JP4274158B2 - Control device for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for miniaturizing a differential mechanism whose differential action is operable or for improving fuel costs or the control performance of deceleration for deceleration traveling. <P>SOLUTION: A speed change mechanism 10 is switched to a stepless speed change status and a stepped speed change status by installing a changeover clutch C0 or a changeover brake B0 so that it is possible to provide a drive unit equipped with both merits of the fuel cost improving effects of a transmission whose change gear ratio is electrically changed and the high transmission efficiency of a gearwheel type gear for mechanically transmitting power. Also, the action as the electric stepless transmission of a differential part 11 is limited by a changeover control means 50 in order to obtain a braking torque by an engine brake so that it is possible to increase the braking torque during deceleration traveling. Therefore, it is possible to increase the controllable extent of deceleration G, and to improve the control performance of the deceleration G in deceleration traveling. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

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

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

JP 2003-301731 A JP 2002-89307 A

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

  By the way, in the hybrid vehicle as shown in the above-mentioned Patent Document 1, the second motor is operated as a generator during deceleration traveling to convert the kinetic energy of the vehicle into electric energy and collect it in the power storage device, and the second motor. Regenerative braking is performed by the power generation resistance. At this time, the amount of regeneration is increased by stopping the fuel supply to the engine and reducing the engine drag by setting the engine speed to zero or substantially zero. However, when the regenerative amount cannot be increased due to the full charge of the power storage device or the like, there is a possibility that the target deceleration set by a predetermined operating condition or the driver cannot be obtained.

  Further, in Patent Document 2, when a vehicle equipped with an in-cylinder pressure change suppression cylinder number variable engine is decelerated, when the regenerative braking is not performed, the engine braking effect is obtained by setting all the cylinders of the engine to the compression state. On the other hand, the engine braking effect is reduced by setting some cylinders of the engine that are not operating during regenerative braking to a state where the in-cylinder pressure change is suppressed, that is, the compression state. The resulting technology is disclosed. However, since the deceleration is controlled by changing the number of cylinders of the engine and the regenerative amount, there is a possibility that the target deceleration set by a predetermined operating condition or the driver cannot be obtained.

  Similarly, in the vehicle drive device that can solve the problem of the hybrid vehicle drive device described in Patent Document 1, a predetermined driving condition and a target deceleration set by the driver are obtained during deceleration traveling. There was a possibility that it was not possible.

  The present invention has been made in the background of the above circumstances, and its purpose is to provide a differential mechanism capable of operating a differential action to distribute the output of the engine to the first electric motor and the output shaft, and its In a vehicle drive device including a second electric motor provided in a power transmission path from a differential mechanism to a drive wheel, the drive device can be reduced in size or fuel consumption can be improved and reduced during deceleration traveling. It is an object of the present invention to provide a control device capable of improving speed control performance.

That is, the gist of the invention according to claim 1 is that: (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member, and a power transmission path from the transmission member to the drive wheels; A control device for a vehicle drive device having a second electric motor and having a continuously variable transmission that is operable as an electric continuously variable transmission, and (b) provided in the differential mechanism, A differential limiting device for limiting the operation of the continuously variable transmission as an electric continuously variable transmission by limiting the differential action of the differential mechanism; and (c) braking by engine brake during deceleration traveling Engine brake control means for restricting the differential action of the differential mechanism to obtain torque, and (d) the engine brake control means is configured to provide the differential limiting device so as to obtain a target deceleration. continuously changing the limit amount by, (e) the differential The limiting device has an engaging device for limiting the differential action of the differential mechanism, and (f) the engine brake control means is configured to limit by the differential limiting device by slipping the engaging device. The amount changes .

If it does in this way, the continuously variable transmission part in the drive device of a vehicle will be in the differential state which the differential action of the differential mechanism does not restrict | limit the differential action of the differential mechanism by the differential limiting device. Thus, the continuously variable transmission state in which the electric continuously variable transmission can be operated is set, or the differential action of the differential mechanism is limited by the differential limiting device, so that the operation as an electrical continuously variable transmission can be performed. For example, a non-differential state in which the differential mechanism does not perform its differential action, for example, a locked state, for example, can be set to a non-stepless speed change state in which an electric stepless speed change operation is not performed. As a result, a drive device is obtained which has both the advantages of improving the fuel efficiency of a transmission whose gear ratio is electrically changed and the high transmission efficiency of a gear transmission that mechanically transmits power. The engine brake control means continuously changes the amount of restriction by the differential limiting device by slipping the engagement device so that a target deceleration is obtained. Can be in a state between a continuously variable transmission state that can operate as an electric continuously variable transmission and a continuously variable transmission state that does not operate an electrical continuously variable transmission. Therefore, the engine brake torque can be adjusted within the range of the engine rotational speed, and the control performance of deceleration during deceleration traveling is improved.

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

  Further, in the above vehicle drive device having a continuously variable transmission that can be limited in operation as an electric continuously variable transmission, an engine brake control means is provided for obtaining a braking torque by the engine brake during traveling at a reduced speed. This limits the differential action of the differential mechanism, so that the braking torque can be increased. Therefore, the range in which the deceleration can be controlled is expanded, and the deceleration control performance during the deceleration traveling is improved. For example, since the braking torque of the vehicle can be obtained by the engine brake torque in addition to the regenerative torque by the second electric motor, the range in which the deceleration can be controlled is widened, and the deceleration control performance during deceleration traveling is improved. In other words, the braking torque can be adjusted by the regenerative torque and the engine brake torque, so that the deceleration control performance during deceleration traveling is improved.

  Here, in the invention according to claim 2, the engine brake control means sets the differential mechanism of the continuously variable transmission portion to a non-differential state during the deceleration traveling. In this way, since the engine speed is constrained by the vehicle speed, the engine brake torque can be obtained quickly and a large deceleration can be obtained quickly. For example, a large deceleration can be quickly obtained by combining with the regenerative torque by the second electric motor.

In the invention according to claim 3 , the engine can be operated to suppress in-cylinder pressure change, and the engine brake control means changes the in-cylinder pressure change suppression amount of the engine during deceleration traveling. It is. In this way, even if the engine speed is the same, the rotational resistance can be changed and the engine brake torque can be changed. Thus, the deceleration control performance during deceleration traveling is further improved.

In the invention according to claim 4 , the braking torque by the engine brake is determined depending on whether or not the second motor can be regenerated so that the target deceleration of the vehicle can be obtained during the deceleration traveling. A target deceleration control means for determining is further provided, and the engine brake control means limits the differential action of the differential mechanism so as to obtain a braking torque by the engine brake. In this way, braking by regeneration can be given the highest priority in consideration of energy efficiency, and when the target deceleration cannot be achieved by regeneration alone or the regeneration amount is suppressed and the target deceleration cannot be achieved, the engine brake It becomes possible to obtain the braking torque by. Accordingly, the deceleration control performance during deceleration traveling is improved.

