JP4200955B2 - Power transmission device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission system for a vehicle which improves fuel economy as much as possible in a vehicle having a differential mechanism operable as an electrical continuously variable transmission. <P>SOLUTION: The power transmission system contains a stepped transmission control means 56 for executing transmission control of an automatic transmission part 20 on the basis of a first transmission control map 66 previously stored in a relation storage means 58 when transmission ratio of an electrical continuously variable transmission part by a differential part 12 is variable, and the transmission control of the automatic transmission part 20 on the basis of a second transmission control map 68 previously stored in a relation storage means 58 when the transmission ratio of the electrical continuously variable transmission part is fixed. By so doing, the transmission ratio of the automatic transmission part 20 can be changed in accordance with a state of the electrical continuously variable transmission, which achieves the optimization in fuel economy of the overall power transmission system. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a vehicle power transmission device that transmits output of an engine to drive wheels, and more particularly to improvement of shift control in a transmission mechanism that can operate as an electric continuously variable transmission.

  As an example of a vehicle power transmission device that transmits engine output to driving wheels, a first element coupled to the engine, a second element coupled to a first motor, and a third element coupled to a transmission member A differential mechanism that distributes the power output from the engine to the first electric motor and the transmission member; a second electric motor coupled to the transmission member; and between the transmission member and the drive wheel. 2. Description of the Related Art A power transmission device that includes a speed change unit provided in a power transmission path is known. For example, this is the shift control device for a hybrid vehicle disclosed in Patent Document 1. In such a power transmission device, the main portion of the driving force output from the engine is mechanically transmitted to the driving wheels by the differential action of the differential mechanism, while the remaining portion of the driving force output from the engine is The vehicle is caused to function as a continuously variable transmission that can change the gear ratio electrically by being transmitted through an electric path from the first motor to the second motor, and the vehicle is allowed to travel while maintaining the engine in an optimum driving state. The fuel consumption can be improved.

JP 2000-2327 A JP 2003-130203 A JP 2003-127681 A JP 9-37410 A JP-A-9-98516

  However, in the prior art, there is room for improvement in the selection of the transmission gear ratio of the transmission unit provided between the output member and the drive wheel depending on the shift state of the electric continuously variable transmission unit, which improves fuel consumption. However, there was a possibility that it was not always fully planned. That is, there has been a demand for the development of a power transmission device that can improve fuel efficiency as much as possible in a vehicle having a differential mechanism that can operate as an electric continuously variable transmission.

  The present invention has been made against the background of the above circumstances, and its object is to improve fuel efficiency as much as possible in a vehicle having a differential mechanism operable as an electric continuously variable transmission. It is to provide a power transmission device.

In order to achieve such an object, the gist of the first aspect of the present invention is to provide an electric mechanism that has a differential mechanism that distributes the power output from the engine to the electric motor and the transmission member, and changes the speed ratio steplessly. A vehicular power transmission device comprising: a continuously variable transmission unit; and a transmission unit provided in a power transmission path between the transmission member and the drive wheel, wherein the transmission ratio of the electrical continuously variable transmission unit Is in a variable state, the shift control of the transmission unit is performed based on a predetermined first relationship, and the transmission ratio of the electric continuously variable transmission unit is fixed in advance. A shift control unit that performs shift control of the transmission unit based on a predetermined second relationship, wherein the second relationship is a case where a gear ratio of the electric continuously variable transmission unit is fixed; And shifting the engine based on the first relationship. It is characterized in that the point is one that is set so as to suppress the deviated from the optimum fuel economy point.

In order to achieve the above object, the gist of the second invention is that a differential mechanism that distributes the power output from the engine to the electric motor and the transmission member, and between the transmission member and the drive wheel. When the differential mechanism is in a differential state, the speed change unit is provided on the basis of a predetermined first relationship. And shift control means for performing shift control of the shift unit based on a predetermined second relationship when the differential mechanism is in a non-differential state . The second relationship suppresses the engine operating point from deviating from the optimum fuel consumption point by performing a shift based on the first relationship when the differential mechanism is in a non-differential state. it is characterized in that which has been set in

Thus, according to the first aspect of the invention, when the gear ratio of the electric continuously variable transmission unit is variable, the shift control of the transmission unit is performed based on the first predetermined relationship. with, when the speed ratio of the electric continuously-variable transmission portion is fixed, which includes a shift control means for shifting control of the shifting portion on the basis of a second relationship determined in advance, the The second relationship is to prevent the operating point of the engine from deviating from the optimum fuel efficiency by performing a shift based on the first relationship when the gear ratio of the electric continuously variable transmission is fixed. Therefore, it is possible to change the gear ratio of the transmission unit according to the state of the electric continuously variable transmission unit, and to optimize the fuel consumption of the entire power transmission device. it can. That is, it is possible to provide a power transmission device that can improve fuel consumption as much as possible in a vehicle having a differential mechanism that can operate as an electric continuously variable transmission.

According to the second aspect of the present invention, when the differential mechanism is in a differential state, the shift mechanism is controlled based on a predetermined first relationship, and the differential mechanism is In the non-differential state, it includes shift control means for performing shift control of the shift unit based on a predetermined second relationship , and the second relationship is determined by the differential mechanism. Since the engine operating point is set so as to be prevented from deviating from the fuel efficiency optimum point by performing a shift based on the first relationship in the non-differential state, the differential The gear ratio of the transmission unit can be changed according to the state of the mechanism, and the fuel efficiency of the entire power transmission device can be optimized. That is, it is possible to provide a power transmission device that can improve fuel consumption as much as possible in a vehicle having a differential mechanism that can operate as an electric continuously variable transmission.

  Here, in the first and second inventions, preferably, the speed change portion provided in the power transmission path between the transmission member and the drive wheel is a stepped automatic transmission. In this way, the gear ratio of the stepped automatic transmission can be changed according to the state of the differential mechanism or the electric continuously variable transmission, and the fuel efficiency of the entire power transmission device can be optimized. .

  Preferably, the differential mechanism includes a planetary gear device having a first element connected to the engine, a second element connected to the electric motor, and a third element connected to the transmission member. Is. If it does in this way, a fuel consumption can be improved as much as possible in the power transmission device provided with the practical differential mechanism.

  Preferably, the differential state in which the first to third elements are relatively rotatable with each other, and the first to third elements are rotated together or the second element is in a non-rotating state. A differential state switching device that selectively switches the state of the differential mechanism to the non-differential state. In this way, the differential mechanism can be switched between a differential state and a non-differential state in a practical manner.

  Preferably, the planetary gear device is a speed increasing mechanism composed of a single planetary gear. If it does in this way, a fuel consumption can be improved as much as possible in the power transmission device provided with the practical differential mechanism.

  Hereinafter, preferred 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 of the present invention is preferably applied. In FIG. 1, a transmission mechanism 10 includes an input shaft 16 as an input rotating member disposed on a common axis in a transmission case 14 (hereinafter referred to as a case 14) as a non-rotating member attached to a vehicle body, The differential part 12 is connected directly to the input shaft 16 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and the power is transmitted in a power transmission path between the differential part 12 and the drive wheel 38. A stepped automatic transmission unit 20 (hereinafter referred to as an automatic transmission unit 20) as a stepped automatic transmission connected in series via a member (transmission shaft) 18 and the automatic transmission unit 20 are connected. The output shaft 22 as an output rotating member is provided in series. The speed change mechanism 10 is suitably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is an internal combustion engine such as a gasoline engine or a diesel engine as a driving power source for traveling. A differential gear device that is provided between the engine 8 and the pair of drive wheels 38 and constitutes a part of a power transmission path with the driving force from the engine 8 as another part of the drive device as shown in FIG. (Final speed reducer) 36 and a pair of axles etc. are sequentially transmitted to a pair of drive wheels 38. Since the speed change mechanism 10 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing the speed change mechanism 10 in FIG. The same applies to each of the following embodiments.

  The differential unit 12 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 16, and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. A differential mechanism 24 serving as a power distribution 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 generating a driving force. Preferably, both of the first electric motor M1 and the second electric motor M2 function as a driving force source for traveling, like the engine 8.

