JP2010058557A - Controller of drive device for vehicle - Google Patents

Abstract

In a control device for a vehicle drive device including an engine and an electric motor as a driving force source, and a transmission unit, occurrence of a busy shift is avoided while suppressing a decrease in regeneration efficiency when the driving force source is switched.
When a driving force source is switched to a regenerative state due to a deceleration request, if the braking request is large and the deceleration state continues for a relatively long time, there is less possibility of a busy shift. Regeneration efficiency is improved by changing the gear ratio to a gear ratio suitable for regenerative running by an electric motor. On the other hand, when the braking request is small, the acceleration request may be generated immediately. Therefore, only the switching of the driving force source from the engine to the electric motor is executed, and the shift of the transmission unit is not executed, thereby avoiding a busy shift. .
[Selection] Figure 18

Description

  The present invention relates to a control device for a vehicle driving device including two driving force sources such as an engine (internal combustion engine) and an electric motor and a transmission unit.

  In recent years, from the viewpoint of environmental protection, it has been desired to reduce exhaust gas emissions from engines mounted on vehicles and to improve fuel consumption (fuel consumption). Hybrid vehicles equipped with a hybrid system are the vehicles that satisfy these requirements. Vehicles are in practical use.

  The hybrid vehicle includes a driving force source such as a gasoline engine or a diesel engine, and an electric motor (for example, a motor generator or a motor) that is driven by electric power generated by the output of the engine or the power storage device, and either one or both of the engine and the electric motor. Is the driving force source.

  In this type of hybrid vehicle, the operating range (specifically, driving or stopping) of the engine and the electric motor is controlled based on the vehicle speed and the accelerator opening. For example, in a region where the engine efficiency is low, such as when starting or running at a low speed, the engine is stopped and the drive wheels are driven by the power of only the electric motor. Further, during normal traveling, control is performed such that the engine is driven and the driving wheels are driven by the power of the engine. Further, at the time of high load such as full-open acceleration, in addition to engine power, control is performed such that power is supplied from the power storage device to the motor and power from the motor is added as auxiliary power.

As a drive device for a hybrid vehicle, for example, a first electric motor connected to a rotating element of a differential unit, and an engine output input to an input shaft of the differential unit is distributed to the first electric motor and an output shaft (transmission shaft) (or A power distribution mechanism that synthesizes the output of the engine and the output of the first electric motor and outputs it to the transmission shaft), an electric differential unit configured by a second electric motor connected to the output shaft, and the like. A transmission that forms part of the power transmission path between the differential unit and the drive wheels, and a power storage that can charge the generated power from the first and second motors and supply the power to the first and second motors A drive device provided with a device (for example, a battery) is known (see, for example, Patent Documents 1 to 3). In such a vehicle drive device, the electric differential unit operates as a continuously variable transmission mechanism (electric continuously variable transmission unit) by controlling the operating states of the first motor and the second motor.
JP 2005-264762 A JP 2006-273305 A Japanese Patent Application Laid-Open No. 11-217025 JP-A-10-2241 JP-A-8-251708 JP 2005-10243 A

  For example, in the above-described vehicle drive device, that is, a drive device including an engine (first drive force source), an electric motor (second drive force source), and a transmission unit, for example, the motor (motor) travels during engine travel. If it is necessary to shift the speed change unit when the drive force source is switched to, if the drive force source change and the gear ratio change of the speed change unit are executed simultaneously, the control becomes complicated and a shock occurs. there is a possibility.

  In order to avoid this, when switching from engine running to electric motor running (regeneration by the electric motor) occurs, shifting to the electric motor running is performed and then the shifting of the transmission unit is performed. If there is an acceleration request immediately after the source is switched, there is a possibility that a so-called busy shift occurs in which the shift of the transmission unit is performed immediately after changing the transmission ratio of the transmission unit at the time of switching. Such a problem is an unknown matter. Note that after shifting to the regenerative state due to the deceleration request, it is possible to avoid the busy shift unless the transmission unit is shifted, but in this case, the regenerative efficiency by the electric motor may be deteriorated. That is, when switching from engine running to electric motor running, the gear ratio of the transmission unit is selected as the gear ratio for engine running (the gear ratio that is not efficient for the electric motor), so the transmission unit does not change gear. There is a possibility that the state of poor regeneration efficiency will continue.

  Further, in a drive device including an engine (first driving force source), an electric motor (second driving force source), and a transmission unit, when the transmission unit is a stepped transmission unit, after switching from engine traveling to motor traveling If the stepped transmission is shifted to improve the regeneration efficiency, torque loss may occur during regeneration by the electric motor. Such a problem is also an unknown matter.

  The present invention has been made in consideration of such circumstances, and in a control device for a vehicle drive device including a first drive force source, a second drive force source, and a transmission unit, the drive force source is switched. The purpose is to realize a control capable of avoiding a busy shift while suppressing a decrease in regeneration efficiency.

  The present invention provides a control device for a vehicle drive device that includes a first drive force source, a second drive force source, and a transmission unit, and that requests to change the transmission gear ratio of the transmission unit when the drive force source is switched. As a premise, in such a control device for a vehicle drive device, after switching the driving force source, the gear ratio of the transmission unit is changed on condition that a braking request is large.