According to a sixth aspect of the present invention, (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member and a power transmission path from the transmission member to the drive wheels are provided. A control device for a vehicle drive device comprising a differential unit having a second electric motor, wherein (b) the differential mechanism is provided in the differential mechanism, and restricts the differential action of the differential mechanism. A differential limiting device for limiting the differential action of the moving part, and (c) an engine brake control means for limiting the differential action of the differential part in order to obtain a braking torque by the engine brake during traveling at a reduced speed. (D) the engine brake control means continuously changes a limit amount by the differential limiting device so as to obtain a target deceleration , and (e) the differential limiting device With an engagement device to limit the differential action of the dynamic mechanism, (f) front Engine braking control means is for changing the limit amount by the differential limiting device by slipping the engagement device.

In this way, the differential part in the drive device of the vehicle is brought into a differential state in which the differential action of the differential mechanism is not restricted by the differential restriction device and the differential action works. Since the differential action is limited by the differential action of the differential mechanism being limited by the differential limiting device, for example, the differential mechanism is The non-differential state where the differential action is not performed, for example, the non-differential state where the differential action is not activated by being in the locked state, for example, the locked state, so that the gear ratio of the transmission can be electrically changed. A drive device having both the advantages of improvement and high transmission efficiency of a gear transmission that mechanically transmits power can be obtained. Further, the engine brake control means continuously changes the amount of restriction by the differential limiting device by slipping the engagement device so as to obtain a target deceleration. Since it can be in a state between a differential state in which the differential action is operable and a non-differential state in which the differential action is not activated, the engine rotational speed is between approximately zero and the rotational speed restricted to the vehicle speed. Therefore, the engine brake torque can be adjusted within the range of the rotational speed of the engine, and the control performance of deceleration during deceleration traveling is improved.

  For example, when the differential portion is set to the differential state in the normal output range of the engine that causes the vehicle to travel at low and medium speeds and low and medium power, the fuel efficiency of the vehicle is ensured. In addition, when the differential unit is in a non-differential state during high-speed driving, the engine output is transmitted to the drive wheels exclusively through a mechanical power transmission path, and it operates as a transmission that can electrically change the gear ratio. Since the conversion loss between the motive power and the electric energy generated in the case of the control is suppressed, the fuel consumption is improved. In addition, when the differential unit is in a non-differential state in high output traveling, the region to be operated as a transmission in which the gear ratio is electrically changed is low and medium output traveling of the vehicle, Since the electric energy to be generated by the electric motor, in other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, the electric motor or the driving device of the vehicle including the electric motor is further downsized.

  Further, in the above vehicle drive device provided with the differential portion that can limit the differential action, during the deceleration traveling, in order to obtain the braking torque by the engine brake, the differential of the differential portion is controlled by the engine brake control means. Since the action is limited, the braking torque can be increased. Therefore, the range in which the deceleration can be controlled is expanded, and the deceleration control performance during the deceleration traveling is improved. For example, since the braking torque of the vehicle can be obtained by the engine brake torque in addition to the regenerative torque by the second electric motor, the range in which the deceleration can be controlled is widened, and the deceleration control performance during deceleration traveling is improved. In other words, the braking torque can be adjusted by the regenerative torque and the engine brake torque, so that the deceleration control performance during deceleration traveling is improved.

In the invention according to claim 7 , the engine brake control means sets the differential portion to a non-differential state that does not perform a differential action during deceleration traveling. In this way, since the engine speed is constrained by the vehicle speed, the engine brake torque can be obtained quickly and a large deceleration can be obtained quickly. For example, a large deceleration can be quickly obtained by combining with the regenerative torque by the second electric motor.

Further, in the invention according to claim 8 , the engine can perform an in-cylinder pressure change suppression operation, and the engine brake control means changes an in-cylinder pressure change suppression amount of the engine during deceleration traveling. It is. In this way, even if the engine speed is the same, the rotational resistance can be changed and the engine brake torque can be changed. Thus, the deceleration control performance during deceleration traveling is further improved.

In the invention according to claim 9 , the braking torque by the engine brake is applied depending on whether or not regeneration can be performed by the second electric motor so that a target deceleration of the vehicle can be obtained during deceleration traveling. A target deceleration control means for determining is further provided, and the engine brake control means limits the differential action of the differential portion so as to obtain a braking torque by the engine brake. In this way, braking by regeneration can be given the highest priority in consideration of energy efficiency, and when the target deceleration cannot be achieved by regeneration alone or the regeneration amount is suppressed and the target deceleration cannot be achieved, the engine brake It becomes possible to obtain the braking torque by. Accordingly, the deceleration control performance during deceleration traveling is improved.

  Here, preferably, the continuously variable transmission portion is a continuously variable transmission that can be operated with an electrical continuously variable transmission by the differential limiting device being brought into a differential state in which a differential action is exerted. Non-differential state in which the differential mechanism does not perform the differential action, for example, the locked state and the differential action is limited, and thus the electric continuously variable transmission state does not operate. Thus, the operation as an electric continuously variable transmission is limited. If it does in this way, a continuously variable transmission part is switched to a continuously variable transmission state and a continuously variable transmission state.

  Preferably, the differential unit is set to a differential state in which the differential action can be activated by the differential limiting device being set to a differential state in which the differential action is activated. The non-differential state in which the dynamic mechanism does not perform the differential action, for example, the locked state and the differential action is restricted, and the differential action is restricted in the non-differential state in which the differential action does not operate, for example, the locked state. Is. In this way, the differential unit is switched between the differential state and the non-differential state.

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

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

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

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

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

  Preferably, the apparatus further comprises a transmission that forms part of a power transmission path from the transmission member to the drive wheel, and the drive based on the transmission ratio of the continuously variable transmission and the transmission ratio of the transmission The overall gear ratio of the device is formed. In this way, a wide driving force can be obtained by utilizing the gear ratio of the transmission unit. This further increases the efficiency of continuously variable transmission control in the continuously variable transmission. Alternatively, if the speed change ratio formed in the transmission unit is a reduction transmission greater than 1, the output torque of the second motor may be a low torque output with respect to the output shaft of the transmission unit. It can be miniaturized.

  Preferably, the driving device includes a transmission portion that forms part of a power transmission path from the transmission member to the drive wheel, and the driving device is based on a transmission ratio of the differential portion and a transmission ratio of the transmission portion. The overall gear ratio is formed. In this way, a wide driving force can be obtained by utilizing the gear ratio of the transmission unit. Alternatively, if the speed change ratio formed in the transmission unit is a reduction transmission greater than 1, the output torque of the second motor may be a low torque output with respect to the output shaft of the transmission unit. It can be miniaturized.