  The differential mechanism 24 mainly includes, for example, a single pinion type first planetary gear device 26 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0 and a switching brake B0 which are differential state switching devices. Is prepared. The first planetary gear device 26 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 differential mechanism 24, the first carrier CA1 is connected to the input shaft 16, that is, the engine 8, and corresponds to the first element (first rotating element). The first sun gear S1 is connected to the first electric motor M1 and corresponds to the second element (second rotating element). The first ring gear R1 is connected to the transmission member 18 and corresponds to the third element (third rotation element). The switching brake B0 is provided between the first sun gear S1 and the case 14, and the switching clutch C0 is provided between the first sun gear S1 and the first carrier CA1. When the switching clutch C0 and the switching brake B0 are released, the differential mechanism 24 causes the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 26, to be relative to each other. Since the rotation is made possible and the differential action is operable, that is, the differential state is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18 and distributed. Since a part of the output of the engine 8 is charged with electric energy generated from the first electric motor M1 or the second electric motor M2 is driven to rotate, for example, a so-called continuously variable transmission state (electric CVT state) is established. Regardless of the predetermined rotation of the engine 8, the rotation of the transmission member 18 is continuously changed. That is, when the differential mechanism 24 is in a differential state, the differential unit 12 continuously changes its speed ratio γ0 (the rotational speed of the input shaft 16 / the rotational speed of the transmission member 18) from the minimum value γ0min to the maximum value γ0max. A continuously variable transmission state that functions as an electrical continuously variable transmission to be changed is set.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the differential mechanism 24 is brought into a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged, the differential mechanism 24 has three elements of the first planetary gear unit 26. Since the first sun gear S1, the first carrier CA1, and the first ring gear R1 are in a locked state in which the first sun gear S1, the first carrier CA1, and the first ring gear R1 are rotated, that is, integrally rotated, the differential action is impossible. And the rotational speed of the transmission member 18 coincide with each other, so that the differential section 12 is set to a constant transmission state that functions as a transmission in which the transmission ratio γ0 is fixed to “1”. 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 14, the differential mechanism 24 is in a locked state in which the first sun gear S1 is brought into a non-rotating state. Since the first ring gear R1 is rotated at a higher speed than the first carrier CA1 because the differential action is impossible, the differential section 12 has a gear ratio γ0 of “1”. A constant gear ratio state that functions as a speed increasing transmission fixed at a small value, for example, about 0.7 is set. That is, the first planetary gear unit 26 is a speed increasing mechanism composed of a single planetary gear.

  Thus, in the present embodiment, the differential unit 12 including the first electric motor M1, the second electric motor M2, and the differential mechanism 24 can operate as an electric continuously variable transmission that continuously changes the gear ratio. A continuously variable transmission state, and a locked state in which a change in the gear ratio is locked without changing the continuously variable transmission operation without operating as a continuously variable transmission, that is, a single gear or a plurality of gears with one or more gear ratios. It functions as a shift state switching type transmission mechanism that can be switched to a constant gear ratio state that operates as a machine. Further, the switching clutch C0 and the switching brake B0 function as a differential state switching device that selectively switches the state of the differential section 12 to either a continuously variable transmission state or a constant gear ratio state.

  The automatic transmission unit 20 includes a single pinion type second planetary gear device 28, a single pinion type third planetary gear device 30, and a single pinion type fourth planetary gear device 32. The second planetary gear device 28 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 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so that it can rotate and revolve, and a third sun gear S3 via the 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 device 32 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to be capable of rotating and revolving, and a fourth sun gear S4 via the fourth planetary gear P4. A fourth ring gear R4 that meshes with the gear, 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 14 via the first brake B1. Are selectively connected to each other. The second carrier CA2 is selectively connected to the case 14 via the second brake B2. The fourth ring gear R4 is selectively connected to the case 14 via the third brake B3. The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22. Further, the third ring gear R3 and the fourth sun gear S4 are integrally connected and selectively connected to the transmission member 18 via the first clutch C1.

  The switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, the second brake B2, and the third brake B3 are hydraulic types that are often used in conventional automatic transmissions for vehicles. It is a frictional engagement device, and a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or one end of one or two bands wound around the outer peripheral surface of a rotating drum It is configured by a band brake or the like tightened by a hydraulic actuator, and is for selectively connecting members on both sides on which the brake is interposed.

FIG. 2 is a diagram simply showing a main part of a hydraulic control circuit 40 provided for supplying hydraulic pressure to the transmission mechanism 10. The hydraulic pump 42 shown in FIG. 2 is, for example, a mechanical hydraulic pump or an electric hydraulic pump that operates according to the rotational drive of the engine 8, and pumps the hydraulic oil that has returned to the strainer 44 at a predetermined hydraulic pressure. The first regulator valve 46 regulates the line pressure P _L as source pressure the hydraulic pressure supplied from the hydraulic pump 42. Solenoid modulator valve 48, the first said modulator pressure _{P M} regulating pressure in the line pressure _{P L} supplied from the regulator valve 46 as a source pressure linear solenoid valves SL1, SL2, SL3, SL4, SL5, SL6, and SL7 Etc. They linear solenoid valves SL1, SL2, SL3, SL4, SL5, SL6, SL7 , the electronic control unit, respectively the switching clutch control pressure P as source pressure modulator pressure _{P M} supplied in accordance with a signal from 50 from the solenoid modulator valve 48 _C0 , first clutch control pressure P _C1 , second clutch control pressure P _C2 , switching brake control pressure P _B0 , first brake control pressure P _B1 , second brake control pressure P _B2 , third brake control pressure P _B3 And supplied to each hydraulic friction engagement device, that is, 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.

In the speed change mechanism 10 configured as described above, for example, as shown in the engagement operation table of FIG. 3, the switching clutch C0 and the first clutch C1 according to the control hydraulic pressure supplied from the hydraulic control circuit 40. The second clutch C2, the switching brake B0, the first brake B1, the second brake B2, and the third brake B3 are selectively engaged to operate the first gear (first gear) to the first. A speed ratio γ (= input shaft rotational speed N) that is selectively established as one of the fifth gear (fifth gear), reverse gear (reverse gear), or neutral. _IN / output shaft rotational speed N _OUT ) is obtained for each gear stage. In particular, in this embodiment, the differential mechanism 24 is provided with a switching clutch C0 and a switching brake B0 that function as a differential state switching device, and any one of the switching clutch C0 and the switching brake B0 is engaged. In addition to the above-mentioned continuously variable transmission state that operates as a continuously variable transmission, the differential unit 12 can constitute a constant gear ratio state that operates as a transmission having a constant gear ratio. Therefore, in the speed change mechanism 10, the stepped portion that operates as a stepped transmission is constituted by the differential portion 12 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 12 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 one of the switching clutch C0 and the switching brake B0, and does not operate any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state. That is, it functions as a transmission state switching type transmission mechanism capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission.

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

  However, when the transmission mechanism 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 3 are released. Thereby, the differential unit 12 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 12 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 20 are achieved. The rotational speed input to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear stage of the fourth speed, and each gear stage has a stepless speed ratio width. It is done. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio (total speed ratio) γT of the speed change mechanism 10 as a whole can be obtained steplessly.

FIG. 4 illustrates a gear mechanism 10 that includes a differential unit 12 that functions as a continuously variable transmission unit (first transmission unit) and an automatic transmission unit 20 that functions as a stepped transmission unit (second transmission unit). The collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every step is shown. The collinear diagram of FIG. 4 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear set 26, 28, 30, 32 and a vertical axis indicating the relative rotational speed. horizontal line X1 of the lower of the horizontal line represents the rotational speed zero, represents the rotational speed N _E of the engine 8 upper horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 16, 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 differential mechanism 24 constituting the differential unit 12 are the first corresponding to the second element (second rotating element) RE2 from the left side. The relative rotational speed of one sun gear S1, the relative rotational speed of the first carrier CA1 corresponding to the first element (first rotating element) RE1, and the relative rotation of the first ring gear R1 corresponding to the third element (third rotating element) RE3. The speeds are respectively shown, and the distance between them is determined according to the gear ratio ρ1 of the first planetary gear unit 26. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth element (fourth rotation element) RE4 and are connected to each other in order from the left. And the relative rotational speed of the third sun gear S3, the relative rotational speed of the second carrier CA2 corresponding to the fifth element (fifth rotational element) RE5, and the fourth ring gear R4 corresponding to the sixth element (sixth rotational element) RE6. Relative rotational speed, relative rotational speed of second ring gear R2, third carrier CA3, and fourth carrier CA4 corresponding to and coupled to seventh element (seventh rotational element) RE7, eighth element (eighth rotational element) ) The relative rotational speeds of the third ring gear R3 and the fourth sun gear S4 corresponding to RE8 and connected to each other are shown respectively, and the distance between them is the second, third, and fourth planetary gear devices 28, 30, 32 gears [rho] 2, [rho] 3, are determined respectively in accordance with the [rho] 4. 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 12, 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 at an interval corresponding to "1" for each of the second, third, and fourth planetary gear devices 28, 30, and 32. The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 4 described above, the speed change mechanism 10 of the present embodiment includes the first element RE1 (first carrier) of the first planetary gear unit 26 in the differential mechanism 24 (differential portion 12). CA1) is connected to the input shaft 16, that is, the engine 8, and selectively connected to the second element (first sun gear S1) RE2 via the switching clutch C0, and the second element RE2 is connected to the first electric motor M1. At the same time, it is selectively connected to the case 14 via the switching brake B0, and the third element (first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2, and the rotation of the input shaft 16 is transmitted to the transmission member 18. It is configured to transmit (input) it to the automatic transmission unit (stepped transmission unit) 20 via. 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.