  According to the present invention, when the driving force source is switched to the regenerative state due to the deceleration request, if the braking request is large, that is, the acceleration request is unlikely to occur and the deceleration state continues for a relatively long time. In the situation, the speed ratio of the continuously variable transmission is changed (specifically, for example, changed to a speed ratio suitable for regenerative travel by an electric motor), so that the regeneration efficiency can be improved. Then, only when the braking request is large and the possibility of shifting to acceleration is low, the busy shift can be avoided by changing the gear ratio of the transmission unit. On the other hand, when the braking request is small, the acceleration request may be generated immediately. In this case, the busy shift is avoided by not shifting the transmission unit.

  As a specific configuration of the present invention, preferably, a configuration in which the driving force source is an engine and an electric motor can be exemplified.

  Preferably, the gear ratio of the transmission unit when traveling by an electric motor is set to be larger than the gear ratio when traveling by an engine. The reason is that, in general, it is more efficient to use an electric motor at a high rotational speed and a low load when the same power (kW) is used, whereas an engine is more efficient to use at a low rotational speed.

  Further, as another specific configuration, preferably, the switching of the driving force source can be configured to be switching to regeneration by an electric motor. Further, preferably, when changing the shift of the transmission unit on the condition that the braking request is large, the gear ratio of the transmission unit can be changed to the larger side.

  In the present invention, the magnitude of the braking request is determined from the foot brake depression amount or the accelerator return speed. In the present invention, the electric motor is used for torque adjustment for adjusting the delay in changing the gear ratio of the transmission unit.

  According to another aspect of the present invention, there is provided a vehicular drive including a first driving force source, a second driving force source, and a transmission unit, and a request for changing a transmission gear ratio of the transmission unit is generated when the driving force source is switched. In the control device for a vehicle drive device, the gear ratio of the transmission unit is changed simultaneously with the occurrence of brake braking (brake by wheel brake) after switching the driving force source. Can be mentioned.

  According to the present invention, since the gear ratio of the transmission unit is changed simultaneously with the occurrence of brake braking, even if the regenerative torque is lost during the shift, there is no sense of incongruity of the deceleration torque being lost. Also, when the possibility of shifting to acceleration is low at the time of brake braking (the braking request is large), busy shift can be avoided by changing the gear ratio of the transmission unit.

  As a specific configuration of the present invention, preferably, a configuration in which the driving force source is an engine and an electric motor can be exemplified.

  Preferably, the gear ratio of the transmission unit when traveling by an electric motor is set to be larger than the gear ratio when traveling by an engine. The reason is that, in general, it is more efficient to use an electric motor at a high rotational speed and a low load when the same power (kW) is used, whereas an engine is more efficient to use at a low rotational speed.

  In addition, as a specific configuration, preferably, the switching of the driving force source can be configured to be switching to regeneration by an electric motor. Preferably, a configuration in which the gear ratio of the transmission unit is changed to a larger side simultaneously with the occurrence of brake braking can be given.

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

<First Embodiment>
-Vehicle drive system-
FIG. 1 is a skeleton diagram showing an example of a drive device to which the control device of the present invention is applied.

  The drive device 1 of this example is used for an FR (front engine / rear drive) type hybrid vehicle, and includes an engine (for example, a gasoline engine or a diesel engine) 10 as a driving power source for traveling. Yes. Further, the driving device 1 is disposed on a common shaft center in a transmission case 1A (hereinafter also referred to as a case 1A) as a non-rotating member attached to the vehicle body, and is connected to an output shaft (crankshaft) of the engine 10. An input shaft 11 that is directly connected to the input shaft 11 or indirectly connected via a pulsation absorbing damper (vibration damping device) (not shown), and the like. A mechanical continuously variable transmission 30 that is connected to a transmission shaft 23 that is an output rotating member of the first and second portions and constitutes a part of a power transmission path between the electric differential unit 20 and the output shaft 32; and a continuously variable transmission 30 and an output shaft 32 connected to the output side of the engine 30, as shown in FIG. 8, the power from the engine 10 is converted to the electric differential unit 20, the continuously variable transmission unit 30, the output shaft 32, and Differential Thereby transmitting to the right and left drive wheels 3 via the (final reduction gear) 2.

−Electric differential section−
The electric differential unit 20 is a mechanical mechanism that mechanically distributes / synthesizes the output of the engine 10 input to the first electric motor MG1 and the input shaft 11, and outputs the output of the engine 10 to the first electric motor MG1 and A power distribution mechanism 21 that distributes the power to the transmission shaft 23 or combines the output of the engine 10 and the output of the first electric motor MG1 to output the power to the transmission shaft 23, and is provided to rotate integrally with the transmission shaft 23. And a second electric motor MG2. The first electric motor MG1 and the second electric motor MG2 in this example are motor generators that function as an electric motor (driving force source) and also function as a generator. The first motor MG1, which is a differential motor, has at least a generator (power generation) function for generating a reaction force, and the second motor MG2, which is a traveling motor, outputs a driving force as a driving force source for traveling. At least a motor (electric motor) function.

  The power distribution mechanism 21 includes a single pinion type planetary gear device 22 having a predetermined gear ratio ρ0 (for example, “0.436”), a switching clutch C0, and a switching brake B0. The planetary gear device 22 includes a sun gear S0, a planetary gear P0, a carrier CA0 that supports the planetary gear P0 so that it can rotate and revolve, and a ring gear R0 that meshes with the sun gear S0 via the planetary gear P0. When the number of teeth of the sun gear S0 is ZS0 and the number of teeth of the ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

  In this power distribution mechanism 21, the carrier CA 0 is connected to the input shaft 11, that is, the engine 10, the sun gear S 0 is connected to the first electric motor MG 1, and the ring gear R 0 is connected to the transmission shaft 23.