  The transmission unit is a stepped automatic transmission. According to this configuration, the continuously variable transmission and the transmission unit constitute a continuously variable transmission in the continuously variable transmission state of the continuously variable transmission unit, and the continuously variable transmission in the continuously variable transmission state of the continuously variable transmission unit. The stepped transmission can be configured by the portion and the transmission portion. Alternatively, in the differential state of the differential unit, a continuously variable transmission is configured by the differential unit and the transmission unit, and in the non-differential state of the differential unit, a stepped transmission is performed by the differential unit and the transmission unit. A machine can be configured. In addition, since the overall transmission ratio can be changed stepwise with the shift of the transmission unit, the overall transmission ratio can be changed more quickly than when the overall transmission ratio is continuously changed. Accordingly, the drive device can function as a continuously variable transmission to change the drive torque smoothly, and it is also possible to obtain the drive torque quickly by changing the gear ratio stepwise.

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

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

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

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

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

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

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

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

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

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

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

  In the automatic transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2, and the case 12 via the first brake B1. The second carrier CA2 is selectively connected to the case 12 via the second brake B2, the fourth ring gear R4 is selectively connected to the case 12 via the third brake B3, The two ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18. As described above, the automatic transmission unit 20 and the differential unit 11 (transmission member 18) are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. Has been. In other words, the first clutch C <b> 1 and the second clutch C <b> 2 transmit power in the power transmission path from the differential unit 11 to the automatic transmission unit 20 and transmit power in the power transmission path. It functions as an input clutch that selectively switches to the power transmission cutoff state to be shut off. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is brought into a power transmission enabled state, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is set to a power transmission cutoff state. The automatic transmission unit 20 is a stepped transmission in which clutch-to-clutch shift is executed by releasing the disengagement side engagement device and engaging the engagement side engagement device.

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

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

Specifically, when the differential unit 11 is set to a continuously variable transmission state and the transmission mechanism 10 functions as a stepped transmission, either the switching clutch C0 or the switching brake B0 is engaged, and Engagement device involved in the shift of the automatic transmission 20 by selectively engaging the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. The release-side engagement and engagement of the release-side hydraulic friction engagement device (hereinafter referred to as release-side engagement device) involved in shifting, for example, and the engagement-side hydraulic friction engagement device (hereinafter referred to as engagement) related to shifting. One of the first gear (first gear) to fifth gear (fifth gear) or reverse so that the gear ratio is automatically switched by engagement of the engagement device) Gear stage (reverse gear) or neutral Selectively brought into established, so overall speed ratio of the geometric series changing transmission mechanism 10 [gamma] T (= input shaft rotational speed N _{14 /} output shaft speed N _OUT) is obtained for each gear Yes. The overall speed ratio γT of the speed change mechanism 10 is a total speed ratio γT of the speed change mechanism 10 as a whole formed based on the speed ratio γ0 of the differential portion 11 and the speed ratio γ of the automatic speed change portion 20.

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

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

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

FIG. 3 is a diagram illustrating a transmission mechanism 10 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 20 that functions as a stepped transmission unit or a second transmission unit. The collinear chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. shows the lower horizontal line X1 rotational speed zero out of the horizontal line, the upper lateral line X2 the rotational speed of "1.0", that represents the rotational speed N _E of the engine 8 connected to the input shaft 14, horizontal line XG There are shown a transfer member rotational speed N _18.

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

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

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

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

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

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

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

The electronic control unit 40, etc. Each sensor and switch, as shown in FIG. 4, represents the signal indicative of engine coolant temperature TEMP _W, the signal representing the shift position P _SH, the engine rotational speed N _E is the rotational speed of the engine 8 Signal, signal indicating gear ratio set value, signal for instructing M mode (manual shift running mode), signal indicating operation of air conditioner, signal indicating vehicle speed V corresponding to rotation speed N _OUT of output shaft 22, automatic shift A signal indicating the hydraulic oil temperature T _OIL of the unit 20, a signal indicating the side brake operation, a signal indicating the foot brake operation, a signal indicating the catalyst temperature, and an accelerator opening which is an operation amount of the accelerator pedal corresponding to the driver's output request amount Signal representing degree Acc, signal representing cam angle, signal representing snow mode setting, signal representing vehicle longitudinal acceleration G, signal representing auto-cruise traveling, vehicle A signal indicating the weight (vehicle weight) of the vehicle, a signal indicating the wheel speed of each wheel, and the differential unit 11 (power distribution mechanism 16) in the stepped shift state (lock state) in order to cause the transmission mechanism 10 to function as a stepped transmission. ), A signal indicating whether or not a stepped switch is operated, and the differential unit 11 (power distribution mechanism 16) is switched to a continuously variable transmission state (differential state) in order to cause the transmission mechanism 10 to function as a continuously variable transmission. A signal indicating the presence or absence of a continuously variable switch operation, a signal indicating the rotation speed N _M1 of the first motor _M1 (hereinafter referred to as the first motor rotation speed N _M1 ), and a rotation speed N _M2 (hereinafter referred to as the first rotation speed of the second motor M2). 2, a signal indicating the motor rotation speed N _M2 ), a signal indicating the charge capacity (charge state) SOC of the power storage device 60 (see FIG. 5), and the like are supplied.

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

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

The hybrid control unit 52 functions as a continuously variable transmission control unit, and operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, in the differential state of the differential unit 11, The gear ratio γ0 of the differential unit 11 as an electric continuously variable transmission is changed by optimizing the distribution of driving force between the engine 8 and the second motor M2 and the reaction force generated by the power generation of the first motor M1. Control. For example, at the traveling vehicle speed at that time, the vehicle target (request) output is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and the required total target is obtained from the target output of the vehicle and the required charging value. The engine speed is calculated by calculating the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so as to obtain the total target output. The engine 8 is controlled so that N _E and the engine torque T _E are obtained, and the power generation amount of the first electric motor M1 is controlled.

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

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

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

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

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

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

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

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

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

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

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

Further, the hybrid control means 52 rotates the second electric motor M2 as a generator by using the kinetic energy of the vehicle, that is, the reverse driving force transmitted from the driving wheels 38 to the engine 8 side when the vehicle is decelerated or braked with the accelerator off. It functions as a regenerative brake control means that performs so-called regenerative braking in which the electric energy, that is, the second motor generated current I _M2G is charged to the power storage device 60 via the inverter 58.

