagement device, the step-variable shifting control means 54 Thus, the clutch-to-clutch shift control can be simplified and the shift shock can be suppressed.

As described above, when the differential unit is in the continuously variable transmission state, the blow amount control means 80 is configured so that the clutch clutch shift of the automatic transmission unit 20 is exclusively performed by the disengagement side engagement device and the engagement side engagement. as device blown input rotational speed N _iN to inertia phase start due to the switching of the engagement pressure of the is performed in blown state or underlap occurs, release side engagement used in clutch-coupling devices and / or The engagement pressure of the engagement side engagement device is learned.

However, as described above, when the differential portion 11 is in the continuously variable transmission state, the hybrid control is performed only before the inertia phase starts due to the switching of the engagement pressure of the disengagement side engagement device and the engagement side engagement device. since the inertia phase by means 52 is forced to start, learning of the engaging pressure is not satisfied by blowing amount control means 80 from the blow of the input rotational speed N _iN is not generated, continuously variable transmission of the differential portion 11 In this state, the clutch-to-clutch shift is performed in a strong tie-up state, and there is a possibility that a drop in the output torque T _OUT will increase and a shift shock will occur.

  Therefore, the blow amount control means 80 prevents the clutch-to-clutch shift of the automatic transmission unit 20 from being performed in the strong tie-up state when the differential unit 11 is in the continuously variable transmission state, that is, the weak tie-up state. To the engagement pressure of the disengagement-side engagement device and / or the engagement-side engagement device used for clutch-to-clutch shifting in the continuously variable transmission state as in the underlap state. The determination is made based on the engagement pressure of the disengagement side engagement device and / or the engagement side engagement device learned when the step-shift state is set.

Specifically, the blowing amount control means 80 sets the engagement pressure of the engagement device learned so that the clutch-to-clutch shift is in the blowing state, or to the extent that the clutch-to-clutch shift is not in the strong tie-up state. The engagement pressure of the engagement device learned so that the clutch-to-clutch shift is in the blown state is increased so as to be changed to the up side, and is increased by a predetermined pressure obtained experimentally in advance, and the differential unit 11 is not used. It is set as the engagement pressure of the disengagement-side engagement device and / or the engagement-side engagement device used for clutch-to-clutch gear shifting in the step shifting state. At this time, the engagement pressure of the learned engaging device so as to blow state, the engine torque T _E and the vehicle speed V separately organized engagement pressure of the learning value map, the clutch-to-time in the continuously-variable shifting state learned value close as possible to the engine torque T _E and the vehicle speed V at the time of clutch is used.

Then, the stepped shift control means 54 is the relationship learned when the differential portion is set to the continuously variable transmission state by the blow amount control means 80 when the differential portion 11 is set to the continuously variable shift state. The clutch clutch shift of the automatic transmission unit 20 is performed using the disengagement side engagement device and / or the engagement pressure of the engagement side engagement device set based on the combined pressure. Alternatively, the stepped speed change control means 54 is configured so that the disengagement side engagement device and / or the engagement side engagement device learned by the blow amount control means 80 when the differential portion 11 is in the non-stepless speed change state. using engagement pressure, performs Kurattsu c clutch shifting action of the automatic transmission portion 20 in a racing state of the input rotational speed N _iN.

  The shift generation determination means 82 determines whether or not the shift of the automatic transmission unit 20 has occurred, for example, by the stepped shift control unit 54 based on the vehicle state from the shift diagram shown in FIG. The clutch-to-clutch shift is determined by releasing the disengagement-side engagement device involved in the shift of the automatic transmission unit 20 and engaging the engagement-side engagement device so that the determined gear position is obtained. This is determined based on whether or not a command for executing is output to the hydraulic control circuit 42.

  Further, the shift occurrence determination means 82 determines whether the shift of the automatic transmission section 20 is an upshift or a downshift, for example, when the command to the hydraulic control circuit 42 by the stepped shift control means 54 is upshifted. Or a downshift.

The differential state determination means 84 uses the second electric motor M2 to start an inertia phase before starting the inertia phase accompanying the switching of the engagement pressure of the disengagement side engagement device and the engagement side engagement device exclusively by the hybrid control means 52. Is forcibly started and the synchronous shift control of the differential unit 11 is executed, so that the power distribution mechanism 16 is in a differential state (unlocked state), that is, the differential unit 11 is in a continuously variable transmission state (unlocked state). ) Is determined. For example, the differential state determination unit 84 controls the shift mechanism 10 to switch to the stepped shift state by the switching control unit 50 when the shift generation determination unit 82 determines that the shift of the automatic transmission unit 20 has occurred. Vehicle speed V and output torque T from, for example, the switching diagram shown in FIG. 6 for determining whether it is in the stepped control region to be controlled or in the stepless control region in which the speed change mechanism 10 is switched to the continuously variable transmission state. Whether or not the differential unit 11 is in a continuously variable transmission state is determined based on whether or not the speed change mechanism 10 is in a continuously variable control region in which the transmission mechanism 10 is in a continuously variable transmission state based on the vehicle state indicated by _OUT .

In addition to the functions described above, the hybrid control means 52 determines that the differential section 11 is in a continuously variable transmission state by the differential state determination means 84 when the automatic transmission section 20 is shifted by the stepped transmission control means 54. when the can, the inertia phase in the shift process of the automatic transmission portion 20, so that the input rotational speed N _iN of the automatic transmission portion 20 becomes the predetermined changing state, using the first electric motor M1 and / or the second electric motor M2 The input rotational speed N _IN may be positively changed.

Alternatively, the hybrid control means 52 may perform automatic shifting when the differential state determining means 84 determines that the differential portion 11 is in the non-stepless speed change state when the automatic transmission portion 20 is shifted by the stepped shift control means 54. during the inertia phase in the shift process parts 20, so as the input rotational speed N _iN of the automatic transmission portion 20 becomes the predetermined changing state, or the engine rotational speed N _E becomes a predetermined changing state, first The input rotational speed N _IN or the engine rotational speed _NE may be positively changed using the electric motor M1 and / or the second electric motor M2.