  The switching brake B0 is provided between the sun gear S0 and the transmission case 1A, and the switching clutch C0 is provided between the sun gear S0 and the carrier CA0. When the switching clutch C0 and the switching brake B0 are released, the sun gear S0, the carrier CA0, and the ring gear R0 are in a differential state in which differential actions that allow relative rotation with each other are performed, and the output of the engine 10 is the same as that of the first electric motor MG1. The power storage device (for example, battery) 5 is charged with the electric energy generated from the first electric motor MG1 by a part of the output of the distributed engine 10 while being distributed to the transmission shaft 23. Further, since the second electric motor MG2 is rotationally driven by the generated electric energy, for example, a continuously variable transmission state is set, and the rotation of the transmission shaft 23 is continuously changed regardless of the rotational speed of the engine 10. In other words, the electrical differential unit 20 is in a differential state where the gear ratio γ0 (the rotational speed of the input shaft 11 / the rotational speed of the transmission shaft 23) is electrically changed from the minimum value γ0min to the maximum value γ0max, for example, the gear ratio γ0. Functions as an electric continuously variable transmission that continuously changes from the minimum value γ0min to the maximum value γ0max0.

  On the other hand, when the switching clutch C0 is engaged and the sun gear S0 and the carrier CA0 are integrally engaged during traveling of the vehicle by the output of the engine 10, the three elements constituting the planetary gear device 22, that is, the sun gear S0 and the carrier Since CA0 and the ring gear R0 are in a non-differential state in which they rotate together, the rotational speed Ne of the engine 10 and the rotational speed of the transmission shaft 23 coincide with each other, so the electric differential unit 20 has a gear ratio γ0 of “1”. It becomes a constant speed change state (stepped speed change state) that functions as a transmission fixed to.

  Further, when the switching brake B0 is engaged instead of the switching clutch C0, the sun gear S0 enters the non-rotating state (non-differential state), and the ring gear R0 is rotated at a higher speed than the carrier CA0. The unit 20 is in a constant transmission state (stepped transmission) that functions as a speed increasing transmission in which the speed ratio γ0 is fixed to a value smaller than “1”, for example, “0.696”.

  As described above, in this example, the switching clutch C0 and the switching brake B0 have the continuously variable transmission state in which the electric differential unit 20 operates as an electric continuously variable transmission whose gear ratio can be continuously changed; Selectively switch to a locked state that locks the change in gear ratio without operating as a continuously variable transmission, that is, a constant gear state that can operate as a single-stage or multiple-stage transmission with one or two types of gear ratios. Functions as a differential state switching device.

  The electric differential unit 20 transmits power in the electric differential unit 20 when the switching clutch C0 and the switching brake B0 are released and the first electric motor MG1 is in a free rotation state in which no reaction force is generated. A power transmission cut-off state that cuts off power transmission in the path is established. On the other hand, when the first electric motor MG1 generates a reaction force or when either the switching clutch C0 or the switching brake B0 is engaged, the power transmission in the power transmission path in the electric differential unit 20 is performed. The power transmission is enabled. And when the electric differential part 20 is made into a power transmission interruption | blocking state or a power transmission possible state, the whole drive device 1 will be in a power transmission interruption | blocking state or a power transmission possible state. However, in this example, since the power transmission path between the second electric motor MG2 and the drive wheels 3 is not interrupted, the second electric motor MG2 is free to rotate in order to place the entire drive device 1 in the power transmission interrupted state. State.

  The switching clutch C0 and the switching brake B0 are hydraulic friction engagement devices often used in conventional stepped automatic transmissions for vehicles, and a plurality of overlapping friction plates are pressed by a hydraulic actuator. The wet-type multi-plate type to be used, and one or two bands wound around the outer peripheral surface of the rotating drum are constituted by a band brake or the like on which one end of the band is tightened by a hydraulic actuator. Are selectively connected.

-Continuously variable transmission-
The continuously variable transmission unit 30 continuously changes the gear ratio γ _CVT (γ _CVT = rotational speed N ₂₃ of the input shaft (transmission shaft 23) / rotational speed Nout of the output shaft 32) by a mechanical action. It is a toroidal CVT that functions as a continuously variable automatic transmission that can be changed. In this example, a case where a double cavity type half-toroidal CVT is applied to the continuously variable transmission unit 30 will be described. However, a full toroidal CVT can also be applied to the continuously variable transmission unit 30.

  The continuously variable transmission 30 includes two input disks 33a and 33b (hereinafter referred to as “input disks 33” unless otherwise specified) opposed to each other on the rotation shaft of the transmission shaft 23, and these two input disks 33a and 33b. The two output disks 34a and 34b are provided coaxially opposite to each of the input disks 33a and 33b between the output disks 33a and 33b and connected to the output shaft 32 via the output gear 37 and the counter shaft 35. (Hereinafter referred to as “output disk 34” unless otherwise specified).

  In addition, the continuously variable transmission unit 30 of this example includes a total of four power rollers 36a, 2 each between the respective input disks 33a and 33b and the output disks 34a and 34b, which are opposed to each other, with the rotational axis as a symmetry axis. 36b, 36c, and 36d (hereinafter referred to as “power roller 36” unless otherwise specified).