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

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

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

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

However, if the switching control means 50 determines that it is within the continuously variable transmission control region for switching the transmission mechanism 10 to the continuously variable transmission state, the transmission mechanism 10 as a whole can obtain the continuously variable transmission state, so that the differential section 11. Is output to the hydraulic control circuit 42 so as to release the switching clutch C0 and the switching brake B0 so that the continuously variable transmission can be performed. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal for permitting automatic shifting of the automatic transmission unit 20 is output in accordance with the shift diagram shown in FIG. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. At the same time that a large driving force is obtained, the input rotational speed N _IN of the automatic transmission unit 20 is transmitted to each of the first speed, second speed, third speed, and fourth speed of the automatic transmission unit 20, that is, transmission. member rotational speed N ₁₈ is each gear is varied continuously variable manner is that the speed ratio of can be obtained. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

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

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

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

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

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

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

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

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

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

Similarly, as indicated by the relationship shown in FIG. 8, the engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or more high rotation regions, or high output region where the engine output is higher than the predetermined calculated from engine torque T _E and the engine speed N _E, because it is set as a step-variable control region, relatively high torque of the step-variable shifting running the engine 8 This is executed at a relatively high rotational speed or at a relatively high output, and continuously variable speed travel is performed at a relatively low torque, a relatively low rotational speed, or a relatively low output of the engine 8, that is, in a normal output range of the engine 8. It is supposed to be executed. The boundary line between the stepped control region and the stepless control region in FIG. 8 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

  As a result, for example, when the vehicle is traveling at low to medium speeds and at low to medium power, the speed change mechanism 10 is set to a continuously variable transmission state to ensure the fuel efficiency of the vehicle. When the vehicle travels at a high speed such that the actual vehicle speed V exceeds the determination vehicle speed V1, the speed change mechanism 10 operates as a stepped transmission, and the output of the engine 8 is output exclusively through a mechanical power transmission path. Is transmitted to the drive wheels 38, and conversion loss between power and electric energy generated when operating as an electric continuously variable transmission is suppressed, and fuel efficiency is improved.

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

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

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

As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E with the stepped up-shift of the automatic shifting control, as shown in FIG. 9 can enjoy.

By the way, when the vehicle decelerates, a target deceleration G ^* is set, and a braking torque is generated so that the target deceleration G ^* is achieved. This braking torque is obtained, for example, by regeneration, engine braking, wheel braking, or the like, and braking by regeneration is given the highest priority in consideration of energy efficiency. As is clear from the switching diagram of FIG. 6, the differential unit 11 is switched to the continuously variable transmission state when the accelerator is decelerated, and the hybrid control means 52 is used to achieve the target deceleration G ^* by regeneration. The operation of the engine 8 is stopped by the fuel cut and the first electric motor M1 is idled, and is not restricted by the vehicle speed V by the differential action of the differential portion 11, that is, the rotational speed N of the output shaft 22 of the automatic transmission portion 20. regardless of the basis of the _OUT and the gear ratio γ transfer is uniquely determined member rotational speed N ₁₈ engine rotational speed N _E is maintained at zero or substantially zero. Therefore, the generation of pumping loss due to drag (rotational resistance) of the engine 8 is suppressed, and the braking force (deceleration) is suppressed accordingly, and the regeneration amount is increased.

However, it may not be achieved in regenerative only by the target deceleration G ^* is set, depending on the state of charge SOC of power storage device 60 which may regeneration amount is suppressed target deceleration G ^* can not be achieved.

Therefore, in the present embodiment, when the target deceleration G ^* cannot be achieved only by regeneration, braking torque is obtained by engine braking during deceleration traveling. For example since the engine rotational speed N _E is maintained at zero engine braking force (torque) is not generated when the differential portion 11 is placed in the continuously-variable shifting state, the differential portion 11 is the engine rotational speed N _E A continuously variable transmission state constrained by the vehicle speed V is set, and the engine 8 is forcibly rotated to obtain a deceleration by the engine brake torque. Accordingly, since the braking torque of the vehicle is obtained by the engine brake torque in addition to the regenerative torque, the range of the achievable deceleration G is expanded and the control performance for the target deceleration G ^* is improved.

Further, when the differential unit 11 is set to the continuously variable transmission state, the engine brake torque generated from the engine speed _NE being determined 1: 1 with respect to the vehicle speed V is also 1: 1 with respect to the vehicle speed V. It is decided by. If the engine speed _NE is changed with respect to the vehicle speed V to change the engine brake torque, it is considered that the control performance for the target deceleration G ^* is further improved.

Therefore, during deceleration traveling, the switching clutch C0 or the switching brake B0 is completely engaged to bring the differential portion 11 into a non-stepless speed change state, and the switching clutch C0 or the switching brake B0 is half-engaged ( By setting the slip state, the differential unit 11 is brought into a speed change state between the continuously variable speed state and the continuously variable speed change state, and the engine 8 is forcibly rotated. When the switching clutch C0 or brake B0 is a semi-engaged state, the reaction force torque with respect to the engine torque T _E will be and the first electric motor M1 and the switching clutch C0 or switching brake B0 responsible. At this time, by changing the engagement pressure of the switching clutch C0 or switching brake B0, i.e. in the non-continuously-variable shifting state of the engine rotational speed N _E from zero by changing the torque capacity of the switching clutch C0 or switching brake B0 It can be changed within the range of the rotational speed constrained by the vehicle speed V. That is, when the differential action of the differential section 11 is restricted, the restriction amount for restricting the differential action is changed by setting the switching clutch C0 or the switching brake B0 in a semi-engaged state.

  Specifically, returning to FIG. 5, the deceleration traveling determination means 80 determines whether or not the vehicle is decelerating while the accelerator is off, that is, coasting (coast traveling), based on the accelerator opening Acc. When it is determined by the deceleration traveling determination means 80 that the vehicle is traveling at a reduced speed, the hybrid control means 52 stops the fuel supply to the engine 8 by the fuel injection valve 92 in order to improve fuel consumption. .

When it is determined that the vehicle is decelerating by the decelerating traveling determination unit 80, the regeneration possibility determination unit 82 determines whether regeneration by the hybrid control unit 52 is possible. For example, regeneration determination means 82, the charging of the charging capacity SOC has electricity storage device satisfies _80% charge capacity _SOC of about 80% of the upper limit _{SOC MAX} example full charge of the charging capacitor to a predetermined 60 of the storage device 60 Is not necessary, or the first motor M1, the second motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, or the like (failure) or a decrease in function, etc. In the case, it is determined that regeneration is not possible.

The target deceleration control means 84 includes target deceleration calculation means 86 for calculating a target deceleration G ^* during deceleration traveling, and generates a braking torque of the vehicle so that the target deceleration G ^* is achieved.

Target deceleration calculation means 86, the target deceleration during deceleration, for example, from the relationship between the vehicle speed V and the target deceleration G _M previously obtained experimentally, as shown by the solid line in FIG. 10, based on the actual vehicle speed V G ^* is calculated. Further, for example, there is provided a slide type deceleration setting device 100 that is operated by the user in order to change the target deceleration G ^* as shown in FIG. 86 may change the target deceleration G ^* within the range indicated by the broken line with reference to the solid line in FIG.

Target deceleration control means 84, for example, the target decrease calculated by the target deceleration G ^* required braking torque T _B ^* and target deceleration calculation means 86 from the relationship obtained experimentally in advance as shown in FIG. 12 calculating a required braking torque T _B ^* for achieving the target deceleration G ^* on the basis of the rate G ^*. Then, target deceleration control means 84, in order to obtain the required braking torque T _B ^*, and calculates the allocation of the regenerative torque and the engine braking torque. The solid line in FIG. 12 is the required braking torque T _B ^* for achieving the target deceleration G ^* when traveling on a flat road, and the broken line is the required braking torque T for traveling on a downward slope, which is made larger than when traveling on a flat road. It is an example of _B ^* .