By doing so, the input rotation speed N _IN and the engine rotation speed N _E (the differential section 11 is not in connection with the shift of the automatic transmission section 20 exclusively by the engagement operation of the disengagement side engagement apparatus and the engagement side engagement apparatus). Compared with the case where only the stepless speed change state changes), the input rotation speed N _IN and the engine rotation speed N _E (only when the differential unit 11 is in the non-stepless speed change state) are further increased. Can be close to the changing state.

Here, the input rotation speed N _IN and the engine rotation speed N _E (the differential section 11 is infinitely variable with the shift of the automatic transmission section 20 exclusively by the engagement operation of the disengagement side engagement apparatus and the engagement side engagement apparatus. For example, the input rotation speed N _IN or the engine rotation speed N _E (only when the differential unit 11 is in a continuously variable transmission state) is in a predetermined change state. The input rotational speed N _IN and the engine are changed in accordance with the shift of the automatic transmission unit 20 by the engagement operation of the disengagement engagement device and the engagement engagement device using the engagement pressure set by the blow amount control means 80. This is a case where the rotational speed N _E (only when the differential unit 11 is in the continuously variable transmission state) changes.

The predetermined change state of the engine rotational speed N _E, as well as the predetermined change state of the input rotational speed N _IN of the automatic transmission portion 20, the vehicle speed V and the automatic transmission portion in the step-variable shifting state of the differential portion 11 It is uniquely determined by the transmission ratio of 20 gamma engine rotational speed N _E so that the ideal state, for example, the rate of change N _E of the engine rotational speed _{N E '(= dN E /} dt) is the automatic transmission portion 20 For example, the engine speed change rate N _E ′, which is considered to have a good feeling, for example, can be quickly changed, and the engine speed change, which can be easily suppressed by a shift shock. A change state that has been experimentally determined and determined in advance, for example, so as to achieve both a moderate shift response in which the rate N _E ′ becomes small, that is, a reduction in shift time and a suppression of shift shock. Predetermined change Is the rate.

  FIG. 11 is a flowchart for explaining the main part of the control operation of the electronic control unit 40, that is, the shift control operation of the differential unit 11 at the time of clutch-to-clutch shift of the automatic transmission unit 20, for example, about several msec to several tens msec. It is executed repeatedly with a very short cycle time.

  FIG. 12 is a time chart for explaining the control operation shown in the flowchart of FIG. 11, in the case where the second speed → third speed upshift of the automatic transmission section 20 is executed in the continuously variable transmission state of the differential section 11. The control operation is shown.

  FIG. 13 is a time chart for explaining the control operation shown in the flowchart of FIG. 11. When the differential unit 11 is in the locked state (stepped shift state), the automatic transmission unit 20 performs the second speed → third speed upshift. It shows the control operation in the case of being performed.

  First, in step S1 corresponding to the shift occurrence determination means 82 (hereinafter, step is omitted), whether or not the shift of the automatic transmission unit 20 has occurred is determined by, for example, the step shift control means 54 shown in FIG. Based on the vehicle state, the shift stage to be shifted by the automatic transmission unit 20 is determined from the diagram, and a command for executing the clutch-to-clutch shift of the automatic transmission unit 20 is obtained so that the determined shift stage is obtained. Judgment is made based on whether or not the output is made.

  If the determination in S1 is affirmative, in S2 corresponding to the shift occurrence determination means 82, whether the shift determined in S1 is an upshift or a downshift, for example, stepped shift control means. The determination is made based on whether the above-mentioned command to the hydraulic control circuit 42 by 54 is an upshift or a downshift.

At time t _{1 in} FIG. 12, in the continuously variable transmission state (differential state) of the differential portion (stepless portion) 11, the second speed → third speed upshift of the automatic transmission portion (stepped portion) 20 is determined. It shows that a shift command to the third speed is output.

At time t _{1 in} FIG. 13, in the non-stepless speed change state (locked state) of the differential portion (stepless portion) 11, the second speed → third speed upshift of the automatic speed change portion (stepped portion) 20 is determined. It shows that a shift command to the third speed is output.

  If the determination in S2 is affirmative, in S3 corresponding to the differential state determination means 84, the power distribution mechanism 16 is in the differential state (non-locked state), that is, the differential unit (continuously variable transmission unit) 11 is continuously variable. Whether or not the speed change state (non-locked state) is set depends on whether or not the speed change mechanism 10 is in a continuously variable control region where the speed change mechanism 10 is in a continuously variable speed change state based on the vehicle state from the switching diagram shown in FIG. Determined.

If the determination in S3 is affirmative, in S4 corresponding to the hybrid control means 52, the clutch clutch of the automatic transmission 20 is exclusively associated with switching of the engagement pressure of the disengagement side engagement device and the engagement side engagement device. before the inertia phase during shifting is started, the transmission of the differential portion 11 is started by the input rotational speed N _iN of the automatic shifting portion 20 is forced to change by using the second electric motor M2. In other words, beginning slide the release-side engagement device by forcibly changing the input rotational speed N _IN of the automatic shifting portion 20 with the second electric motor M2 causes a relative rotation difference, the release-side engagement device and irrespective of whether the switching of the engagement pressure of the engagement side engagement device, or if another blown clutch to input during clutch rotational speed N _iN of the automatic shifting portion 20 as a view is not generated or as much as possible The inertia phase is forcibly started so that the shift of the differential portion 11 is stably started without setting the engagement pressures of the disengagement side engagement device and the engagement side engagement device to be reduced. Be made.