  The input disk 33 and the output disk 34 facing each other are pressed in a direction in which they approach each other, and their facing surfaces generate contact with the outer peripheral surfaces of the two power rollers 36 provided therebetween, and are in contact with each other. The contact surface of the input disk 33 and the output disk 34 with the opposing power roller 36 has a substantially arc-shaped cross section so that the rotation shaft of the power roller 36 can swing while maintaining the contact.

  In the continuously variable transmission 30 configured as described above, a set of input disks 33a, power rollers 36a and 36b and an output disk 34a that form a first power transmission path, and a second power transmission path. The set of input disk 33b, power rollers 36c and 36d, and output disk 34b to be formed are provided in series on the rotating shaft of the transmission shaft 23 as a mechanical arrangement, and provided in parallel as a power transmission path. ing. The drive torque input from the transmission shaft 23 is transmitted in the order of the input disk 33, the power roller 36, and the output disk 34 through two parallel power transmission paths in the continuously variable transmission 30, and is transmitted to the output disk 34. It is transmitted to the drive wheel 3 via the output shaft 32 connected via the counter shaft 35.

In the continuously variable transmission unit 30, the input disk 33 and the output disk 34 are simultaneously changed in rotation (tilt) angles of the four power rollers 36a to 36d that are in frictional contact with the outer peripheral surface of the input disk 33 and the output disk 34, respectively. The ratio of the radius (effective diameter) of the contact point with the power roller 36 in 33 and the radius (effective diameter) of the contact point with the power roller 36 in the output disk 34 changes, and the gear ratio γ _{CVT of the} continuously variable transmission 30 is changed. Changes continuously. Hereinafter, a mechanism for changing the gear ratio γ _CVT will be described in detail.

  2 and 3 are diagrams schematically showing the continuously variable transmission unit 30. FIG. As described above, in the continuously variable transmission unit 30, the two pairs of the input disk 33 and the output disk 34 with the toroidal surfaces facing each other are disposed on the same axis, and the output gear 37 is disposed between the output disks 34a and 34b. Has been. The output gear 37 transmits power to the counter shaft 35.

  The transmission shaft 23 passes through the center of each of the disks 33 and 34 and the output gear 37. The input disks 33a and 33b rotate integrally with the transmission shaft 23 and can move in the axial direction. Is attached. On the other hand, the output disks 34a and 34b and the output gear 37 are fitted so as to be relatively rotatable with respect to the transmission shaft 23, and the output disks 34a and 34b and the output gear 37 rotate integrally. So that they are connected.

  A lock nut 40 is attached to one end of the transmission shaft 23 (the left end in FIG. 2) to prevent the input disk 33a from coming off. A hydraulic cylinder 41 is attached to the opposite end (the right end in FIG. 2). The hydraulic cylinder 41 is a clamping pressure generating mechanism for generating a clamping pressure that presses each pair of the input disk 33 and the output disk 34 toward each other, and the cylinder 42 is fixed to the transmission shaft 23. In addition, a piston 43 accommodated in the cylinder 42 so as to be movable in the axial direction is in contact with the back surface of the input disk 33b. Accordingly, by supplying hydraulic pressure between the cylinder 42 and the piston 43, the piston 43 presses one input disk 33b toward the input disk 33a disposed on the opposite side. Has been. Note that this clamping pressure generating mechanism may be constituted by another mechanism such as a cam mechanism or a screw mechanism that changes the torque into an axial thrust instead of the hydraulic cylinder 41.

  The power roller 36 sandwiched between each pair of the input disk 33 and the output disk 34 is a substantially disc-shaped transmission member that mediates transmission of torque between the input disk 33 and the output disk 34. Thus, the discs 33 and 34 are arranged at equal intervals in the circumferential direction between the input disc 33 and the output disc 34. Each power roller 36 is held by a trunnion 45 so as to rotate as the disks 33 and 34 rotate and to tilt (tilt) between the disks 33 and 34.

  Each trunnion 45 is for holding the power roller 36 so as to rotate and tilt freely. Trunnion shafts 47 and 47 are integrally formed on both upper and lower sides of a holding portion 46 having a flat surface facing the center. ing. The upper trunnion shaft 47 in FIG. 3 is fitted to the upper yoke 48 via a bearing (not shown), and the lower trunnion shaft 47 in FIG. 3 is connected to the lower yoke 49 via a bearing (not shown). Is fitted. Accordingly, the trunnions 45 are connected to each other by the yokes 48 and 49 so as to be rotatable about the trunnion shafts 47 and 47, respectively, and the central axis of the trunnion shaft 47 serves as a tilting axis.

  Each power roller 36 is rotatably held by a pivot shaft 50 attached to the holding portion 46 in each trunnion 45, and a thrust bearing 51 is provided between each power roller 36 and each trunnion 45.

  A hydraulic cylinder 52 is connected to the trunnion shaft 47 below each trunnion 45 (the lower side in FIG. 3) as an actuator that performs a linear longitudinal operation. Specifically, the trunnion shaft 47 is connected to a piston 52 a of a hydraulic cylinder 52 provided corresponding to each power roller 36. These hydraulic cylinders 52 are configured to move one power roller 36 upward in FIG. 3 and simultaneously move the other power roller 36 downward in FIG. 3.