  5 and 6 are diagrams corresponding to the differential portion 12 portion of the alignment chart of FIG. FIG. 5 shows an example of the state of the differential section 12 when the state is switched to the continuously variable transmission state (differential state) by releasing the switching clutch C0 and the switching brake B0. For example, when the rotation of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered by controlling the reaction force generated by the power generation of the first electric motor M1, the straight line L0 and the vertical line Y3 The rotational speed of the first ring gear R1 indicated by the intersection is lowered or increased.

FIG. 6 shows the state of the differential section 12 when it is switched to the constant speed ratio state (stepped speed change state) by the engagement of the switching clutch C0. That is, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the differential mechanism 24 is in a non-differential state in which the three rotating elements rotate integrally, so that the straight line L0 is It is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the differential mechanism 24 is in a non-differential state that functions as a speed increasing mechanism, so the straight line L0 is in the state shown in FIG. rotational speed of the first ring gear R1, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 at a rotation speed higher than the engine speed N _E.

  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 selectively connected to the case 14 via the first brake B1. . The fifth rotating element RE5 is selectively connected to the case 14 via the second brake B2. The sixth rotation element RE6 is selectively connected to the case 14 via the third brake B3. The seventh rotating element RE7 is connected to the output shaft 22. The eighth rotating 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. 4, the vertical line Y8 and the horizontal line X2 indicating the rotational speed of the eighth rotation element RE8, which are determined by the engagement of the first clutch C1 and the third brake B3. An oblique straight line L1 passing through the intersection and the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection with. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2, and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and the slanting straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotating element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated at the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. In the first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the drive from the differential unit 12 by the differential mechanism 24 to the eighth rotary element RE8 at the same speed as the engine speed N _E Force is input. However, when the switching brake B0 in place of the switching clutch C0 is engaged, since the driving force from the differential unit 12 is input at a higher speed than the engine rotational speed N _E, first clutch C1, the Output of the fifth speed at the intersection of the horizontal straight line L5 determined by engaging the two clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22 The rotational speed of the shaft 22 is shown.

  FIG. 7 illustrates a signal input to the electronic control device 50 for controlling the transmission mechanism 10 of the present embodiment and a signal output from the electronic control device 50. The electronic control unit 50 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. To perform the hybrid drive control for the engine 8, the first electric motor M1, and the second electric motor M2, the stepless speed change control and the stepped speed change control in the speed change mechanism 10, and the differential mechanism 24 to execute these controls. Drive control such as differential state switching control and driving force source switching control.

The electronic control unit 50, from the sensors and switches shown in FIG. 7, a signal indicative of the engine coolant temperature, a signal representing the shift position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the gear ratio sequence set value , A signal for instructing an M (motor running) mode, an air conditioner signal indicating the operation of the air conditioner, a vehicle speed signal corresponding to the rotational speed of the output shaft 22, an oil temperature signal indicating the operating oil temperature of the automatic transmission unit 20, and a side A signal indicating a brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, an accelerator opening signal Acc indicating an operation amount of an accelerator pedal, a cam angle signal, a snow mode setting signal indicating a snow mode setting, a vehicle Acceleration signal indicating longitudinal acceleration, auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight, vehicle indicating wheel speed of each drive wheel Speed signal, signal indicating whether or not the stepped switch is operated to switch the differential unit 12 to a constant speed change state (non-differential state) in order to cause the speed change mechanism 10 to function as a stepped transmission, and the speed change mechanism 10 to be continuously variable A signal indicating whether or not a continuously variable switch is operated to switch the differential unit 12 to a continuously variable transmission state (differential state) in order to function as a transmission, a signal indicating the rotational speed NM1 of the first motor M1, and a second motor A signal indicating the rotational speed NM2 of M2 is supplied.

  Further, from the electronic control unit 50, a drive signal to a throttle actuator for manipulating the opening of the throttle valve, a supercharging pressure adjustment signal for adjusting the supercharging pressure, an electric air conditioner driving signal for operating the electric air conditioner, An ignition signal for instructing the ignition timing of the engine 8, an instruction signal for instructing the operation of the first electric motor M1 and the second electric motor M2, a shift position (operation position) display signal for operating the shift indicator, and a gear ratio are displayed. That the gear ratio display signal, the snow mode display signal for indicating that it is in the snow mode, the ABS operation signal for operating the ABS actuator for preventing the slip of the wheel during braking, and the M mode are selected. M mode display signal to be displayed, hydraulic actuator of hydraulic friction engagement device of differential section 12 and automatic transmission section 20 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 40 to control the motor, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 40, and driving an electric heater , A signal to the cruise control computer, etc. are output respectively.

FIG. 8 is a functional block diagram for explaining a main part of the control function by the electronic control unit 50. In FIG. 8, the stepped speed change control means 56 controls the speed change operation by the speed change mechanism 10 based on a predetermined control variable from a previously stored relationship. For example, the stepped shift control is executed based on the stepped shift control map (shift diagram) stored in the relationship storage unit 58. FIG. 9 is a diagram illustrating the first shift control map 66 stored in the relationship storage unit 58, and FIG. 10 illustrates the second shift control map 68 similarly stored in the relationship storage unit 58. FIG. The stepped shift control means 56 is a vehicle indicated by the vehicle speed V and the vehicle load, that is, the output torque (output torque) T _OUT of the automatic transmission unit 20 from the shift diagrams shown in FIG. 9 or FIG. Based on the state, it is determined whether or not the shift of the automatic transmission unit 20 should be executed, and the automatic shift control of the automatic transmission unit 20 is executed. In other words, the automatic transmission control of the automatic transmission unit 20 is executed by determining the gear position to be changed by the automatic transmission unit 20. Thus, in this embodiment, the shift control of the stepped transmission is defined as a function of the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 or the vehicle load. 9 and 10 are mapped as the same control function as the continuously variable / locked region of the continuously variable transmission unit.

The stepped speed change control means 56 is configured to perform the automatic operation based on a predetermined first relationship, for example, the first speed change control map 66 when the differential portion 12 (the differential mechanism 24) is in a differential state. When the transmission control of the transmission unit 20 is performed and the differential unit 12 is in a non-differential state, the automatic transmission unit 20 is based on a predetermined second relationship, for example, the second transmission control map 68. Shift control is performed. In other words, when the gear ratio of the electrical continuously variable transmission unit is variable (when the differential unit 12 can operate as an electrical continuously variable transmission unit), the first relationship defined in advance is established. When the gear ratio of the electric continuously variable transmission section including the differential section 12 is fixed (when the differential section 12 is locked). Performs shift control of the automatic transmission unit 20 based on a predetermined second relationship. As apparent from FIGS. 9 and 10, in the second shift control map 68, the shift line is set on the low vehicle speed side as compared with the first shift control map 66, and the shift ( Upshift). If the gear ratio of the electric continuously-variable transmission portion is fixed, that is, when the differential portion 12 is in the non-differential state, adjusted to the ideal value of the engine rotational speed N _e with respect to the vehicle speed V In this way, there is a possibility of deviating from the optimum point of fuel consumption. In this way, different relationships are prepared in advance depending on the differential / non-differential of the differential mechanism 24, and based on those relationships. By performing the stepped shift control of the automatic transmission unit 20, it is possible to optimize the fuel consumption of the entire drive device.