Therefore, in this S4 it is because during the clutch-to-clutch shifting action of the automatic transmission portion 20 blown input rotational speed N _IN is either not occur, or is as small as possible, as implemented by the S3 learning the engaging pressure of the input rotational speed N _iN of the blown amount disengagement side engagement used for the next clutch-to-clutch shift based on F coupling device and the engagement side engagement device is not executed.

  However, if learning of the engagement pressure is not executed, there is a possibility that the clutch-to-clutch shift when the differential unit 11 is in the continuously variable transmission state may be performed in a strong tie-up state. The engagement pressure of the engagement device to be used is determined (set) based on the engagement pressure of the engagement device learned in S5 described later.

In S4, in synchronization with the forced change of the input rotational speed _NIN of the automatic transmission unit 20 using the second electric motor M2, that is, in synchronization with the start of the inertia phase in the clutch-to-clutch shift process, During the inertia phase, the first electric motor M1 and / or the second electric motor M2 is used so that the engine rotation speed _NE is maintained substantially constant by the differential action of the differential portion 11, that is, the electric continuously variable transmission operation. The engine speed _NE is changed. For example, changing the speed ratio γ0 of the differential portion 11 in the opposite direction to the variation direction of the speed ratio γ of the automatic shifting portion 20 engine rotational speed using the first electric motor M1 such that N _E is maintained substantially constant Thus, the gear shift of the differential unit 11 is executed.

Time point t ₁ in FIG. 12 shows that the reduced release pressure P _B2 of the second brake B2 as a release-side engagement device the clutch-to-clutch shifting action of the automatic transmission portion 20 is initiated. The t ₁ engaging pressure P _B1 of the first brake B1 to be engaged-side engagement device at time to t ₃ time is raised, the first brake B1 is completed engagement at t ₃ when the automatic transmission The shifting of the unit 20 ends. The release hydraulic pressure P _B2 and the engagement hydraulic pressure P _{B1 at} this time are the engagement pressure of the engagement device learned so that the clutch-to-clutch shift is in the blowing state, or the clutch-to-clutch shift is in the strong tie-up state. The hydraulic pressure value obtained by increasing the engagement pressure of the engagement device learned so that the clutch-to-clutch shift is in a blowing state so as to be changed to the tie-up side to the extent that it does not become higher by a predetermined pressure experimentally obtained in advance. , Set and used. At this time, the input rotational speed N freed learned such that racing state of _IN hydraulic P _B2 and the engagement pressure P _B1 is the engine torque T _E and the vehicle speed V separately organized engagement pressure of the learning value map learning value when as much as possible close to the engine torque T _E and the vehicle speed V at the time of clutch-to-clutch shifting is used.

Therefore, unlike the embodiment of FIG. 13, blowing of the input rotational speed N _IN of the automatic shifting portion 20 does not occur at the inertia phase starting in the embodiment of FIG. 12. Since learning of the engaging pressure of the engaging device for use in the next clutch-to-clutch shift for racing of the input rotational speed N _IN is not generated is not satisfied, the learning of the engaging pressure is not performed.

T ₂ point of FIG. 12 shows that the inertia phase has started forcibly by the input rotational speed N _IN of the automatic shifting portion 20 with the second electric motor M2 is forced to change. The broken line of the second electric motor rotation speed N _M2 exclusively Kurattsu c inertia phase starts in the clutch on the release side engagement device and the automatic shifting portion 20 with the switching of the engagement pressure of the engagement side engagement device In this conventional example, the inertia phase starts from time t ₂ ′ in FIG. As described above, in this embodiment, the inertia phase is forcibly started using the second electric motor M2 exclusively before the inertia phase is started due to the switching of the engagement pressures of the disengagement side engagement device and the engagement side engagement device. Is done.

Then, t ₂ time to t ₃ time points in FIG. 12, as the overall speed ratio γT of the transmission mechanism 10 before and after the shifting action of the automatic transmission portion 20 does not change, that is, the engine rotational speed N _E in the shift before and after of the automatic transmission portion 20 as but is maintained substantially constant, the inertia phase in the shift process of the automatic transmission portion 20 substantially in synchronization with the start of the inertia phase from t ₂ time, the first electric motor speed by the differential action of the differential portion 11 N _M1 is controlled to indicate that the gear ratio of the differential unit 11 is changed in the direction opposite to the change direction by the amount corresponding to the change of the gear ratio of the automatic transmission unit 20. At this time, the inertia phase of t ₂ time to t ₃ time points, so that the input rotational speed N _IN of using the second electric motor M2 varies with the shifting of the automatic shifting portion 20 becomes more said predetermined change state It may be actively reduced.

When the determination in S3 is negative, in S5 corresponding to the blow amount control means 80 and the stepped shift control means 54, the clutch clutch shift of the automatic transmission unit 20 is performed while the input rotational speed N _IN is blowing. using engagement pressure of learned release-side engagement device and / or engagement side engagement device to divide, its Kurattsu U clutch shift is performed in a racing state of the input rotational speed N _iN. Further, based on the blowing amount F of the input rotational speed N _IN generated during the inertia phase starts in the clutch-to-clutch shifting action of the automatic transmission portion 20, the next clutch to when the differential portion 11 is non-continuously-variable shifting state The engagement pressure of the disengagement side engagement device and the engagement side engagement device used for clutch shifting is learned. Further, the learning value map of the engagement pressure, the learning value of the engaging pressure corresponding to the engine torque T _E and the vehicle speed V at the time of transmission as the object of learning, is rewritten to the current learned engagement pressure value It is newly stored as a learning value.

Time point t ₁ in FIG. 13 shows that the reduced release pressure P _B2 of the second brake B2 as a release-side engagement device the clutch-to-clutch shifting action of the automatic transmission portion 20 is initiated. Then, the increased first engaging pressure P _B1 of the brake B1 as the engagement-side engagement device at time point t ₁ to t ₃ time, the first brake B1 is completed engagement at t ₃ time series This completes the shifting operation. As the release hydraulic pressure P _B2 and the engagement hydraulic pressure P _{B1 at} this time, hydraulic values learned so that clutch-to-clutch shift is performed at the input rotational speed N _IN is used.