  For example, in FIG. 3, the upper hydraulic chamber is a high oil chamber 52H for shifting the piston 52a in the left hydraulic cylinder 52 to the high speed side with a small gear ratio, and the lower hydraulic chamber opposite thereto. Is a low oil chamber 52L for shifting to a low speed side with a large gear ratio. Further, in FIG. 3, the upper hydraulic chamber is a low oil chamber 52L for shifting the piston 52a in the right hydraulic cylinder 52 to the low speed side with a large gear ratio, and the lower hydraulic chamber opposite thereto. Is a high oil chamber 52H for shifting to a high speed side with a small gear ratio. The high oil chambers 52H and 52H and the low oil chambers 52L and 52L communicate with each other. The actuator connected to the trunnion shaft 47 may be an electric cylinder that outputs torque by changing it to a thrust, in addition to a fluid pressure cylinder.

  The mechanism for shifting the power roller 36 from the neutral position to the upshift side or the downshift side will be described. The mechanism is configured to operate an actuator such as the hydraulic cylinder 52. The mechanism shown in FIG. 3 is composed of a solenoid valve 53 that is duty-controlled. This type of control valve is provided with two control valves, a valve for controlling supply / discharge of hydraulic pressure to the high oil chambers 52H, 52H and a valve for controlling supply / discharge of hydraulic pressure to the low oil chambers 52L, 52L. Alternatively, a single control valve may be configured to simultaneously control the supply and discharge of hydraulic pressure to each of the oil chambers 52H, 52H, 52L, and 52L.

  3 includes a high-side port 53a that communicates with the high oil chambers 52H and 52H, a low-side port 53b that communicates with the low oil chambers 52L and 52L, an input port 53c to which line pressure is input, It has two drain ports 53d and 53e, and a spool 56 which is moved in the axial direction by a solenoid 54 and a spring 55 arranged on the opposite side thereof and switches the communication state of each port. When the input port 53c and the drain ports 53d and 53e are closed with respect to both the high side port 53a and the low side port 53b, the spool 56 communicates with the high side port 53a. At the same time, the up-shift state in which the low-side port 53b is connected to the drain port 53e, and the down-shift state in which the low-side port 53b is connected to the input port 53c and the high-side port 53a is connected to the drain port 53d. It is configured to switch to the shift state.

  The shift control using the electromagnetic valve 53 is configured to be executed electrically. That is, a stroke sensor 61 is provided to detect the position of each power roller 36 as the position or displacement of the trunnion 45. As an example, the stroke sensor 61 is attached to a trunnion shaft 47 of one trunnion 45, and is configured to electrically detect the amount of displacement in the axial direction and output it as a detection signal. Here, the amount of displacement is the amount of movement in the direction of the tilt axis from the neutral position where the side slip force or tilt force does not act on the power roller 36.

  Further, a tilt angle sensor 62 is provided on any trunnion shaft 47. In the example shown in FIG. 3, the tilt angle sensor 62 is attached to another trunnion shaft 47 that is on the same axis as the trunnion shaft 47 to which the stroke sensor 61 is attached. The tilt angle sensor 62 electrically detects the rotation angle of the trunnion shaft 47 and outputs a signal. For example, the rotation speed of the input disk 33 and the output disk 34 is equal, that is, the gear ratio is “ The angle of the trunnion shaft 47 in the state of “1” is set to “0”, the rotation angle of the trunnion shaft 47 from this state is detected as the tilt angle, and an electrical signal corresponding to the tilt angle is output. It has become.

  Furthermore, an input shaft rotation speed sensor 63 that detects the rotation speed of any one of the input disks 33 and outputs an electrical signal, and detects the rotation speed of any one of the output disks 34 and outputs an electrical signal. An output shaft rotational speed sensor 64 is provided. Therefore, based on the respective rotational speeds detected by the input shaft rotational speed sensor 63 and the output shaft rotational speed sensor 64, the actual gear ratio (input shaft rotational speed / output shaft rotational speed) of the continuously variable transmission unit 30 is determined. Can be sought.

  The stroke sensor 61, the tilt angle sensor 62, and the input shaft rotational speed sensors 63 and 64 are connected to an ECU (Electronic Control Unit) 100.

  Next, torque transmission and speed change by the continuously variable transmission 30 having the above structure will be described.

  First, when torque is input from the transmission shaft 23 to the input disks 33a and 33b, the torque is transmitted to the power rollers 36a to 36d that are in contact with the input disks 33a and 33b via traction oil, and the power rollers Torque is transmitted from 36a to 36d to the output disks 34a and 34b via traction oil. In that case, since the traction oil is subjected to a glass transition by being pressurized and torque is transmitted by the accompanying large shearing force, each disk 33, 34 seems to generate a pressure corresponding to the input torque with the power roller 36. Pressed.

  Further, the peripheral speed of the power roller 36 is substantially the same as the peripheral speed of the torque transmission point of each disk 33, 34 (the point where the power roller 36 is in contact via traction oil). 36 is tilted and each of the disks 33 and 34 depends on the radius from the rotation center axis of the torque transmission point to the input disk 33 and the radius from the rotation center of the torque transmission point to the output disk 34. , And the ratio of the rotation speeds becomes the transmission ratio of the continuously variable transmission unit 30.

  The tilting of the power roller 36 that sets the gear ratio in this way is caused by moving the power roller 36 in the vertical direction in FIG. For example, when the solenoid valve 53 is controlled to supply line pressure to the high oil chambers 52H and 52H of the hydraulic cylinders 52 and 52, the left power roller 36a in FIG. 3 moves downward and the right power roller 36b Move up. As a result, a force (side slip force) that tilts the power rollers 36a and 36b is generated between the power rollers 36a and 36b and the disks 33a and 34a, and the power rollers 36a and 36b tilt.