The hybrid control means 60 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, the differential state of the differential portion 12, while driving force between the engine 8 and the second electric motor M2. The transmission ratio γ0 as an electrical continuously variable transmission of the differential section 12 is controlled by changing the distribution of the motor and the reaction force generated by the power generation of the first motor M1 and / or the second motor M2 so as to be optimized. For example, at the traveling vehicle speed at that time, the driver's required output is calculated from the accelerator pedal operation amount Acc and the vehicle speed V, the required driving force is calculated from the driver's required output and the required charging value, and the engine rotational speed _NE and it calculates the total output, based on the total output and the engine rotational speed N _E, controls the power generation amount of the first electric motor M1 and / or the second electric motor M2 controls the engine 8 to obtain the engine output To do.

Further, the hybrid control means 60 executes the control in consideration of the gear position of the automatic transmission unit 20 in order to improve the fuel consumption. In such a hybrid control, in order to match 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 The differential unit 12 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 60 performs the total speed change of the speed change mechanism 10 so that the engine 8 can be operated along a pre-stored optimum fuel efficiency rate curve of the engine 8 that achieves both drivability and fuel efficiency during continuously variable speed travel. A target value of the ratio γT is determined, the speed ratio γ0 of the differential unit 12 is controlled so that the target value is obtained, and the total speed ratio γT is within a changeable range of the speed change, for example, within a range of 13 to 0.5. Control.

  At this time, the hybrid control means 60 supplies the electric energy generated by the first electric motor M1 to the power storage device 54 and the second electric motor M2 via the inverter 52, so that the main part of the driving force of the engine 8 is mechanically Although transmitted to the transmission member 18, a part of the driving force of the engine 8 is consumed for power generation of the first electric motor M <b> 1 and is converted into electric energy there, and the second electric motor M <b> 2 or the first electric motor is passed through the inverter 52. The electric power is supplied to M1 and transmitted from the second electric motor M2 or the first electric motor M1 to the transmission member 18. Electrical path from conversion of part of the driving force of the engine 8 into electrical energy and conversion of the electrical energy into mechanical energy by equipment related to the generation of this electrical energy until it is consumed by the second electric motor M2. Is configured. In addition, the hybrid control means 60 causes the motor to travel using only the electric motor, for example, only the second electric motor M2, by the electric CVT function (differential action) of the differential unit 12 regardless of whether the engine 8 is stopped or in an idle state. be able to. Further, the hybrid control means 60 operates the first electric motor M1 and / or the second electric motor M2 to run the motor even when the differential unit 12 is in the stepped speed change state (constant speed change state) while the engine 8 is stopped. You can also.

Further, the hybrid control means 60 generates at least one of a plurality of driving force sources, that is, the engine 8, the first electric motor M1, and the second electric motor M2 based on a predetermined control variable based on a predetermined relationship. It functions as a driving force source selection control means for selecting a driving force source. FIG. 11 shows a boundary line between the engine travel region and the motor travel region for switching the driving force source for vehicle travel between the engine 8 and the electric motors M1 and M2 (in other words, for switching between engine travel and motor travel). And a driving force source selection control map (driving force source switching diagram) composed of two-dimensional coordinates using the vehicle speed V and the output torque T _OUT which is a driving force related value as parameters. ) 70 is an example. In addition, hysteresis is provided as shown by a one-dot chain line with respect to the solid line in FIG. The driving force source selection control map 70 in FIG. 11 is stored in advance in, for example, the relationship storage means 58, and the hybrid control means 60 determines the vehicle speed V from the driving force source selection control map 70 as shown in FIG. The motor travel region is determined based on the vehicle state indicated by the output torque T _OUT and the motor travel is executed. In this way, the motor running by the hybrid control means 60 is compared with the vehicle speed at the time of the relatively low output torque T _OUT or the vehicle speed, 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 at low vehicle speed, that is, in a low load range. Thus, in this embodiment, the drive amount source selection control is defined as a function of the vehicle speed V and the output torque T _OUT of the automatic transmission 20 or the vehicle load. Then, the same control function as the continuously variable / locked region of the continuously variable transmission unit is mapped as shown in FIG.

  Returning to FIG. 7, the speed-increasing gear stage determining means 62 determines which of the switching clutch C0 and the switching brake B0, which is a differential state switching device, is engaged when the transmission mechanism 10 is in the stepped transmission state. In order to achieve this, for example, the gear position to be shifted of the speed change mechanism 10 according to the first shift control map 66 as shown in FIG. It is determined whether or not it is a fifth gear.

The switching control means 64 selectively switches the differential section 12 to either a continuously variable transmission state or a constant transmission gear ratio state based on a predetermined control variable based on a predetermined relationship. In other words, the transmission mechanism 10 is selectively switched to either a continuously variable transmission state or a stepped transmission state. In the first shift control map 66 of FIG. 9, in order to selectively switch the differential unit 12 between the continuously variable transmission state and the constant transmission ratio state (the transmission mechanism 10 is continuously variable transmission state and stepped transmission state). A pre-stored relationship having a boundary line between the stepless control region and the stepped control region is determined. This is an example of a switching control map (switching diagram) configured with two-dimensional coordinates using the vehicle speed V and the output torque T _{OUT as} a driving force related value as parameters. Further, FIG. 12, as boundaries for region determining which of the step-variable control region and the continuously variable control region by the engine rotational speed N _E and switching control means 64 and the engine torque T _E as a parameter It is a figure which illustrates the switching control map 72 which is an example of the relationship previously stored, for example in the relationship memory | storage means 58 which has an engine output line. Vehicle switching control means 64 is represented by to 9 based the switching diagram of Figure 12 with the engine rotational speed N _E and engine torque T _E, and their engine rotational speed N _E and engine torque T _E It is determined whether the state is in the stepless control region or the stepped control region, that is, the differential unit 12 is in the stepless control region in which the stepless speed change state is set or in the constant speed ratio state. It is determined whether it is within the step control region, and the differential unit 12 is selectively switched to either the continuously variable speed state or the constant speed ratio state. In other words, the shift state of the transmission mechanism 10 to be switched is determined, that is, within the continuously variable control region in which the transmission mechanism 10 is in a continuously variable transmission state, or the stepped control region in which the transmission mechanism 10 is in a continuously variable transmission state. And the transmission mechanism 10 is selectively switched between the continuously variable transmission state and the stepped transmission state. As described above, in this embodiment, the continuously variable / lock region of the continuously variable transmission is defined as a function of the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 or the vehicle load. Further, a continuously variable / stepped region of the continuously variable transmission is defined as a function of the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 or the vehicle load. These functions are mapped as shown in FIG. 9 to FIG.

  Specifically, when it is determined that the switching control means 64 is within the stepped shift control region, the hybrid control means 60 outputs a signal that disables or prohibits the hybrid control or continuously variable shift control. In addition, the step-change control means 56 is allowed to perform gear-change control at the time of step-change that is set in advance. At this time, the stepped speed change control means 56 executes the automatic speed change control of the automatic speed changer 20 in accordance with, for example, the second speed change control map 68 shown in FIG. FIG. 3 shows a combination of operations of the hydraulic friction engagement devices selected in the shift control at this time, that is, C0, C1, C2, B0, B1, B2, and B3. That is, the transmission mechanism 10 as a whole, that is, the differential unit 12 and the automatic transmission unit 20 function as a so-called stepped automatic transmission, and the gear position 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 64 is a command for releasing the switching clutch C0 and engaging the switching brake B0 so that the differential unit 12 can function as a sub-transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. Is output to the hydraulic control circuit 40. 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. 64 indicates that a command for engaging the switching clutch C0 and releasing the switching brake B0 is output to the hydraulic control circuit 40 so that the differential unit 12 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 shift state by the switching control means 64 and is selectively switched to be one of the two types of shift steps in the stepped shift 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 64 determines that it is within the continuously variable transmission control region for switching the transmission mechanism 10 to the continuously variable transmission state, the differential unit 12 is used to establish the continuously variable transmission state as the entire transmission mechanism 10. Is output to the hydraulic control circuit 40 so as to release the switching clutch C0 and the switching brake B0 so that the stepless speed change is possible. At the same time, a signal for permitting hybrid control is output to the hybrid control means 60, 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 56, or For example, a signal for permitting automatic shifting of the automatic transmission unit 20 according to a first shift control map 66 as shown in FIG. In this case, automatic transmission is performed by the stepped shift control means 56 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 12 switched to the continuously variable transmission state by the switching control means 64 functions as a continuously variable transmission, and the automatic transmission unit 20 in series functions as a stepped transmission. At the same time that a large driving force is obtained, the rotational speed input to the automatic transmission unit 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission unit 20, that is, transmission The rotational speed of the member 18 is changed steplessly, and each gear stage can obtain a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously. That is, in other words, the switching control means 64 controls the switching brake B0 and the switching clutch C0 as the differential state switching device to engage or disengage the differential mechanism 24 between the differential state and the non-differential state. Switch to either.