In other words, the target deceleration control means 84 depends on whether or not the regeneration by the hybrid control means 52 is possible by the regenerative availability determination means 82 so as to achieve the target deceleration G ^* during deceleration traveling. Determine the engine brake torque.

For example, in view of energy efficiency, the target deceleration control means 84 can be regenerated by the hybrid control means 52 by the regenerative availability determination means 82 from the viewpoint of giving top priority to obtaining braking torque by regenerative torque. If it is determined that there is required brake torque T _B ^* outputs a command to the hybrid control means 52 so as to obtain the regenerative torque. The hybrid control means 52 performs regeneration in the regeneration amount required braking torque T regenerative _{torque B} ^* is predetermined so as to obtain in accordance with the command. Thus, the target deceleration control means 84 performs the regeneration priority process by the hybrid control means 52 when it is determined that the regeneration is possible by the regeneration possibility determination means 82.

Furthermore, if the by regeneration alone that required brake torque T _B ^* can not be obtained when the regeneration-priority processing by the hybrid control means 52 is performed, or when the non-through regeneration determination means 82 can be regenerated by the hybrid control means 52 If it is determined, the target deceleration control means 84 obtains the necessary braking torque T _B ^* by using the regenerative torque alone, or the engine braking torque using all of the necessary braking torque T _B ^*. A command is output to the switching control means 50 so as to obtain the above.

The switching control means 50 functions as an engine brake control means for limiting the differential action of the differential section 11 so that a necessary engine brake torque can be obtained in accordance with the above command from the target deceleration control means 84. Specifically, the switching control means 50 obtains the necessary engine brake torque from the relationship between the engagement hydraulic pressure of the switching clutch C0 and the engine brake torque, which are obtained experimentally in advance, for example as shown by the solid line in FIG. The engagement hydraulic pressure P _EB of the switching clutch C0 is calculated, and a command for half-engagement or complete engagement of the switching clutch C0 with the engagement hydraulic pressure P _EB is output to the hydraulic control circuit 42.

As shown by the solid line in FIG. 13, when the engine speed _NE is made zero in the continuously variable transmission state of the differential section 11 where the engagement hydraulic pressure P _EB of the switching clutch C0 is made zero, the engine brake torque (engine brake force ) Does not occur. However, to increase the engaging pressure P _EB of the switching clutch C0, dragging by forcibly rotating the engine rotational speed N _E is caused engine braking torque is generated. The necessary engine brake torque can be obtained by adjusting the engagement hydraulic pressure P _EB of the switching clutch C0. Further, when the differential portion 11 is switched between the continuously variable transmission state and the continuously variable transmission state, that is, when the switching clutch C0 is switched between disengagement and engagement, the engine brake torque is switched in stages. The engine brake torque can be continuously switched by setting the clutch C0 to the half-engaged (slip) state. In this example, the engine brake torque is adjusted using the switching clutch C0. Of course, the engine brake torque may be adjusted by half-engagement or complete engagement of the switching brake B0 as in FIG. .

  FIG. 14 is a flowchart for explaining the main part of the control operation of the electronic control unit 40, that is, the control operation for controlling the deceleration during deceleration traveling, and is repeatedly executed with a very short cycle time of, for example, about several milliseconds to several tens of milliseconds. Is.

FIG. 15 is a time chart for explaining the control operation shown in the flowchart of FIG. 14 and shows the control operation when the engine deceleration torque is generated in addition to the regenerative torque to achieve the target deceleration G ^*. Yes.

  First, at step S1 corresponding to the decelerating running determination means 80 (hereinafter, step is omitted), whether or not the vehicle is decelerating while the accelerator is off, that is, coasting (coast running) based on the accelerator opening Acc. It is determined whether or not.

Time point t ₁ in Figure 15 shows that the deceleration of the accelerator pedal is determined.

If the determination in S1 is affirmative, it is determined in S2 corresponding to the regeneration possibility determination means 82 whether regeneration is possible. For example, if the state of charge SOC of the battery 60 is such not required charging upper limit _{SOC MAX} example fully charged and the power storage device satisfies _80% charge capacity _SOC of approximately 80% of the 60 charge capacity predetermined, Alternatively, regeneration is possible when the first motor M1, the second motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, or the like (failure) or a decrease in function causes a decrease in power generation capacity. It is determined that it is not.

In fact the relationship between the in S3 corresponding to the target deceleration control means 84, for example, the vehicle speed V and the target deceleration G _M previously determined experimentally as shown in FIG. 10 if the determination in S2 is affirmative Based on the vehicle speed V, the target deceleration G ^* during deceleration traveling is calculated. Alternatively, the target deceleration G ^* may be changed in a range indicated by a broken line based on the solid line in FIG. 10 based on the operation of the sliding deceleration setting device 100 by the user.

Moreover, given the required braking torque T _B ^* in energy efficiency to achieve the target deceleration G ^*, from the viewpoint of priority to obtain a braking torque by the regenerative torque, to achieve the target deceleration G ^* A command is output to the hybrid control means 52 so that the necessary braking torque T _B ^{* for the} purpose can be obtained by the regenerative torque. Then, the non-continuously-variable shifting state of the differential portion 11 (the lock) is released by the switching control means 50, the required brake torque T _B ^* by the hybrid control means 52 predefined as obtained according to the instruction regeneration Regeneration is performed with the amount of regeneration that becomes torque. That is, regeneration by the hybrid control means 52 is executed with priority.

Subsequent to S3 or if the determination in S2 is negative, in S4 corresponding to the target deceleration control means 84, the torque that is insufficient with only the regenerative torque executed in S3, or the required braking torque A command is output to the switching control means 50 so that all of T _B ^* can be obtained by the engine brake torque.

Subsequent to S4, in S5 corresponding to the switching control means 50, the differential action of the differential section 11 is limited so that the required engine brake torque is obtained in accordance with the command in S4. For example, the engagement hydraulic pressure P of the switching clutch C0 or the switching brake B0 can be obtained from the relationship between the engagement hydraulic pressure of the switching clutch C0 or the switching brake B0 and the engine brake torque, which has been experimentally obtained in advance. _EB is calculated, a command for a semi-engaged or fully engage the switching clutch C0 or brake B0 in its engaging pressure P _EB is output to the hydraulic control circuit 42.

Time point t ₁ in FIG. 15 is determined to be regenerated, the regeneration indicates that the non-continuously-variable shifting state of the differential portion 11 to be executed with priority (lock) is released. In this embodiment, Sarezu the non-continuously-variable shifting state (locked) is continuously-variable shifting state of what is released of the differential portion 11 to the regeneration alone can not be obtained should the braking torque T _B ^*, only the regenerative torque Then, in order to compensate for the insufficient torque, the switching clutch C0 is brought into a half-engaged (slip) state so as to obtain a necessary engine brake torque. time point t ₁ to t ₂ time, with the release of the non-continuously-variable shifting state (locked) engine rotational speed N _E is indicated that the decrease. In addition, the regeneration hydraulic pressure is started, and the engagement hydraulic pressure (torque capacity) of the switching clutch C0 is lowered so that the switching clutch C0 is in a half-engagement (slip) state where necessary engine brake torque is obtained. ing. t ₂ after the time indicates that the required braking torque T _B ^* regenerative torque and the engine brake torque so as to obtain is generated. When the switching clutch C0 is half-engaged, the engine 8 is forcibly rotated, and dragging by the engine 8 occurs to generate this engine brake torque.