Therefore, as shown in t ₂ time points 13, blowing occurs in the input rotational speed N _IN and the engine rotational speed N _E of the automatic shifting portion 20 at the time of the inertia phase start. Based on this blowing amount F, the engagement pressure of the engagement device used for the next clutch-to-clutch shift when the differential portion 11 is in the continuously variable transmission state is learned. For example, when the actual clutch-to-clutch shift has a strong tendency to underlap and the blowing amount F is larger than a predetermined blowing amount, the blowing amount F is set to the predetermined blowing amount, so that the next clutch-to-clutch shifting is overlapped. The engagement pressure of the disengagement side engagement device and / or the engagement side engagement device used for the next clutch-to-clutch shift is increased so as to be changed to the side (tie-up side). Further, in the learning value map of the engagement pressure, the learning values of the release hydraulic pressure P _B2 and the engagement hydraulic pressure P _B1 corresponding to the engine torque _TE and the vehicle speed V at the time of learning that have been learned are learned this time. It is rewritten to the engagement pressure value and is newly stored as a learning value.

In the embodiment of FIG. 13, the differential unit 11 is upshifted in the locked state by the engagement of the switching clutch C0, so that the transmission mechanism 10 as a whole functions as a stepped transmission. Therefore, if the vehicle speed V is constant, the input rotational speed N _IN of the automatic transmission unit 20 is decreased along with the upshift, and the engine rotational speed N _E , the first motor rotational speed N _M1 , and the second motor rotational speed. _NM2 is reduced. At this time, the inertia phase of t ₂ time to t ₃ time, the input rotational speed N _IN and / or engine changes with the shifting of the automatic shifting portion 20 with the first electric motor M1 and / or the second electric motor M2 speed N _E may be positively reduced so that more predetermined changing state.

  If the determination in S1 is negative or the determination in S2 is negative, in S6, the control operation by the various control means of the control device 40 when the clutch-to-clutch shift in the automatic transmission unit 20 is not executed is executed. Or this routine is terminated.

  As described above, according to the present embodiment, for example, the differential unit 11 is provided by the switching clutch C0 or the switching brake B0 as the differential limiting device that limits the operation of the differential unit 11 as an electrical differential device. Since it is switched between a continuously variable transmission state and a continuously variable transmission state, the fuel efficiency improvement effect of the transmission in which the transmission gear ratio is electrically changed and the high transmission efficiency of the gear transmission that mechanically transmits power A drive device having both advantages is obtained.

  For example, when the differential unit 11 is brought into a continuously variable transmission state in the normal output range of the engine where the vehicle is running at low and medium speeds and low and medium output, the fuel efficiency of the vehicle is ensured. Further, when the differential unit 11 is set to a continuously variable transmission state at high speed, the output of the engine 8 is transmitted to the drive wheels exclusively through a mechanical power transmission path, and the gear ratio is changed electrically. Since the conversion loss between the motive power and electric energy generated when operating as a machine is suppressed, the fuel consumption is improved. Further, for example, when the differential unit 11 is set to a continuously variable transmission state in high output traveling, the region to be operated as a transmission in which the gear ratio is electrically changed is the low and medium output traveling of the vehicle. Thus, the electrical energy to be generated by the first motor M1, in other words, the maximum value of the electrical energy transmitted by the first motor M1 can be reduced, so that the first motor M1 and the second motor to which the electrical energy is transmitted. M2 or the speed change mechanism 10 including the same is further downsized.

In addition, when the clutch 11 performs the clutch-to-clutch shift of the automatic transmission 20 when the differential unit 11 is in the continuously variable transmission state, the engagement pressure of the disengagement side engagement device and the engagement side engagement device is exclusively switched. in before the inertia phase begins with the shift of the differential portion 11 by the input rotational speed N _iN of the automatic transmission portion 20 is changed is initiated using the second electric motor M2 by the hybrid control means 52, automatic Since the inertia phase during the clutch-to-clutch shift of the transmission unit 20 is started, in other words, the automatic transmission unit uses the second motor M2 by the hybrid control means 52 with the disengagement-side engagement device holding the torque capacity. since the inertia phase of the automatic transmission portion 20 is initiated by the differential portion 11 is caused to shift by the input rotational speed N _iN of 20 is changed, The shift of the differential unit 11 is started in comparison with the shift of the differential unit 11 being started in synchronization with the inertia phase accompanying the switching of the engagement pressure between the disengagement side engagement device and the engagement side engagement device. The timing is stabilized and the shift shock is suppressed.

  Alternatively, as compared with the fact that the shift of the differential portion 11 is started in synchronization with the start of the inertia phase accompanying the switching of the engagement pressure of the release side engagement device and the engagement side engagement device exclusively. Since the start of the inertia phase during the clutch-to-clutch shift of the automatic transmission unit 20 is accelerated by the start of the shift of the unit 11, the shift time of the automatic transmission unit 20 can be shortened.

Further, according to the present embodiment, when the differential unit 11 is in the continuously variable transmission state, the clutch is engaged using the first electric motor M1 during the clutch-to-clutch shift of the automatic transmission unit 20 by the hybrid control means 52. since the change in the engine rotational speed N _E before and after to clutch shift is suppressed, the change in the engine rotational speed N _E in the continuously-variable shifting state before and after the clutch-to-clutch shift using the first electric motor M1 in the differential portion 11 As a result, the shift control of the differential unit 11 to be suppressed is executed in synchronization with the start of the inertia phase during the clutch-to-clutch shift of the automatic transmission unit 20. Therefore, the synchronous control at the time of shifting of the differential unit 11 by the hybrid control unit 52 is stabilized, that is, the shift start timing of the differential unit 11 by the hybrid control unit 52 is stabilized, and the occurrence of shift shock is suppressed.