FIGS. 9 and 10 will be described in detail. These diagrams are shift diagrams (relationships) stored in advance in the relationship storage means 58, which is a basis for the shift determination of the automatic transmission unit 20, and the vehicle speed V and the vehicle. It is an example of a shift diagram (shift map) composed of two-dimensional coordinates using the output torque T _{OUT as} a load as a parameter. The solid line in FIGS. 9 and 10 is an upshift line, and the alternate long and short dash line is a downshift line. The broken lines in FIG. 9 indicate 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 64. That is, the broken line in FIG. 9 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. 9, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 9 includes a determining vehicle speed V1 and the upper output-torque limit T1, which one of the step-variable control region and the continuously variable control region by switching control means 64 and the vehicle speed V and the output torque T _OUT as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. In addition, you may memorize | store in advance in the relationship memory | storage means 58 as a shift map including this switching diagram.

The vehicle load is a parameter that corresponds 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, for example, the output torque T _OUT of the automatic transmission unit 20, the engine torque T _E, vehicle acceleration or, for example, the accelerator opening or a throttle opening (or the intake air amount, air-fuel ratio, fuel injection amount) and the actual values of such engine torque T _E that is calculated by the engine speed N _E, the driver It may be an estimated value such as a required driving force calculated based on the accelerator pedal operation amount or the throttle opening. The driving torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

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

As shown in the relationship of FIG. 9, the high torque region where the output torque T _OUT is higher than the predetermined determination output torque T1 or the high vehicle speed region where the vehicle speed V is higher than the predetermined determination vehicle speed V1 is stepped control. 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. 12, the engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or a high-speed drive region in which, or high output region where the engine output is higher than the predetermined calculated from these 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. 12 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

As a result, for example, when the vehicle is running at low to medium speed and at low to medium power, the speed change mechanism 10 is set to a continuously variable transmission state to ensure the fuel efficiency of the vehicle, but the actual vehicle speed V exceeds the determined vehicle speed V1. In such a high speed running, the speed change mechanism 10 is in a stepped speed change state in which the speed change mechanism 10 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 Conversion loss between driving force and electric energy generated when operating as a machine is suppressed, and fuel efficiency is improved. Further, in high-power running such that the driving force-related value such as the output torque T _OUT exceeds the determination torque T1, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and is exclusively a mechanical power transmission path. Thus, the region in which the output of the engine 8 is transmitted to the drive wheels 38 to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E with the stepped up-shift of the automatic shifting control, as shown in FIG. 13 can enjoy.

  FIG. 14 shows a seesaw type switch 74 (hereinafter referred to as “switching”) for switching between a differential state and a non-differential state (locked state) of the differential mechanism 24, that is, a continuously variable transmission state and a stepped transmission state of the transmission mechanism 10 by manual operation. This is an example of the switch 74, and is provided in the vehicle so that it can be manually operated by the user. This switch 74 allows the user to selectively select vehicle travel in a speed change state desired by the user. The switch 74 corresponding to continuously variable speed travel indicates a position (part) or presence or absence of the switch 74. When the position (part) displayed as stepped corresponding to the step-variable travel is pushed by the user, the continuously variable-speed travel, that is, the continuously variable transmission state in which the transmission mechanism 10 can be operated as an electrical continuously variable transmission, It is possible to select whether to make a stepped speed change, that is, a stepped state in which the speed change mechanism 10 can operate as a stepped transmission. For example, if it is desired to have a continuously variable transmission feeling or a fuel efficiency improvement effect, the transmission mechanism 10 can be manually selected so as to be in a continuously variable transmission state. If it is desired to improve the feeling by changing the engine rotation speed, the speed change mechanism 10 can be manually selected so as to be in a stepped speed change state.

  FIG. 15 is a diagram showing an example of a shift operation device 76 which is a manual transmission operation device. The shift operation device 76 includes, for example, a shift lever 78 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions. In the shift lever 78, for example, as shown in the engagement operation table of FIG. 3, the power transmission path in the speed change mechanism 10, that is, in the automatic speed change portion 20, where neither the clutch C1 nor the clutch C2 is engaged is cut off. The neutral position, that is, the neutral state and the parking position “P (parking)” for locking the output shaft 22 of the automatic transmission unit 20, the reverse traveling position “R (reverse)” for reverse traveling, A neutral position “N (neutral)”, a forward automatic shift travel position “D (drive)”, or a forward manual shift travel position “M (manual)” to be in a neutral state where the power transmission path is interrupted is manually operated. Is provided. The shift positions indicated by the “P” to “M” positions are the “P” position and the “N” position, which are non-driving positions that are selected when the vehicle is not driven, the “R” position, the “D” position. The “M” position is a travel position selected when the vehicle travels. 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 in the longitudinal direction of the vehicle, for example, and when the shift lever 78 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 78. Specifically, at the “M” position, an upshift position “+” and a downshift position “−” are provided in the front-rear direction of the vehicle, and the shift lever 78 has their upshift position “+”. ”Or the downshift position“ − ”, the“ D ”range to the“ L ”range is selected. For example, the five shift ranges from the “D” range to the “L” range at the “M” position are the high speed side (the minimum gear ratio side) in the change range of the total gear ratio γT that allows automatic transmission control of the transmission mechanism 10. The speed range of the gear stage (gear stage) is limited so that there are a plurality of types of gear ranges with different total gear ratios γT, and the highest speed gear stage in which the automatic transmission unit 20 can change gears is different. The shift lever 78 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. The shift operation device 76 is provided with a shift position sensor (not shown) for detecting each shift position of the shift lever 78, and electronically controls the shift position of the shift lever 78, the number of operations at the “M” position, and the like. Output to the device 50.

  For example, when the “D” position is selected by operating the shift lever 78, the automatic switching control of the transmission mechanism 10 is executed by the switching control means 64, and the differential mechanism 24 is disabled by the hybrid control means 60. Step shift control is executed, and automatic shift control of the automatic transmission unit 20 is executed by the stepped shift control means 56. 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 speed gear to the fifth speed as shown in FIG. During continuously variable speed travel where the mechanism 10 is switched to the continuously variable speed state, the speed change mechanism 10 has a continuously variable speed ratio range of the differential mechanism 24 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 78, the stepped speed change control means 56, the hybrid control means 60, The shift control means 64 performs automatic transmission control within the range of the total transmission ratio γT that can be changed in each transmission range of the transmission mechanism 10. For example, when the transmission mechanism 10 is switched to the stepped transmission state, the transmission mechanism 10 is automatically controlled to shift within the range of the total transmission ratio γT at which the transmission mechanism 10 can shift in each shift range, or the transmission mechanism 10 During continuously variable speed driving that is switched to a continuously variable speed state, the speed change mechanism 10 automatically shifts within the range of the continuously variable speed ratio range of the differential mechanism 24 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.

Returning to FIG. 8, a continuously variable speed traveling speed ratio control means (hereinafter referred to as a speed ratio control means) 65 is a continuously variable speed traveling state of the vehicle in which the differential section 12 which is a continuously variable transmission section is operated continuously variablely. Is determined, the shift of the automatic transmission unit 20 is performed so that the optimum fuel consumption can be obtained based on the efficiency ηM1 of the first electric motor M1, the efficiency ηM2 of the second electric motor M2, and the efficiency of the automatic transmission unit 20. The ratio γ and the gear ratio γ0 of the differential portion 12 are controlled. For example, the output shaft rotational speed of the differential unit 12 (the input shaft rotational speed of the automatic transmission unit 20) _NIN is suppressed for the purpose of preventing reverse rotation of the first electric motor M1 even during steady running at a relatively high speed. Thus, by adjusting the gear ratio γ of the automatic transmission unit 20 as the stepped transmission unit, the gear ratio γ0 of the differential unit 12 as the continuously variable transmission unit is changed according to the gear ratio γ.