  If the determination in S1 is negative, in S6, the control operation by the various control means of the control device 40 when the vehicle is not decelerating is executed, or this routine is terminated.

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

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

  Further, during deceleration traveling, in order to obtain braking torque by engine braking, the switching control means 50 restricts the operation of the differential unit 11 as an electric continuously variable transmission, that is, differential action. Can be enlarged. Therefore, the range in which the deceleration G can be controlled is expanded, and the control performance of the deceleration G during deceleration traveling is improved. For example, since the braking torque of the vehicle can be obtained by the engine brake torque in addition to the regenerative torque by the second electric motor M2, the range in which the deceleration G can be controlled is widened, and the control performance of the deceleration G during deceleration traveling is improved. In other words, since the braking torque can be adjusted by the regenerative torque and the engine brake torque, the control performance of the deceleration G during the deceleration traveling is improved.

  Further, according to the present embodiment, during the traveling at a reduced speed, the switching control means 50 sets the differential portion 11 to the continuously variable transmission state, so that the engine brake torque can be obtained quickly with a stepwise change. For example, a large deceleration G can be obtained quickly by combining with the regenerative torque.

  Further, according to this embodiment, during the deceleration traveling, the switching clutch C0 or the switching brake B0 is brought into a half-engagement (slip) state by the switching control means 50, so that the engine brake torque can be adjusted and the deceleration traveling is performed. The control performance of the deceleration G at the time is further improved.

Further, according to this embodiment, during deceleration traveling, depending on whether or not regeneration by the hybrid control means 52 is possible so that the target deceleration G ^* is achieved by the target deceleration control means 84. Since the engine braking torque is determined and the differential action of the differential section 11 is limited so that the determined engine braking torque can be obtained by the switching control means 50, braking by regeneration is given the highest priority in consideration of energy efficiency. In addition, when the target deceleration G ^* cannot be achieved by regeneration alone or when the regeneration amount is suppressed and the target deceleration G ^* cannot be achieved, engine brake torque can be obtained. Accordingly, the deceleration control performance during deceleration traveling is improved.

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

In the above-described embodiment, the switching control means 50 functioning as the engine brake control means adjusts the engine brake torque with the switching clutch C0 or the switching brake B0 being semi-engaged or fully engaged. In addition to this, this embodiment so, by changing the rotational resistance of the engine 8, even in the engagement oil pressure of the switching clutch C0 or switching brake B0 are the same, a rotational speed N _E of the engine 8 is forcibly rotated in other words, the same Even so, the engine brake torque can be adjusted. Hereinafter, a control operation for changing the rotational resistance of the engine 8 will be described.

  FIG. 16 is a functional block diagram illustrating a main part of the control function by the electronic control unit 40, and corresponds to FIG.

  In FIG. 16, the engine 8 includes a variable valve timing mechanism 90 that changes the operation timing of the intake and exhaust valves, and a fuel injection valve 92 that supplies or stops fuel, and some or all of the cylinders are in a decompression state. That is, it is possible to reduce the fuel supply by substantially changing the displacement according to the load state of the engine 8 by stopping the cylinder by stopping the fuel supply while the cylinder pressure change is suppressed. The in-cylinder pressure change suppression cylinder number variable engine. As described above, the engine 8 is configured to be able to perform an in-cylinder pressure change suppressing operation in which the number of in-cylinder pressure change suppressing cylinders is changed sequentially or at once as necessary. The in-cylinder pressure change suppression state of the engine 8 indicates a state in which the pressure change in the cylinder is suppressed in at least one stroke of each stroke of the four-cycle engine, that is, the engine rotational resistance, in other words, the pump loss is suppressed. .

  Therefore, in-cylinder pressure change suppression operation (reducing cylinder operation or cylinder deactivation operation) in which some cylinders or all cylinders of the engine 8 in the present embodiment are in the in-cylinder pressure change suppression state is performed. However, for example, the decompression state is set, and the pump loss, so-called pumping loss, is reduced according to the number of cylinders that suppress the change in cylinder pressure, and the fuel supply to the cylinder is not simply stopped. For example, in the operation stop state of the engine 8 in which the so-called fuel cut operation for stopping the fuel supply to all cylinders of the engine 8 is simply executed, that is, in the non-operation state of the engine 8, each cylinder is in a compression state and the engine 8 is rotated. In the state, dragging (engine rotation resistance) occurs and a pumping loss occurs.

  The compression state indicates a state in which intake air is compressed in the compression stroke of the four-cycle engine with the intake valve and exhaust valve timing being the same as when the engine is operating. The decompression state, that is, the decompression state, means that in the compression stroke of a four-cycle engine, the intake valve or exhaust valve is opened or the intake valve or exhaust valve timing is shifted so that the intake air is not sufficiently compressed. Thus, the pressure change (pressurization) in the cylinder is suppressed, and the rotation resistance of the crankshaft is reduced. In this decompressed state, the throttle valve or the EGR valve may be released to further reduce the rotational resistance of the crankshaft.

Switching control means 50, in addition to the functions of the foregoing embodiments, as necessary engine braking torque according to the command for obtaining the target deceleration controlling means 84 required brake torque T _B by ^* in the engine braking torque is obtained, The differential action of the differential portion 11 is limited, and the in-cylinder pressure change suppression amount, that is, the decompression amount of the engine 8 is changed. For example, the decompression amount, which is varied depending on the cylinder pressure change speed suppression cylinders of the engine 8, decompression state, the more cylinder pressure change suppressing the number of cylinders in the same engine rotational speed N _E decompression The amount increases and the engine brake torque is reduced.

  For example, the solid line in FIG. 13 is the case where all cylinders are in the decompressed state and the decompression amount is maximized, and the broken line in FIG. 13 is the case where all the cylinders are not in the decompressed state and the decompression amount is minimized. It is. By changing the decompression amount in this way, the engine brake torque can be adjusted in the range from the solid line to the broken line even if the engagement hydraulic pressure of the switching clutch C0 or the switching brake B0 is the same.

Specifically, the switching control means 50 determines the required engine brake torque from the relationship between the engagement hydraulic pressure of the switching clutch C0 and the engine brake torque using the decompression amount obtained experimentally in advance as shown in FIG. engaging pressure P _EB and decompression dose or in-cylinder pressure change suppressing the number of cylinders C _D of the switching clutch C0 as obtained is calculated and half-engaged or fully engage the switching clutch C0 by the engaging pressure P _EB outputs a command to run only in-cylinder pressure change suppressing operation number-cylinder pressure change regulation cylinder cylinder C _D of the engine 8 outputs a command to the hydraulic control circuit 42 to the hybrid control means 52. For example hybrid control means 52, based on the direction, outputs a command to the engine output control device 43 to execute the cylinder pressure variation suppression operation as decompression state only in-cylinder pressure change suppressing the number of cylinders C _D by the variable valve timing mechanism 90 To do.