Further, according to the present embodiment, the clutch-to-clutch shift of the automatic transmission unit 20 is an upshift, so that the synchronous control at the time of shifting of the differential unit 11 by the hybrid control means 52 at the time of the upshift is stably shifted. the generation of the shock can be suppressed, occurrence of inertia torque due to a decrease in the engine rotational speed N _E accompanying the upshift for changing the engine speed N _E is suppressed before and after the upshift is inhibited by the hybrid control means 52 Thus, the occurrence of shift shock is further suppressed.

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

  FIG. 14 is a skeleton diagram illustrating the configuration of the speed change mechanism 70 according to another embodiment of the present invention, and FIG. 15 is a view showing the relationship between the gear position of the speed change mechanism 70 and the engagement combination of the hydraulic friction engagement device. FIG. 16 is a collinear diagram illustrating the speed change operation of the speed change mechanism 70.

  As in the above-described embodiment, the speed change mechanism 70 includes a differential unit 11 including the first electric motor M1, the power distribution mechanism 16, and the second electric motor M2, and between the differential unit 11 and the output shaft 22. And a forward three-stage automatic transmission unit 72 connected in series via the transmission member 18. The power distribution mechanism 16 includes, for example, a single pinion type first planetary gear unit 24 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The automatic transmission unit 72 includes a single pinion type second planetary gear unit 26 having a predetermined gear ratio ρ2 of about “0.532”, for example, and a single pinion type having a predetermined gear ratio ρ3 of about “0.418”, for example. The third planetary gear device 28 is provided. The second sun gear S2 of the second planetary gear unit 26 and the third sun gear S3 of the third planetary gear unit 28 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2. The second carrier CA2 of the second planetary gear device 26 and the third ring gear R3 of the third planetary gear device 28 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1. The second ring gear R2 is selectively connected to the transmission member 18 via the first clutch C1, and the third carrier CA3 is selectively connected to the case 12 via the second brake B2.

In the speed change mechanism 70 configured as described above, for example, as shown in the engagement operation table of FIG. 15, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio can be obtained for each gear stage. ing. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the speed change mechanism 70, the differential portion 11 and the automatic speed change portion 72 which are brought into the constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0 operate as a stepped transmission. A speed change state is configured, and the differential part 11 and the automatic speed change part 72 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 70 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and is disabled by not operating the switching clutch C0 and the switching brake B0. It is switched to the step shifting state.

  For example, when the speed change mechanism 70 functions as a stepped transmission, as shown in FIG. 15, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2,” A first gear that is approximately 2.804 "is established, and the gear ratio γ2 is smaller than that of the first gear by engaging the switching clutch C0, the first clutch C1, and the first brake B1, for example,“ The second speed gear stage of about 1.531 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, for example," For example, a third speed gear stage of about 1.000 "is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to engagement of the first clutch C1, the second clutch C2, and the switching brake B0. Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, all clutches C and brakes B are released.

  However, when transmission mechanism 70 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 15 are released. As a result, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 72 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 72 are achieved. Thus, the rotational speed input to the automatic transmission unit 72, that is, the rotational speed of the transmission member 18 is changed steplessly, and each gear stage has a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio γT of the transmission mechanism 70 as a whole can be obtained continuously.

  FIG. 16 illustrates a transmission mechanism 70 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission unit 72 that functions as a transmission unit (stepped transmission unit) or a second transmission unit. The alignment chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every gear stage is shown. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

  In FIG. 16, the four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission 72 correspond to the fourth rotating element (fourth element) RE4 in order from the left and are connected to each other. The third sun gear S3, the third carrier CA3 corresponding to the fifth rotating element (fifth element) RE5, the second carrier CA2 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other and the second carrier CA2 The three ring gear R3 represents the second ring gear R2 corresponding to the seventh rotation element (seventh element) RE7. Further, in the automatic transmission 72, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, so that the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is connected to the output shaft 22 of the automatic transmission 72, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

In the automatic transmission unit 72, as shown in FIG. 16, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotational speed of the seventh rotation element RE7 (R2). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element RE5 (CA3), and a sixth rotational element RE6 (CA2, CA2, coupled to the output shaft 22). The rotation speed of the output shaft 22 of the first speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed of R3). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the differential portion 11 to the seventh rotary element RE7 at the same speed as the engine speed N _E is input. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The output shaft of the fourth speed at the intersection of the horizontal straight line L4 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 A rotational speed of 22 is indicated.

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

  FIG. 17 is a diagram for selecting switching between a differential state (non-locked state) and a non-differential state (locked state) of the power distribution mechanism 16, that is, switching between the continuously variable transmission state and the stepped transmission state of the transmission mechanism 10 by manual operation. This is an example of a seesaw type switch 44 (hereinafter referred to as a switch 44) as a shift state manual selection device, and is provided in a vehicle so that it can be manually operated by a user. This switch 44 allows the user to select vehicle travel in a speed change state desired by the user. The switch 44 corresponding to continuously variable speed travel indicates a continuously variable speed travel command button or stepped speed variable. When the user presses the step-variable speed change command button displayed as stepped corresponding to the travel, the stepless speed change traveling state, that is, the stepless speed change state in which the speed change mechanism 10 can be operated as an electric continuously variable transmission, It is possible to select whether to make a stepped speed change, that is, a stepped speed change state in which the speed change mechanism 10 can operate as a stepped transmission.

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

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

  For example, when the switch 44 is manually operated instead of the automatic switching control operation and the shift state of the transmission mechanism 10 is manually switched, in step S3 of the flowchart shown in FIG. 44 indicates that the power distribution mechanism 16 is in the differential state, that is, the differential unit 11 is in the continuously variable transmission state based on the fact that the differential state of the power distribution mechanism 16, that is, the continuously variable transmission state of the transmission mechanism 10 is selected by manual operation. It is determined whether or not it has been done.