  The amount of displacement of the power rollers 36a and 36b is controlled based on the deviation between the actual tilt angle and the target tilt angle. Accordingly, when the power rollers 36a and 36b gradually tilt to coincide with the target tilt angle, the power rollers 36a and 36b are returned to the neutral position, and the tilting is stopped. As a result, a target gear ratio is set.

  The ECU 100 obtains a tilt angle corresponding to a target gear ratio based on a required drive amount represented by a throttle opening or the like, a vehicle speed, and the like, and sends a command signal to the electromagnetic valve 53 so as to achieve the tilt angle. Output. The target tilt angle can be achieved by causing the power roller 36 to stroke with the trunnion 45. Therefore, the stroke amount of the power roller 36 is detected by the stroke sensor 61, and the deviation between the detected stroke amount and the stroke command amount is detected. As a control deviation, a command signal (for example, duty ratio) for the electromagnetic valve 53 is feedback-controlled.

  Next, basic shift control of the above continuously variable transmission unit (toroidal CVT) 30 will be described with reference to the block diagram of FIG.

In FIG. 4, first, the deviation between the target tilt angle φo corresponding to the target gear ratio and the actual tilt angle φ is obtained. The calculation of the target gear ratio and the tilt angle corresponding to the target gear ratio can be performed in the same manner as that conventionally executed in the shift control in the toroidal CVT. For example, the required driving force is calculated based on the required driving amount represented by the accelerator opening degree Acc and the like and the vehicle speed V, the target output is obtained from the required driving force and the vehicle speed V, and the target output is reduced to the minimum fuel consumption. The target engine speed and the target tilt angle φ ₀ are determined so that the engine 10 is driven at the engine speed.

The above-described deviation is processed by a predetermined gain K1, and the stroke amount (stroke amount from the neutral point) X _{0 of} the power roller 36 is obtained. The deviation between the stroke amount X ₀ and the actual stroke amount X is processed by a predetermined gain K 2 to obtain a command signal (for example, duty ratio) for the solenoid valve 53, and the hydraulic pressure output from the solenoid valve 53. As a result, the power roller 36 is displaced, and the power roller 36 is tilted accordingly, whereby the continuously variable transmission 30 is shifted.

  Here, the speed change speed of the continuously variable transmission unit (toroidal CVT) 30 is the speed at which the power roller 36 tilts depending on the movement amount (offset amount) or the movement speed when the power roller 36 is moved in the vertical direction in FIG. Therefore, the amount of movement of the power roller 36 is set (set smaller) than the amount of movement during normal gear shifting by controlling the electromagnetic valve 53 (controlling the hydraulic pressure), By setting the moving speed higher (set lower) than the moving speed at the time of normal shifting, the shifting speed of the continuously variable transmission unit 30 can be set higher (set lower).

-Shift control-
In the drive device 1 configured as described above, the power distribution mechanism 21 includes the switching clutch C0 and the switching brake B0, and when one of the switching clutch C0 and the switching brake B0 is engaged, an electrical difference is achieved. In addition to the above-mentioned continuously variable transmission state that operates as a continuously variable transmission, the moving unit 20 can constitute a constant transmission state that operates as a transmission having a constant gear ratio γ0.

  Therefore, in the drive device 1 of this example, when either one of the switching clutch C0 and the switching brake B0 is engaged, the electric differential unit 20 and the continuously variable transmission unit 30 that are set to the constant transmission state are mechanically connected. A continuously variable transmission state operating as a continuous variable transmission is configured. When neither the switching clutch C0 nor the switching brake B0 is engaged, an electrical and mechanical continuously variable transmission is realized by the electric differential unit 20 and the continuously variable transmission 30 that operate as a continuously variable transmission. The continuously variable transmission state that operates as follows is configured. Note that, when the neutral “N” state in which the power transmission path in the drive device 1 is interrupted, for example, both the switching clutch C0 and the switching brake B0 are released, and both the first electric motor MG1 and the second electric motor MG2 are brought together. It is in a free rotation state.

In the driving device 1, when both the switching clutch C0 and the switching brake B0 are released, the electric differential unit 20 functions as an electric continuously variable transmission, and is arranged in series with the electric differential unit 20. The continuously variable transmission unit 30 functions as a mechanical continuously variable transmission, and is a product of the transmission ratio γ0 of the electric differential unit 20 and the transmission ratio γ _CVT of the continuously variable transmission unit 30. As a whole, the total gear ratio (total gear ratio) γT (= the rotational speed Nin of the input shaft 11 / the rotational speed Nout of the output shaft 32) is obtained steplessly.

  FIG. 5 shows a drive device 1 including an electric differential unit 20 that functions as a first transmission unit and a continuously variable transmission unit 30 that functions as a second transmission unit. The nomogram (collinear diagram in a certain specific power transmission state) which can represent the relative relationship of rotation speed (rotation speed) on a straight line is shown. The collinear diagram of FIG. 5 is a two-dimensional coordinate having a horizontal axis indicating each rotating element and a vertical axis indicating the relative rotational speed (rotational speed), and the lower horizontal line X1 of the two horizontal lines. Indicates the rotational speed “0”, and the upper horizontal line X2 indicates the rotational speed “1”, that is, the rotational speed Ne of the engine 10 connected to the input shaft 11.