Further, the gear ratio control unit 65, determines a target engine rotational speed N _EM of the engine 8 based on the actual accelerator opening A _CC from an engine fuel efficiency map 73 as shown in FIG. 16 previously stored in the relationship memory means 58 At the same time, control for determining the speed ratio γ of the automatic transmission unit 20 and the speed ratio γ0 of the differential unit 12 for obtaining the target engine speed _NEM based on the actual vehicle speed V is performed. Here, the broken line in FIG. 16 indicates the optimum fuel consumption line L2 when the electric continuously variable transmission portion is operable, that is, when the differential portion 12 is in the differential state, and the thick solid line in FIG. Indicates an optimum fuel consumption line L2 ′ when the electric continuously variable transmission portion is in a constant shift state, that is, when the differential portion 12 is in a non-differential state.

As shown in FIG. 16, it is determined from the actual relationship equal horsepower curves L3a is well known for any corresponding to the output of the engine 8 to meet the required driving force of the driver based on the accelerator opening A _CC Then, the engine speed corresponding to the intersection Ca between the determined equal horsepower curve L3a and the optimum fuel efficiency curve L2 or L2 ′ is determined as the target engine speed _NEM . Further, the total speed ratio γT of the speed change mechanism 10 for obtaining the target engine speed _NEM based on the target engine speed _NEM and the actual vehicle speed V is determined from the relationship shown in the equation (1), for example. The It should be noted that the relationship between the rotational speed N _OUT (rpm) of the output shaft 22 of the automatic transmission unit 20 and the vehicle speed V (km / h) is such that the gear ratio of the final reduction gear is γf and the radius of the drive wheels 38 is r. , The relationship shown in equation (2). Next, the transmission gear ratio γ of the automatic transmission unit 20 and the transmission gear ratio γ0 of the differential unit 12 for obtaining the total transmission gear ratio γT (= γ × γ0) of the transmission mechanism 10 are expressed by equations (1), (2), ( From 3) and (4), it is determined so that the transmission efficiency of the entire speed change mechanism 10 is maximized.

That is, first, because the range of variation of the speed ratio γ0 of the differential portion 12 is zero or 1, the target engine speed N _EM larger engine rotational speed N _E at the time when the speed ratio γ0 is assumed to be 1 speed ratio candidate value γa of the automatic shifting portion 20 may generate, .gamma.b etc., for example, based on the actual vehicle speed V from equation (1) and the relationship between the engine rotational speed N _E and the vehicle speed V as shown in (2) Multiple types are set. Then, for example, the formula overall speed ratio γT and the gear ratio candidate value to obtain the target engine rotational speed N _EM from the relationship shown in (3) γa, γb their gear ratio candidate value based on the .gamma.a, vehicle fuel per .gamma.b consumption Mfce is calculated, the total for determining a gear ratio candidate value the vehicle fuel consumption becomes minimum as the speed ratio γ of the automatic shifting portion 20, to obtain the speed ratio γ and the target engine speed N _EM The speed ratio γ0 of the differential unit 12 is determined from the speed ratio γT.

In Equation (3), Fce is the fuel consumption rate, PL is the instantaneous required power, ηele is the efficiency of the electrical system, ηCVT is the transmission efficiency of the differential unit 12, k1 is the transmission ratio of the electrical path of the differential unit 12, k2 Is the transmission ratio of the mechanical path of the differential section 12, and ηgi is the transmission efficiency of the automatic transmission section 20. Equation (3) Efficiency ηM2 efficiency ηM1 and the second electric motor M2 of the first electric motor M1 is in each gear ratio candidate value .gamma.a, to obtain the overall speed ratio γT for obtaining the target engine speed N _EM for each γb Is determined based on the rotational speed determined for each of the gear ratio candidates γ0a and γ0b of the differential section 12 and the output torque required for each electric motor to generate the required driving force. Further, k1 is usually a value near 0.1, and k2 is usually a value near 0.9, but since it is a function of the required output, it is changed according to the required output. Further, the transmission efficiency ηgi of the automatic transmission unit 20 is a function of the transmission torque Ti, the rotational speed Ni of the rotating member, and the oil temperature H, which are different for each gear stage i, for example, as shown in Expression (4). For convenience, constant values are used for the fuel consumption rate Fce, the instantaneous required power PL, the electric system efficiency ηele, and the transmission efficiency ηCVT of the differential section 12. The transmission efficiency ηgi of the automatic transmission unit 20 may be a constant value within a range that does not affect practical accuracy.

N _EM = γT × N _OUT (1)
N _OUT = (V × γf) / 2πr · 60 (2)
Mfce = Fce × PL / ((ηM1 × ηM2 × ηele × k1
+ ΗCVT × k2) × ηgi) (3)
ηgi = f (Ti, Ni, H) (4)

  The transmission ratio control means 65 is provided so that the transmission ratio γ of the automatic transmission unit 20 and the transmission ratio γ0 of the differential unit 12 determined as described above are respectively realized as transmission ratios in continuously variable transmission. Commands the step shift control means 56 and the hybrid control means 60.

  FIG. 17 is a flowchart showing the main part of the control operation of the electronic control unit 50, that is, the shift control operation in the embodiment of FIG. 8, which is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds. is there.

First, in step S1 corresponding to the operation of the switching control means 64 (hereinafter, step is omitted), for example, the vehicle speed V and the driving force related value are obtained from the switching control map (switching diagram) of FIG. 9 to FIG. It is determined whether or not the vehicle is in a continuously variable traveling region based on the vehicle state indicated by the output torque T _OUT . If the determination in S1 is affirmative, a shift diagram for continuously variable speed travel such as the first shift control map 66 shown in FIG. 9 is selected in S2. Next, in S3, the gear ratio of the electric continuously variable transmission including the differential unit 12 is determined based on the engine speed _NE and the engine output torque T _OUT from, for example, the engine fuel consumption map 72 shown in FIG. The Next, in step S4, the stepped shift control of the automatic transmission unit 20 is executed based on, for example, the vehicle speed V and the engine output torque T _OUT from the shift diagram for continuously variable speed travel selected in step S2. Next, in step S5, the continuously variable transmission control of the electric continuously variable transmission unit which is the differential unit 12 is executed in accordance with the transmission gear ratio determined in step S3, and then this routine is terminated.

If the determination in S1 is negative, that is, if it is determined that the vehicle is not in a continuously variable travel region, in S6, a shift line for stepped variable travel such as the second shift control map 68 shown in FIG. The figure is selected. Next, in S7, a command for engaging the switching clutch C0 or the switching brake B0 is output to the hydraulic control circuit 40 so that the differential section 12 is in the constant gear ratio state, and the differential section 12 is not different. It is in a moving state (locked state). At the same time, a signal that prohibits or prohibits the hybrid control or continuously variable transmission control is output to the hybrid control means 60. Next, in step S8, the stepped shift control of the automatic transmission unit 20 is executed based on, for example, the vehicle speed V and the engine output torque T _OUT from the stepped shift diagram selected in step S6. This routine is terminated. In the above control, S2, S4, S6, and S8 correspond to the operation of the stepped shift control means 56, and S3, S5, and S7 correspond to the operation of the continuously variable speed travel speed ratio control means 65, respectively.

  Thus, according to the present embodiment, when the gear ratio of the electric continuously variable transmission portion is in a variable state, based on the first speed change control map 66 that is a first relationship that is determined in advance. When the transmission control of the automatic transmission unit 20 is performed and the gear ratio of the electric continuously variable transmission unit by the differential unit 12 is fixed, a second transmission control map that is a predetermined second relationship. 68, stepped speed change control means 56 (S2, S4, S6, and S8) for controlling the speed change of the automatic speed change portion 20 is included. Therefore, the automatic speed change is made according to the state of the electric continuously variable speed change portion. The gear ratio of the unit 20 can be changed, and the fuel efficiency of the entire power transmission device can be optimized. That is, it is possible to provide a power transmission device that can improve fuel efficiency as much as possible in a vehicle having a differential mechanism 24 that can operate as an electric continuously variable transmission.