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

For example, the amount in the illustrated embodiment, when the racing amount F of the input rotational speed N _IN during the clutch-to-clutch shifting action of the automatic transmission portion 20 is larger than the predetermined blowing amount blown predetermined amount blown by the blowing amount control means 80 is The engagement pressure of the disengagement side engagement device and / or the engagement side engagement device used for the next clutch-to-clutch shift is increased so that the next engagement pressure is increased. in addition to controlling it may suppress racing amount F of the input rotational speed N _iN at real-time control. For example, torque down control means (not shown) for reducing the torque transmitted to the drive wheel 38 may be provided.

For example, the torque down control means reduces the opening of the electronic throttle valve 96, reduces the amount of fuel supplied by the fuel injection device 98, or retards the ignition timing of the engine 8 by the ignition device 99. by outputting a command engine torque reduction control for reducing the torque T _E to the hybrid control means 52, the output torque of the input torque T _iN Alternatively the automatic shifting portion 20 of the torque is transmitted to the drive wheels 38 for example the automatic shifting portion 20 Reduce T _OUT . In addition, the torque down control means outputs a motor torque down control command for controlling the second electric motor M2 by the inverter 58 so as to temporarily generate the reverse drive torque and the regenerative braking torque for charging the power storage device 60. In addition to the engine torque reduction control or by outputting it alone to the hybrid control means 52, the torque transmitted to the drive wheels 38 is reduced. Then, when the blowing amount F of the input rotational speed N _IN is larger than the predetermined blowing amount, the torque down control means reduces the torque transmitted to the drive wheel 38 to reduce the blowing amount F of the input rotational speed N _IN. Suppress.

In the illustrated embodiment, used for the next clutch-by blowing amount control means 80 so as to blow the amount F of the input rotational speed N _IN during the clutch-to-clutch shifting action of the automatic transmission portion 20 becomes a predetermined blow amount The engagement pressure of the disengagement side engagement device and / or the engagement side engagement device to be learned is controlled by learning, but the engagement pressure does not necessarily have to be learning controlled by using the blowing amount F. It may be set. For example, the engagement pressure is or predetermined engagement pressure is used which changes according to the predetermined blowing amount become as experimentally determined in advance are the engine torque T _E, the real-time control so as to have a predetermined blowing amount Or learning control that does not use the blowing amount F. The present invention can also be applied to the clutch-to-clutch shift of the automatic transmission unit 20 using the engagement pressure set by a method other than the learning control based on the blowing amount F.

  In the flowchart of FIG. 11 and the time chart of FIG. 12 of the above-described embodiment, the clutch-to-clutch shift of the automatic transmission unit 20 is an upshift. However, the present invention is applicable even if the clutch-to-clutch shift is a downshift. Can be applied.

Further, the switching control means 50 of the above-described embodiment completely engages the switching clutch C0 or the switching brake B0 when the operation of the differential unit 11 as an electric continuously variable transmission (differential device) is limited. The differential unit 11 is switched to the non-differential state (locked state) in which the differential action is not performed. However, by changing the torque capacity of the switching clutch C0 or the switching brake B0, for example, a half-engaged state is set. Thus, the operation of the differential unit 11 as an electrical differential device may be limited. Specifically, the switching control means 50 allows the operation of the differential section 11 as an electrical continuously variable transmission (differential device) by setting the switching clutch C0 or the switching brake B0 to a half-engaged state. and while may generate a reaction torque to the engine torque T _E that is input to the differential portion 11 between the torque and the semi-engaged torque of the switching clutch C0 or switching brake B0 to the first electric motor M1 is generated.

Thus, for example, it becomes possible enter the engine torque T _E that be responsible by the torque capacity of the first electric motor M1 exceeds a predetermined value TE1 possible to the differential portion 11, to increase the maximum torque capacity of the first electric motor M1 The output from the differential unit 11 can be increased without increasing the size of the first electric motor M1.

Alternatively, unlike the case where the switching clutch C0 and brake B0 are released, since the first electric motor M1 is necessary to withstand the reaction torque with respect to the all of the engine torque T _E that is input to the differential unit 11 eliminates the differential in the engine torque T _E of the same size to be input to the section 11, the ratio of the engine torque T _E to the first electric motor M1 is responsible can be reduced. Therefore, the first electric motor M1 can be reduced in size, or the durability of the first electric motor M1 can be improved, or the electric energy from the first electric motor M1 to the second electric motor M2 can be reduced to reduce the second electric motor. The durability of M2 is also improved.

  Alternatively, the switching control means 50 may be a switching clutch regardless of whether it is a continuously variable control region in which the differential unit 11 is in a continuously variable transmission state or a stepped control region in which the differential unit 11 is in a continuously variable transmission state. C0 or the switching brake B0 may be in a half-engaged state.

Further, in the differential state of the differential portion 11 in the embodiment described above, so namely shift as the engine speed N _E before and after the shifting of the automatic shifting portion 20 is kept substantially constant as shown in the time chart of FIG. 12 shift control of the differential portion 11 so that the overall speed ratio of the mechanism 10 is not changed is performed, but not necessarily to the engine rotational speed N _E is kept substantially constant, the engine rotational speed N _E It is sufficient that the change is suppressed and the total gear ratio γT is continuously changed. Even if it does in this way, a temporary effect is acquired.

Further, the hybrid control means 52 of the above-described embodiment suppresses a shift shock or reduces fuel consumption when the automatic transmission unit 20 is shifted by the stepped transmission control unit 54 when the differential unit 11 is in a continuously variable transmission state. to be improved, so that the overall speed ratio γT is continuously changed in the shifting back and forth, for example, the engine rotational speed N _E has performed the shifting of the differential portion 11 to be maintained substantially constant, speed When it seems that the user is more comfortable with improved responsiveness, the speed of the differential unit 11 is changed so that the total gear ratio γT changes stepwise (discontinuously) rather than continuously changing. May be executed. Even in this way, the present invention can be applied.