As described above, according to this embodiment, in addition to obtaining the same effect as described above, the decompression amount of the engine 8 is changed by the switching control means 50 during the decelerating travel, so that the engine speed Even if _NE is the same, the rotational resistance can be changed and the engine brake torque can be changed. Therefore, the control performance of the deceleration G at the time of deceleration traveling is further improved.

  FIG. 17 is a skeleton diagram for explaining the configuration of the speed change mechanism 70 according to another embodiment of the present invention. FIG. 18 is a view showing the relationship between the gear position of the speed change mechanism 70 and the engagement combination of the hydraulic friction engagement device. FIG. 19 is a collinear diagram illustrating the speed change operation of the speed change mechanism 70.

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

In the speed change mechanism 70 configured as described above, for example, as shown in the engagement operation table of FIG. 18, 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 ₁₄ / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio is obtained for each gear stage. ing. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the speed change mechanism 70, the differential portion 11 and the automatic speed change portion 72 which are brought into the constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0 operate as a stepped transmission. A speed change state is configured, and the differential part 11 and the automatic speed change part 72 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 70 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and is disabled by not operating the switching clutch C0 and the switching brake B0. It is switched to the step shifting state.

  For example, when the speed change mechanism 70 functions as a stepped transmission, as shown in FIG. 18, the gear ratio γ1 is set to a maximum value, for example, “by engagement of the switching clutch C0, the first clutch C1, and the second brake B2,” A first gear that is approximately 2.804 "is established, and the gear ratio γ2 is smaller than that of the first gear by engaging the switching clutch C0, the first clutch C1, and the first brake B1, for example,“ The second speed gear stage of about 1.531 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, for example," For example, a third speed gear stage of about 1.000 "is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to engagement of the first clutch C1, the second clutch C2, and the switching brake B0. Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, all clutches C and brakes B are released.

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

  FIG. 19 is a diagram illustrating a transmission mechanism 70 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 72 that functions as a stepped transmission unit or a second transmission unit. The collinear chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs is shown. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

  The four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission 72 in FIG. 19 correspond to the second sun gear S2 corresponding to the fourth rotating element (fourth element) RE4 and connected to each other in order from the left. The third sun gear S3, the third carrier CA3 corresponding to the fifth rotating element (fifth element) RE5, the second carrier CA2 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other and the second carrier CA2 The three ring gear R3 represents the second ring gear R2 corresponding to the seventh rotation element (seventh element) RE7. Further, in the automatic transmission 72, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, so that the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is connected to the output shaft 22 of the automatic transmission 72, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

In the automatic transmission unit 72, as shown in FIG. 19, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotational speed of the seventh rotation element RE7 (R2). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element RE5 (CA3), and a sixth rotational element RE6 (CA2, CA2, coupled to the output shaft 22). The rotation speed of the output shaft 22 of the first speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed of R3). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the differential portion 11 to the seventh rotary element RE7 at the same speed as the engine speed N _E is input. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The output shaft of the fourth speed at the intersection of the horizontal straight line L4 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 A rotational speed of 22 is indicated.

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

  FIG. 20 shows a manual operation for selecting a differential state (non-locked state) and a non-differential state (locked state) of the power distribution mechanism 16, that is, switching between the continuously variable transmission state and the stepped transmission state of the transmission mechanism 10. This is an example of a seesaw type switch 44 (hereinafter referred to as a switch 44) as a shift state manual selection device, and is provided in a vehicle so that it can be manually operated by a user. This switch 44 allows the user to select vehicle travel in a speed change state desired by the user. The switch 44 corresponding to continuously variable speed travel indicates a continuously variable speed travel command button or stepped speed variable. When the user presses the step-variable speed change command button displayed as stepped corresponding to the travel, the stepless speed change traveling state, that is, the stepless speed change state in which the speed change mechanism 10 can be operated as an electric continuously variable transmission, It is possible to select whether to make a stepped speed change, that is, a stepped speed change state in which the speed change mechanism 10 can operate as a stepped transmission.

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

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

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

For example, in the illustrated embodiment, the target deceleration control means 84, the regenerative torque to obtain the required braking torque T _B ^* to achieve the target deceleration G ^*, the highest priority to obtain a braking torque by the regenerative torque However, in addition to the engine brake torque, the torque that cannot be obtained may be obtained by using another braking device such as a wheel brake provided on the wheel. However, the priority of wheel brakes is lowered.

  Further, in the engine 8 of the above-described embodiment, in-cylinder pressure changes by opening the intake valve or the exhaust valve or shifting the timing of the intake valve or the exhaust valve in the compression stroke of the four-cycle engine so that the cylinder is in a decompressed state. Inhibited state, but instead of or in addition to the decompressed state, when the cylinder volume is expanded other than the compression stroke of a 4-cycle engine, for example, the throttle opening is actively opened during the intake stroke to suppress negative pressure generation. Then, the pressure change in the cylinder may be suppressed to suppress the rotation resistance of the crankshaft. Even in this manner, the pumping loss of the engine 8 is reduced. Alternatively, the engine 8 may be configured such that the mechanical connection between the crankshaft and the piston can be disconnected, and the in-cylinder pressure change suppression state may be established by stopping the reciprocating motion of the piston.

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

  In the above-described embodiment, the automatic transmission units 20 and 72 are used as input clutches that selectively switch the power transmission path between the engine 8 and the automatic transmission units 20 and 70 between the power transmission enable state and the power transmission cutoff state. The first clutch C1 and the second clutch C2 that are disposed between the differential portion 11 and that constitute part of the automatic transmission portions 20 and 72 are used, but the first clutch C1 and the second clutch are not necessarily used. It is not necessary to be C2, and it is sufficient that at least one engagement device capable of selectively switching the power transmission path between the power transmission enabled state and the power transmission cut-off state is provided. For example, the engaging device does not need to constitute a part of the automatic transmission units 20 and 72, and the automatic transmission unit 20 and the transmission unit 20 are connected to the power transmission path between the differential unit 11 and the first clutch C1 and the second clutch C2. 72 may be provided separately.

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

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

  In the above-described embodiment, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the first sun gear S1, and the second motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the first sun gear S1 through, for example, a gear, a belt, a speed reducer, etc., and the second motor M2 is a transmission member. 18 may be connected. Further, the second electric motor M2 is connected to the transmission member 18, but may be connected to the output shaft 22 or may be connected to a rotating member in the automatic transmission units 20 and 72. The form in which the second electric motor M2 is connected to the transmission member 18, the output shaft 22, etc. via a gear, a belt, a speed reducer, etc. is also an aspect provided in the power transmission path from the transmission member to the drive wheels. .