  In other words, when the differential mechanism 24 is in the differential state, the shift control of the automatic transmission unit 20 is performed based on the first shift control map 66 that is a first relationship set in advance. At the same time, when the differential mechanism 24 is in a non-differential state, the stepped shift control that performs shift control of the automatic transmission unit 20 based on a second shift control map 68 that is a second relationship that is predetermined. Since the control means 56 is included, the gear ratio of the automatic transmission unit 20 can be changed according to the state of the differential mechanism 24, and the fuel efficiency of the entire power transmission device can be optimized. That is, it is possible to provide a power transmission device that can improve fuel efficiency as much as possible in a vehicle having a differential mechanism 24 that can operate as an electric continuously variable transmission.

  Further, since the automatic transmission unit 20 provided in the power transmission path between the transmission member 18 and the drive wheel 38 is a stepped automatic transmission, the differential mechanism 24 or the electric continuously variable transmission is used. The gear ratio of the stepped automatic transmission can be changed according to the state of the part, and the fuel efficiency of the entire power transmission device can be optimized.

  The differential mechanism 24 includes a first carrier CA1, which is a first element connected to the engine 8, a first sun gear S1, which is a second element connected to the first electric motor M1, and the transmission member 18. The first planetary gear device 26 having the first ring gear R1 that is the third element connected to the power transmission device has a practical differential mechanism 24 to improve fuel efficiency as much as possible. be able to.

  Also, a differential state in which the first to third elements can be rotated relative to each other and a non-difference in which the first to third elements are rotated together or the second element is in a non-rotating state. The differential mechanism 24 includes a switching brake B0 and a switching clutch C0 as a differential state switching device that selectively switches the state of the differential mechanism 24 to a moving state. It is possible to switch between a state and a non-differential state.

  Preferably, the first planetary gear unit 26 is a speed increasing mechanism composed of a single planetary gear, so that the fuel efficiency can be improved as much as possible in the power transmission device including the practical differential mechanism 24. it can.

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

  FIG. 18 is a skeleton diagram illustrating the configuration of a speed change mechanism 80 according to another embodiment of the present invention, and FIG. 19 is a view showing the relationship between the gear position of the speed change mechanism 80 and the engagement combination of the hydraulic friction engagement device. FIG. 20 is a collinear diagram illustrating the speed change operation of the speed change mechanism 80.

  The speed change mechanism 80 is a transmission member between the differential portion 12 having the first electric motor M1, the differential mechanism 24, and the second electric motor M2 and the differential portion 12 and the output shaft 22 in the same manner as in the above-described embodiment. 18 and a forward three-stage automatic transmission unit 82 connected in series via 18. The differential mechanism 24 includes, for example, a single pinion type first planetary gear unit 26 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The automatic transmission unit 82 includes a single pinion type second planetary gear device 28 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 30 is provided. The second sun gear S2 of the second planetary gear device 28 and the third sun gear S3 of the third planetary gear device 30 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 28 and the third ring gear R3 of the third planetary gear device 30 are integrally connected to the output shaft 22 by being selectively connected to the case 14 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 14 via the second brake B2.

In the speed change mechanism 80 configured as described above, for example, as shown in the engagement operation table of FIG. 19, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio can be obtained for each gear stage. ing. In particular, in this embodiment, the differential mechanism 24 is provided with a switching clutch C0 and a switching brake B0 that function as a differential state switching device, and any one of the switching clutch C0 and the switching brake B0 is engaged. In addition to the above-described continuously variable transmission state that operates as a continuously variable transmission, the differential unit 12 can constitute a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, the transmission mechanism 80 operates as a stepped transmission with the differential unit 12 and the automatic transmission unit 82 that are brought into a constant transmission 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 12 and the automatic speed change part 82 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 80 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and does not operate any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state.

  For example, when the speed change mechanism 80 functions as a stepped transmission, as shown in FIG. 19, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2,” A first gear that is approximately 2.804 "is established, and the engagement of the switching clutch C0, the first clutch C1, and the first brake B1 causes the gear ratio γ2 to be smaller than the first gear, for example," The second speed gear stage that is about 1.531 "is established, and the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2 causes the gear ratio γ3 to be smaller than the second speed gear stage, for example," A third gear that is about 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 γ4 to be smaller than the third gear, for example. “0. 05 "is about the fourth-speed gear stage is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when the transmission mechanism 80 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 19 are released. Accordingly, the differential unit 12 functions as a continuously variable transmission, and the automatic transmission unit 82 in series with the differential unit 12 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 82 are achieved. Thus, the rotational speed input to the automatic transmission unit 82, 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 gear ratio γT of the transmission mechanism 80 as a whole can be obtained continuously.

  FIG. 20 shows a transmission mechanism 80 including a differential unit 12 functioning as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 82 functioning as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent the relative relationship of the rotational speed of each rotation element from which a connection state differs on a straight line is shown. The rotational speed of each element of the differential mechanism 24 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 is the same as that described above.

  In FIG. 20, four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission unit 82 correspond to the fourth element (fourth rotation element) RE4 in order from the left and the second sun gear S2 connected to each other. The relative rotational speed of the third sun gear S3, the relative rotational speed of the third carrier CA3 corresponding to the fifth element (fifth rotational element) RE5, and corresponding to the sixth element (sixth rotational element) RE6 and connected to each other The relative rotational speeds of the second carrier CA2 and the third ring gear R3 and the relative rotational speed of the second ring gear R2 corresponding to the seventh element (seventh rotational element) RE7 are shown. In the automatic transmission unit 82, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the second clutch C2 and is selectively connected to the case 14 via the first brake B1. ing. The fifth rotating element RE5 is selectively connected to the case 14 via the second brake B2. The sixth rotating element RE6 is connected to the output shaft 22 of the automatic transmission unit 82. The seventh rotating element RE7 is selectively connected to the transmission member 18 via the first clutch C1.

In the automatic transmission unit 82, as shown in FIG. 20, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotational speed of the seventh 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, the driving force from the differential unit 12 is input to the seventh rotary element RE7 at the same speed as the engine speed N _E . However, when the switching brake B0 in place of the switching clutch C0 is engaged, since the driving force from the differential unit 12 is input at a higher speed than the engine rotational speed N _E, first clutch C1, the Output of the fourth speed at the intersection of the horizontal straight line L4 determined by the engagement of the two 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 The rotational speed of the shaft 22 is shown.

  The transmission mechanism 80 of the second embodiment also includes a differential unit 12 that can be switched between a continuously variable transmission state that can be operated as an electric continuously variable transmission and a constant gear ratio state, a stepped transmission unit, or a second transmission unit. Since it comprises the automatic transmission unit 82 that functions as a transmission unit, the same effects as in the above-described embodiment can be obtained.

  Although the preferred embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be applied to other modes.

For example, in the above-described embodiment, the first shift control map 66 that is the first relationship and the second shift control map 68 that is the second relationship are the relationships for performing the shift control of the automatic transmission unit 20 and the like. Although stored in the relationship storage means 58, it may have three or more maps as required. These switching diagrams may include at least one of the determination vehicle speed V1 and the determination output torque T1, or may be switching lines stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. Also good. Further, as a relationship for performing the shift control of the automatic transmission unit 20 or the like, the shift diagram, the switching diagram, etc. are not a map but a determination formula for comparing the actual vehicle speed V and the determination vehicle speed V1, and output torque. It may be stored as a determination formula or the like that compares T _OUT with the determination output torque T1.

  Further, the transmission mechanisms 10 and 80 of the above-described embodiment have the continuously variable transmission state that functions as an electrical continuously variable transmission by switching the differential unit 12 between the differential state and the non-differential state. Although it was configured to be able to switch to a stepped transmission state that functions as a stepped transmission, switching between a continuously variable transmission state and a stepped transmission state is switched between a differential state and a non-differential state of the differential unit 12. For example, even if the differential unit 12 is in a differential state, the gear ratio of the differential unit 12 may be changed stepwise instead of continuously so as to function as a stepped transmission. In other words, the differential state / non-differential state of the transmission mechanisms 10 and 80 (differential unit 12) and the continuously variable transmission state / stepped transmission state are not necessarily in a one-to-one relationship. The mechanisms 10 and 80 are not necessarily configured to be switchable between the continuously variable transmission state and the stepped transmission state, and the transmission mechanisms 10 and 80 (the differential unit 12 and the differential mechanism 24) are not different from the differential state. The present invention can be applied as long as it can be switched to a moving state (locked state).