For example, when the automatic transmission unit 20 is shifted in accordance with a change in the required output torque T _OUT based on a sudden depression of the accelerator pedal or a sudden return operation, the total gear ratio γT is stepwise (non-continuously). The speed change response is improved by changing to.

  Therefore, when the change ratio of the total transmission ratio γT before and after the automatic transmission 20 is small or substantially unchanged, the shift shock is suppressed and the fuel consumption is improved rather than the shift response is improved. In addition, the total transmission ratio γT before and after the automatic transmission 20 may be continuously changed. When the change of the total transmission ratio γT before and after the automatic transmission 20 is large, the total transmission ratio γT before and after the automatic transmission 20 is continuously set so that the response of the transmission is improved. In other words, the total speed ratio γT may be changed stepwise. From another viewpoint, for example, when the change width of the total speed ratio γT before and after the shift of the automatic transmission unit 20 is increased based on, for example, an accelerator pedal depression or return operation, the total speed ratio γT is a step. Since the so-called jump gear shift that flies automatically is more comfortable for the user, the total gear ratio γT may be skipped using the gear ratio γ of the automatic transmission unit 20 that changes in stages.

  Specifically, in addition to the above-described function, the hybrid control means 52 is in a state where the differential section 11 is in a continuously variable transmission state by the differential state determination means 82 when the automatic transmission section 20 is shifted by the stepped shift control means 54. When the total change gear ratio γT is large, the gear ratio γ0 of the differential unit 11 is changed in accordance with the change of the gear ratio γ in synchronization with the shift of the automatic transmission unit 20. Thus, instead of continuously changing the total gear ratio γT, the gear shift of the differential unit 11 is executed independently without synchronizing with the shift of the automatic transmission unit 20, so that the total gear ratio γT is set to the target value. Change towards. In this way, the total speed ratio γT can be changed to the target value so that the speed ratio change of the differential section 11 is added (or reduced) to the change while using the stepwise speed ratio change of the automatic speed change section 20. Therefore, the total speed ratio γT before and after the shift of the automatic transmission unit 20 is changed stepwise to improve the shift response.

  For example, when the change range of the total gear ratio γT is large, the accelerator pedal is largely depressed or returned so that the change range of the target total gear ratio γT is a predetermined amount or more. It is assumed that the change in the total gear ratio γT is a discontinuous change, that is, a so-called jump gear shift in which the total gear ratio γT flies stepwise. The predetermined amount is determined and determined experimentally in advance in order to determine that it is better for the user that the change in the target total gear ratio γT is not continuous but stepwise (ie, discontinuous). Judgment value.

  In the above-described embodiment, the differential state determination means 84 (step S2 in FIG. 11) determines whether or not the power distribution mechanism 16 is in the locked state based on the vehicle state from the switching diagram shown in FIG. 6, for example. The power distribution mechanism 16 is locked based on whether the speed change mechanism 10 by the switching control means 50 is in the stepped control region or the stepless control region. It may be determined whether or not it is in a state.

  Further, in the transmission mechanisms 10 and 70 of the above-described embodiment, a differential state in which the differential unit 11 (power distribution mechanism 16) can operate as an electrical continuously variable transmission and a non-differential state in which the differential unit 11 (power distribution mechanism 16) does not operate. By switching to the (locked state), it is possible to switch between a continuously variable transmission state and a stepped gear shifting state. Although it was performed by switching to the non-differential state, for example, even if the differential unit 11 remains in the differential state, by changing the gear ratio of the differential unit 11 stepwise instead of continuously. It can be made to function as a stepped transmission. In other words, the differential state / non-differential state of the differential unit 11 and the continuously variable transmission state / stepped transmission state of the transmission mechanisms 10 and 70 are not necessarily in a one-to-one relationship. 11 is not necessarily configured to be switchable between a continuously variable transmission state and a stepped transmission state, and the transmission mechanisms 10 and 70 (the differential unit 11 and the power distribution mechanism 16) are in a differential state and a non-differential state. The present invention can be applied if it is configured to be switchable. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path.

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

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

  In the above-described embodiment, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the first sun gear S1, and the second motor M2 is connected to the transmission member 18. However, it is not necessarily arranged as such, and for example, the first electric motor M1 is operatively connected to the first sun gear S1 and the second electric motor M2 is connected to the transmission member 18 through a gear, a belt, or the like. May be.

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

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

  In the above-described embodiment, the second electric motor M2 is connected to the transmission member 18. However, the second electric motor M2 may be connected to the output shaft 22, or may be connected to a rotating member in the automatic transmission units 20 and 72. Also good.

  In the above-described embodiment, the automatic transmission units 20 and 72 are inserted in the power transmission path between the differential member 11, that is, the transmission member 18 that is the output member of the power distribution mechanism 16 and the drive wheel 38. However, the gear stage is automatically switched by a select cylinder and a shift cylinder, although it is a continuously meshed parallel twin-shaft type whose gear stage is switched by a mesh clutch (engagement device) well known as a manual transmission, for example. Other types of power transmission devices (transmissions) such as possible automatic transmissions may be provided.