  Further, three vertical lines Y1, Y2, Y3 corresponding to the respective rotating elements of the electric differential section 20 are sun gears S0 (vertical lines Y1) corresponding to the second rotating element (second element) RE2 in order from the left side. The carrier CA0 (vertical line Y2) corresponding to the first rotating element (first element) RE1 and the ring gear R0 (vertical line Y3) corresponding to the third rotating element (third element) RE3 are shown. In the relationship between the vertical axes of the nomograph, if the distance between the sun gear S0 and the carrier CA0 is a distance corresponding to “1” in the planetary gear device 22, the gear ratio of the planetary gear device 22 is between the carrier CA0 and the ring gear R0. The interval corresponds to ρ. That is, in the electric differential section 20, 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 ρ0. Is done.

  If expressed using the collinear diagram of FIG. 5 described above, the drive device 1 of this example includes the first rotating element RE1 (carrier CA0) of the planetary gear device 22 in the power distribution mechanism 21 (electrical differential unit 20). Is coupled to the input shaft 11, that is, the engine 10, and is selectively coupled to the second rotating element (sun gear S0) RE2 via the switching clutch C0. In addition, the second rotating element RE2 is coupled to the first electric motor MG1 and is selectively coupled to the case 1A via the switching brake B0. Further, the third rotating element (ring gear R0) RE3, which is the remaining rotating element, is connected to the transmission shaft 23 and the second electric motor MG2, and the rotation of the input shaft 11 is transmitted to the continuously variable transmission 30 via the transmission shaft 23 ( Input). At this time, the relationship between the rotational speed of the sun gear S0 and the rotational speed of the ring gear R0 is indicated by a straight line L0 passing through the intersection of Y2 and X2.

  For example, when the electric differential unit 20 is switched to the continuously variable transmission state (differential state) by releasing the switching clutch C0 and the switching brake B0, the reaction force (the number of rotations) generated by the first motor MG1 is generated. When the rotation of the sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 rises or falls and the rotation speed of the ring gear R0 is substantially constant, the control is performed at the intersection of the straight line L0 and the vertical line Y2. The number of rotations of the carrier CA0 shown increases or decreases.

  Further, when the sun gear S0 and the carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 21 is in a non-differential state in which the sun gear S0, the carrier CA0, and the ring gear R0 rotate together, so the straight line L0 is The transmission shaft 23 rotates at the same rotational speed as the engine 10 in line with the horizontal line X2. On the other hand, when the rotation of the sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 21 is in a non-differential state that functions as a speed increasing mechanism, so the straight line L0 becomes the state shown in FIG. The rotation speed of the ring gear R0, that is, the transmission shaft 23 indicated by the intersection of L0 and the vertical line Y3 is input to the continuously variable transmission 30 in a state where the rotation speed is higher than the engine rotation speed Ne.

In the continuously variable transmission unit 30, the gear ratio γ _CVT continuously changes and power is transmitted toward the output shaft 32.

  The above driving apparatus 1 is controlled by the ECU 100 (see FIGS. 6 and 8). And the control apparatus of the vehicle drive device of this invention is implement | achieved by the program run by this ECU100.

-ECU-
The ECU 100 includes a CPU, a ROM, a RAM, a backup RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using the temporary storage function of the RAM, thereby Each drive control of the 1st electric motor MG1 and the 2nd electric motor MG2 of the differential part 20, and drive control, such as the shift control of the continuously variable transmission part 30, are performed.

The ECU 100 receives various signals from the sensors and switches shown in FIG. 6, for example, signals from the above-described stroke sensor and tilt angle sensor, and input of the continuously variable transmission unit 30 detected by the input shaft rotation speed sensor. A signal representing the shaft rotational speed, a signal representing the output shaft rotational speed (vehicle speed V) of the output shaft 32 detected by the output shaft rotational speed sensor, a signal representing the cooling water temperature of the engine 10 detected by the engine water temperature sensor, A signal representing the shift position detected by the shift position sensor, a signal representing the rotational speed N _MG1 of the first electric motor _MG1 , a signal representing the rotational speed N _MG2 of the second electric motor MG2, and an engine detected by the engine rotational speed sensor A signal representing the engine speed Ne, which is the number of revolutions of the 10 output shafts (crankshaft), a signal for instructing the M mode (manual transmission travel mode), and the operation of the air conditioner An air conditioner signal, an oil temperature signal indicating the hydraulic oil temperature of the continuously variable transmission 30 detected by the CVT oil temperature sensor, a signal indicating a side brake operation, a signal indicating a foot brake operation, and a battery indicating the temperature of the power storage device 5 A temperature signal, an accelerator opening signal indicating an accelerator opening Acc detected by an accelerator opening sensor (an accelerator operation amount corresponding to a driver's output request amount), and a throttle valve detected by a throttle opening sensor A signal indicating the opening, a signal indicating the air-fuel ratio of the engine 10 detected by the A / F sensor, a snow mode setting signal indicating the snow mode setting, and an acceleration signal indicating the longitudinal acceleration of the vehicle detected by the vehicle acceleration sensor , Auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight detected by vehicle weight sensor, wheel speed signal indicating wheel speed of each wheel Etc. are supplied.