  In the differential mechanism 24 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 26. They can be connected.

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 16. However, the engine 8 only needs to be operatively connected, for example, via a gear, a belt, or the like, and needs to be disposed on a common axis. Absent.

  In the above-described embodiment, the first electric motor M1 and the second electric motor M2 are arranged concentrically with the input shaft 16, the first electric motor M1 is connected to the first sun gear S1, and the second electric motor M2 is connected to the transmission member 18. However, it is not necessarily arranged as such, and for example, the first electric motor M1 is operatively connected to the first sun gear S1 and the second electric motor M2 is connected to the transmission member 18 through a gear, a belt, or the like. May be.

  Further, although the above-described differential mechanism 24 includes the switching clutch C0 and the switching brake B0 as the differential state switching device, 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 26 to each other.

  In the transmission mechanisms 10 and 80 of the above-described embodiment, the switching clutch C0 is engaged when the neutral "N" is set, but it is not always necessary to be engaged.

  In the above-described embodiment, 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, meshing type dog clutch, etc. 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 82. Also good.

  In the above-described embodiment, the automatic transmission units 20 and 82 are interposed in the power transmission path between the transmission member 18 that is the output member of the differential unit 12, that is, the differential mechanism 24, and the drive wheel 38. However, another type of driving force transmission device such as a continuously variable transmission (CVT), which is a kind of automatic transmission, may be provided. In the case of the continuously variable transmission (CVT), the differential mechanism 24 is brought into a constant speed change state, whereby a stepped speed change state is achieved as a whole. The stepped speed change state means that the driving force is transmitted exclusively through a mechanical transmission path without using an electric path. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear positions in the stepped transmission, and the automatic transmission units 20 and 82 are used by using the plurality of fixed gear ratios. Shifting may be performed.

  In the above-described embodiment, the automatic transmission units 20 and 82 are connected in series with the differential unit 12 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 16 and is placed on the counter shaft. The automatic transmission units 20 and 82 may be arranged concentrically. In this case, the differential unit 12 and the automatic transmission units 20 and 82 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 differential mechanism 24 as the differential mechanism of the above-described embodiment is configured such that, for example, a pinion that is rotationally driven by the engine 8 and a pair of bevel gears that mesh with the pinion are operative to the first electric motor M1 and the second electric motor M2. It may be a differential gear device connected to the.

  In addition, the differential mechanism 24 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 is three or more stages in the non-differential state (constant speed change state). It may function as a transmission.

  Further, in the above-described embodiment, the shift range is set by operating the shift lever 78 to the “M” position, but the shift speed is set, that is, the maximum speed shift speed of each shift range is set. It may be set as a gear position. In this case, in the automatic transmission units 20 and 82, the gear position is switched and the gear shift is executed. For example, when the shift lever 78 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the automatic transmission unit 20 is in any one of the first to fourth gear positions. Is set according to the operation of the shift lever 78.

  In addition, the switch 74 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. Further, when the switch 74 is provided with a neutral position, a switch capable of selecting whether the selection state of the switch 74 is valid or invalid, that is, equivalent to the neutral position, may be provided separately from the switch 74.

  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. It is a figure which shows simply the principal part of the hydraulic control circuit provided in order to supply hydraulic pressure to the transmission mechanism of the Example of FIG. 2 is an operation chart for explaining the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle drive device of the embodiment of FIG. FIG. 6 is a diagram illustrating an example of a state of a differential unit (power distribution mechanism) when switched to a continuously variable transmission state (differential state), and corresponds to the differential unit of the collinear diagram of FIG. 4. It is. FIG. 5 is a diagram illustrating a state of a differential portion (power distribution mechanism) when the gear is switched to a constant speed change state (non-differential state, stepped speed change state) by engagement of a switching clutch C0. It is a figure equivalent to the differential part of a diagram. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. It is a figure which illustrates the 1st speed change control map which is the 1st relation beforehand memorized by the same two-dimensional coordinate which uses vehicle speed and output torque as a parameter, and serves as a basis of shift judgment of an automatic speed change part. It is a figure which illustrates the 2nd speed change control map which is the 2nd relation beforehand memorized by the same two-dimensional coordinate which uses vehicle speed and output torque as a parameter, and serves as a basis of shift judgment of an automatic speed change part. A driving force source selection control map stored in advance having a boundary line between the engine traveling region and the motor traveling region for switching between the engine traveling and the motor traveling composed of two-dimensional coordinates using the vehicle speed and the output torque as parameters. It is an example. It is an example of the switching control map memorize | stored previously which has the boundary line of the stepless control area | region comprised by the two-dimensional coordinate which uses a vehicle speed and an output torque as a parameter, and a stepped control area | region. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. 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. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. An engine fuel consumption map stored in advance for determining the transmission ratio of the automatic transmission unit and the transmission unit of the differential unit that gives the target engine rotation speed composed of two-dimensional coordinates using the engine rotation speed and the engine torque as parameters. It is an example. It is a flowchart explaining the hybrid drive control operation | movement by the electronic controller of FIG. 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. 18 is an operation chart for explaining the relationship between the shift operation when the hybrid vehicle drive device of FIG. 18 is operated continuously or stepwise and the combination of operations of the hydraulic friction engagement device used therefor. FIG. FIG. 19 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the hybrid vehicle drive device of FIG.

Explanation of symbols

8: Engine 12: Differential part (electrically variable transmission)
18: transmission member 20, 82: stepped automatic transmission 26: first planetary gear unit 38: drive wheel 56: stepped shift control means 66: first shift control map (first relationship)
68: Second shift control map (second relation)
B0: Switching brake (Differential state switching device)
C0: Switching clutch (differential state switching device)
CA1: first carrier (first element)
M1: first electric motor S1: first sun gear (second element)
R1: first ring gear (third element)

Claims (6)

An electric continuously variable transmission having a differential mechanism that distributes the power output from the engine to the electric motor and the transmission member to change the gear ratio steplessly, and a power transmission path between the transmission member and the drive wheel A power transmission device for a vehicle provided with a speed change part provided on the vehicle,
When the gear ratio of the electric continuously variable transmission unit is variable, the gear ratio of the electric continuously variable transmission unit is controlled while performing the gear shift control of the transmission unit based on a predetermined first relationship. Includes a shift control means for performing shift control of the shift portion based on a predetermined second relationship , and the second relationship is the electric continuously variable transmission. The engine is set so as to prevent the operating point of the engine from deviating from the optimum fuel consumption point by performing a shift based on the first relationship when the gear ratio of the part is fixed. A vehicle power transmission device. A vehicle power transmission device including a differential mechanism that distributes power output from an engine to an electric motor and a transmission member, and a speed change portion provided in a power transmission path between the transmission member and a drive wheel. And
When the differential mechanism is in a differential state, the shift control of the transmission unit is performed based on a predetermined first relationship, and when the differential mechanism is in a non-differential state, Shift control means for performing shift control of the transmission unit based on a predetermined second relationship , and the second relationship is determined when the differential mechanism is in a non-differential state. A power transmission device for a vehicle, which is set so as to prevent the engine operating point from deviating from the optimum fuel efficiency point by performing a shift based on the relationship of 1 .   The power transmission device for a vehicle according to claim 1 or 2, wherein the speed change portion provided in the power transmission path between the transmission member and the drive wheel is a stepped automatic transmission.   2. The planetary gear unit, wherein the differential mechanism includes a first element connected to the engine, a second element connected to the electric motor, and a third element connected to the transmission member. To 4. The vehicle power transmission device according to any one of items 1 to 3.   A differential state in which the first to third elements can be rotated relative to each other, and a non-differential state in which the first to third elements are rotated together or the second element is in a non-rotating state And a differential state switching device for selectively switching the state of the differential mechanism.   6. The vehicle power transmission device according to claim 4 or 5, wherein the planetary gear device is a speed increasing mechanism composed of a single planetary gear.

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