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

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

  In the above-described embodiment, the automatic transmission units 20 and 72 are inserted in the power transmission path between the differential member 11, that is, the transmission member 18 that is the output member of the power distribution mechanism 16 and the drive wheel 38. However, for example, a continuously variable transmission (CVT) which is a kind of automatic transmission and a continuously meshing parallel two-shaft type well known as a manual transmission, the gear stage is automatically switched by a select cylinder and a shift cylinder. Other types of power transmission devices (transmissions) may be provided, such as an automatic transmission that can be operated, and a synchronous mesh type manual transmission in which the gear position is switched by manual operation. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear positions in the stepped transmission, and the automatic transmission units 20 and 72 are used by using the plurality of fixed gear ratios. Shifting may be performed. Alternatively, the present invention can be applied even if the automatic transmission units 20 and 72 are not necessarily provided.

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

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

  In addition, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and has three or more stages in the non-differential state (constant speed change state). It may function as a transmission. The planetary gear device is not limited to a single pinion type, and may be a double pinion type planetary gear device.

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

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 6 is a collinear diagram illustrating the relative rotational speed of each gear when the drive device for the hybrid vehicle of the embodiment of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. An example of a pre-stored shift diagram, which is based on the same two-dimensional coordinates using the vehicle speed and output torque as parameters, and which is a base for determining the shift of the automatic transmission unit, and a base for determining the shift state of the transmission mechanism An example of a previously stored switching diagram and an example of a driving force source switching diagram stored in advance having a boundary line between an engine traveling region and a motor traveling region for switching between engine traveling and motor traveling are shown. It is a figure, Comprising: It is also a figure which shows each relationship. A broken line is an optimum fuel consumption rate curve of the engine 8 and is an example of a fuel consumption map. Moreover, it is a figure explaining the difference of the engine operation | movement with a continuously variable transmission (dashed line) and the engine operation | movement with a stepped transmission (dashed line). FIG. 7 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 6. It is also a conceptual diagram. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. It is an example of the data map at the time of setting target deceleration using a vehicle speed as a parameter. It is a slide type deceleration setting device operated to set a deceleration by a user. It is an example of the relationship between the target deceleration for calculating the required braking torque for achieving the target deceleration and the required braking torque. It is an example of the relationship between the engagement hydraulic pressure of the switching clutch and the engine brake torque for calculating the engagement hydraulic pressure of the switching clutch so that a necessary engine brake torque can be obtained. 6 is a flowchart for explaining a control operation of the electronic control device of FIG. 5, that is, a control operation for controlling deceleration during deceleration traveling. FIG. 15 is a time chart for explaining the control operation shown in the flowchart of FIG. 14, and shows the control operation when the engine deceleration torque is generated in addition to the regenerative torque to achieve the target deceleration. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. 4, Comprising: It is a figure equivalent to 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. FIG. 18 is an operation chart for explaining the relationship between the speed change operation and the operation of the hydraulic friction engagement device used therefor when the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 3 is a diagram corresponding to FIG. 2. FIG. 18 is a collinear diagram illustrating the relative rotational speeds of the gears when the hybrid vehicle drive device of the embodiment of FIG. It is a seesaw type switch as a switching device, and is an example of a shift state manual selection device operated by a user to select a shift state.

Explanation of symbols

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

Claims (11)

It has a differential mechanism that distributes engine output to the first motor and the transmission member, and a second motor provided in the power transmission path from the transmission member to the drive wheels, and can operate as an electric continuously variable transmission. A control device for a vehicle drive device including a continuously variable transmission,
A differential limiting device provided in the differential mechanism for limiting the operation of the continuously variable transmission as an electrical continuously variable transmission by limiting the differential action of the differential mechanism;
An engine brake control means for limiting the differential action of the differential mechanism in order to obtain a braking torque by the engine brake during deceleration traveling,
The engine brake control means continuously changes a limiting amount by the differential limiting device so as to obtain a target deceleration .
The differential limiting device has an engagement device for limiting the differential action of the differential mechanism,
The engine brake control means, the control device for a vehicular drive system according to claim der Rukoto one that changes the limit amount by the differential limiting device by slipping the engagement device.   2. The control device for a vehicle drive device according to claim 1, wherein the engine brake control means sets the differential mechanism of the continuously variable transmission unit to a non-differential state during deceleration traveling. The engine is capable of in-cylinder pressure change suppression operation,
The control device for a vehicle drive device according to claim 1 or 2, wherein the engine brake control means changes an in-cylinder pressure change suppression amount of the engine during deceleration traveling. Further provided is a target deceleration control means for determining a braking torque by the engine brake in accordance with whether or not the second motor can be regenerated so that a target deceleration of the vehicle can be obtained during deceleration traveling. ,
4. The control device for a vehicle drive device according to claim 1, wherein the engine brake control means limits a differential action of the differential mechanism so as to obtain a braking torque by the engine brake. The control device for a vehicle drive device according to any one of claims 1 to 4 , wherein the target deceleration is preset by operating a deceleration setting device. Control of a vehicle drive device including a differential unit having a differential mechanism that distributes engine output to a first motor and a transmission member, and a second motor provided in a power transmission path from the transmission member to a drive wheel. A device,
A differential limiting device provided in the differential mechanism for limiting the differential action of the differential unit by limiting the differential action of the differential mechanism;
An engine brake control means for restricting the differential action of the differential portion in order to obtain a braking torque by the engine brake during deceleration traveling,
The engine brake control means continuously changes a limiting amount by the differential limiting device so as to obtain a target deceleration .
The differential limiting device has an engagement device for limiting the differential action of the differential mechanism,
The engine brake control means, the control device for a vehicular drive system according to claim Rukoto changing the limit amount by the differential limiting device by slipping the engagement device. 7. The control device for a vehicle drive device according to claim 6 , wherein the engine brake control means sets the differential portion to a non-differential state that does not perform a differential action during deceleration traveling. The engine is capable of in-cylinder pressure change suppression operation,
The control device for a vehicle drive device according to claim 6 or 7 , wherein the engine brake control means changes an in-cylinder pressure change suppression amount of the engine during deceleration traveling. Further provided is a target deceleration control means for determining a braking torque by the engine brake in accordance with whether or not the second motor can be regenerated so that a target deceleration of the vehicle can be obtained during deceleration traveling. ,
The vehicle drive device control device according to any one of claims 6 to 8 , wherein the engine brake control means limits a differential action of the differential portion so that a braking torque by the engine brake can be obtained. The control device for a vehicle drive device according to any one of claims 6 to 9 , wherein the target deceleration is set in advance by operating a deceleration setting device. The regenerative braking by the second electric motor is prioritized so that the vehicle braking torque for achieving the target deceleration can be obtained, and the engine braking is performed with respect to the target deceleration by the torque by the regenerative braking alone. The control device for a vehicle drive device according to any one of claims 1 to 10, wherein the control device compensates with torque.

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