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

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

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

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

  In addition, the switch 44 of the above-described embodiment is a seesaw type switch. For example, a push button type switch, two push button type switches that can be held only alternatively, a lever type switch, Any switch that can selectively switch between at least continuously variable speed travel (differential state) and stepped speed variable travel (non-differential state), such as a slide switch. In addition, when the switch 44 is provided with a neutral position, a switch capable of selecting whether the selection state of the switch 44 is valid or invalid, that is, equivalent to the neutral position, may be provided separately from the switch 44 instead of the neutral position. Further, instead of or in addition to the switch 44, at least continuously variable speed travel (differential state) and stepped speed variable travel (non-differential state) are selected in response to the driver's voice regardless of manual operation. For example, a device that can be switched automatically or a device that can be switched by operating a foot may be used.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 6 is a collinear diagram illustrating the relative rotational speed of each gear when the drive device for the hybrid vehicle of the embodiment of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. An example of a pre-stored shift diagram, which is based on the same two-dimensional coordinates using the vehicle speed and output torque as parameters, and which is a base for determining the shift of the automatic transmission unit, and a base for determining the shift state of the transmission mechanism An example of a previously stored switching diagram and an example of a driving force source switching diagram stored in advance having a boundary line between an engine traveling region and a motor traveling region for switching between engine traveling and motor traveling are shown. It is a figure, Comprising: It is also a figure which shows each relationship. A broken line in FIG. 7 is an optimum fuel consumption rate curve of the engine 8 and is an example of a fuel consumption map. Moreover, it is a figure explaining the difference of the engine operation | movement with a continuously variable transmission (dashed line) and the engine operation | movement with a stepped transmission (dashed line). FIG. 7 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 6. It is also a conceptual diagram. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. FIG. 5 is a flowchart for explaining a control operation of the electronic control unit of FIG. 4, that is, a shift control operation of a differential unit during a clutch-to-clutch shift of the automatic transmission unit. FIG. 12 is a time chart for explaining the control operation shown in the flowchart of FIG. 11, and shows the control operation in the case where the second-speed → third-speed upshift of the automatic transmission unit is executed in the continuously variable transmission state of the differential unit. FIG. 12 is a time chart for explaining the control operation shown in the flowchart of FIG. 11, and illustrates the control operation when the second-speed → third-speed upshift of the automatic transmission unit is executed in the locked state (stepped transmission state) of the differential unit. Show. FIG. 3 is a skeleton diagram illustrating a configuration of a drive device for a hybrid vehicle according to another embodiment of the present invention, corresponding to FIG. 1. FIG. 15 is an operation chart for explaining the relationship between the speed change operation and the operation of the hydraulic friction engagement device used therefor when the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 3 is a diagram corresponding to FIG. 2. FIG. 15 is a collinear diagram illustrating the relative rotational speeds of the gear stages when the hybrid vehicle drive device of the embodiment of FIG. It is a seesaw type switch as a switching device, and is an example of a shift state manual selection device operated by a user to select a shift state.

Explanation of symbols

8: Engine 10, 70: Transmission mechanism (drive device)
11: Differential part (continuously variable transmission part)
16: Power distribution mechanism (differential mechanism)
18: Transmission member 20, 72: Automatic transmission unit (stepped transmission unit)
38: Drive wheel 40: Electronic control device (control device)
52: Hybrid control means (continuously variable speed control means)
M1: first electric motor M2: second electric motor C0: switching clutch (differential limiting device)
B0: Switching brake (differential limiting device)

Claims (9)

It has a differential mechanism that distributes engine output to the first motor and the transmission member, and a second motor provided in the power transmission path from the transmission member to the drive wheels, and can operate as an electric continuously variable transmission. And a stepless transmission that forms part of the power transmission path and that performs a shift by releasing the disengagement side engagement device and engaging the engagement side engagement device. A control device for a vehicle drive device including a stepped transmission unit,
A differential limiting device provided in the differential mechanism for limiting the operation of the continuously variable transmission as an electrical continuously variable transmission by limiting the differential action of the differential mechanism;
When the operation of the continuously variable transmission as an electric continuously variable transmission is not limited by the differential limiting device, and the continuously variable transmission is in a continuously variable transmission state in which an electrical continuously variable transmission can be operated. At the time of shifting the stepped transmission unit, the inertial phase of the stepped transmission unit is started by shifting the continuously variable transmission unit while the release-side engagement device retains the torque capacity after starting the release. And a continuously variable transmission control means for controlling the vehicle drive device.   2. The vehicle drive device according to claim 1, wherein the continuously variable transmission control unit starts shifting of the continuously variable transmission unit by changing an input rotation speed of the stepped transmission unit using the second electric motor. Control device.   The continuously variable transmission control means uses the first electric motor during shifting of the stepped transmission unit so as to suppress a change in the rotational speed of the engine before and after shifting of the stepped transmission unit. The control device for a vehicle drive device according to claim 1 or 2, wherein the control device executes a gear shift of the vehicle.   4. The control device for a vehicle drive device according to claim 3, wherein the shift of the stepped transmission unit is an upshift. The continuously variable transmission control means starts shifting of the continuously variable transmission unit before the inertia phase associated with switching of the engagement pressure of the disengagement side engagement device and the engagement side engagement device starts. The control device for a vehicle drive device according to any one of claims 1 to 4. 6. The vehicle drive device according to claim 1, wherein an overall gear ratio of the drive device is formed based on a gear ratio of the continuously variable transmission unit and a gear ratio of the stepped transmission unit. Control device. The continuously variable transmission control means controls the first electric motor and / or the second electric motor so that the input rotational speed of the stepped transmission unit is in a predetermined change state during the inertia phase in the shifting process of the stepped transmission unit. The control device for a vehicle drive device according to any one of claims 1 to 6, wherein the control device actively changes the input rotation speed. When the continuously variable transmission control unit determines that the continuously variable transmission unit is in a non-continuously variable transmission state during the shifting of the stepped transmission unit, during the inertia phase in the shifting process of the stepped transmission unit, 8. The vehicle according to claim 1, wherein the input rotation speed or the engine rotation speed is positively changed using the first electric motor and / or the second electric motor so that the engine rotation speed is in a predetermined change state. Control device for driving device. The predetermined change state of the engine rotation speed is a change rate in which a change rate of the engine rotation speed determined by a vehicle speed and a gear ratio of the stepped transmission unit in a continuously variable transmission state of the continuously variable transmission unit is set in advance. The control device for a vehicle drive device according to claim 8, wherein the engine rotational speed changes in accordance with

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