  Further, the ECU 100 sends a control signal to the engine output control device 201 (see FIG. 8) for controlling the engine output, for example, an opening degree (throttle opening degree) of the electronic throttle valve 13 provided in the intake pipe 12 of the engine 10. A drive signal for driving the throttle actuator 14 to be operated; a fuel supply amount signal for controlling the fuel supply amount into each cylinder of the engine 10 by the fuel injection device 15; an ignition signal for instructing the ignition timing of the engine 10 by the ignition device 16; And a supercharging pressure adjustment signal for adjusting the supercharging pressure of the supercharger is output.

  Further, from the ECU 100, an air conditioner driving signal for operating the electric air conditioner, a command signal for instructing each operation of the first electric motor MG1 and the second electric motor MG2, and a shift position (operation position) display signal for operating the shift indicator. , A snow mode display signal for displaying that it is a snow mode, an ABS operation signal for operating an ABS actuator that prevents slipping of a wheel during braking, and an M mode display that indicates that the M mode is selected A signal is output. The ECU 100 also receives a valve command signal for operating an electromagnetic solenoid valve included in the hydraulic control circuit 202 (see FIG. 8) to control the hydraulic actuators of the electric differential unit 20 and the continuously variable transmission unit 30, and the electromagnetic A valve command signal for operating a line pressure control solenoid valve for adjusting a line pressure supplied to the solenoid valve, a drive command signal for operating an electric hydraulic pump that is a hydraulic pressure source of the hydraulic control circuit 202, and driving an electric heater A signal for driving, a signal to a cruise control computer, etc. are output.

-Shift operation device-
Next, a shift operation device which is a manual transmission operation device will be described with reference to FIG.

  The shift operation device 7 of this example includes a shift lever 71 that is disposed, for example, near the driver's seat and is operated to select a plurality of types of shift positions.

  The shift lever 71 is in a neutral state (neutral state) in which the power transmission path in the drive device 1 is interrupted, a parking position “P (parking)” for locking the output shaft 32, and a reverse drive for reverse travel Traveling position “R (reverse)”, neutral position “N (neutral)” in which the power transmission path in the driving device 1 is interrupted, neutral forward traveling position “D (drive)”, or forward manual It is provided so that it can be manually operated to any position of the shift running position “M (manual)”.

  The “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling, and the “R” position, the “D” position, and the “M” position are selected when the vehicle is traveling. It is a running position. Further, the “D” position is also the fastest running position, and the “M” position is also an engine brake range in which an engine brake effect can be obtained.

  The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position in the longitudinal direction of the vehicle, for example, and the shift lever 71 is operated to the “M” position. Any one of the shift ranges (for example, five shift ranges including the “D” range) is changed according to the operation of the shift lever 71. Specifically, at the “M” position, an upshift position “+” and a downshift position “−” are provided in the front-rear direction of the vehicle, and the shift lever 71 has their upshift position “+”. Alternatively, when the downshift position “−” is operated, one of the five shift ranges including the “D” range is switched.

  The shift lever 71 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. Further, the shift operation device 7 is provided with a shift position sensor (see FIG. 6) for detecting each shift position of the shift lever 71. The shift position of the shift lever 71, the number of operations at the “M” position, and the like. Is output to the ECU 100.

  Then, for example, the hydraulic control circuit 202 (see FIG. 8) is electrically switched according to the shift position selected by manual operation of the shift lever 71, and the power transmission path in the driving device 1 is selected. Changed to For example, when the “P” position or the “N” position is selected as the shift position, both the switching clutch C0 and the switching brake B0 are released, and the first electric motor MG1 and the second electric motor MG2 are made free. The power transmission path in the drive device 1 is brought into a power transmission cutoff state.

-Explanation of ECU operation-
Next, the main part of the control function of the ECU 100 will be described with reference to FIG.

  The ECU 100 includes a hybrid control unit 101, a switching control unit 102, a continuously variable transmission control unit 103, and the like.

  The hybrid control unit 101 operates the engine 10 in a highly efficient operating range in the differential state of the electric differential unit 20, while distributing the driving force between the engine 10 and the second electric motor MG2 and the first electric motor MG1. The transmission ratio γ0 of the electric differential unit 20 as an electric continuously variable transmission is controlled by changing the reaction force generated by power generation so as to be optimal. For example, at the current traveling vehicle speed, the vehicle target (request) output is calculated from the accelerator opening (accelerator operation amount) Acc or the vehicle speed V as the driver's required output amount, and is required from the vehicle target output and the charge request value. The target engine output is calculated in consideration of transmission loss, auxiliary load, assist torque of the second electric motor MG2, etc. so that the total target output is obtained, and the target engine output is obtained. While controlling the engine 10 so that it may become the engine speed Ne and the engine torque Te, the electric power generation amount of the 1st electric motor MG1 is controlled.

The hybrid control unit 101 executes control in consideration of the gear ratio γ _CVT of the continuously variable transmission unit 30 for improving power performance and fuel consumption. In such hybrid control, the engine speed Ne for operating the engine 10 in an efficient operating range is matched with the speed of the transmission shaft 23 determined by the vehicle speed V and the speed ratio γ _CVT of the continuously variable transmission 30. In addition, the electric differential unit 20 is caused to function as an electric continuously variable transmission.

That is, the hybrid control unit 101 performs, for example, continuously variable speed travel in a two-dimensional coordinate system using the engine speed Ne and the output torque (engine torque) Te of the engine 10 as parameters as shown in the fuel consumption map of FIG. In addition, control is performed to achieve both driving performance and fuel efficiency. Specifically, the engine speed Ne and the engine torque Te are used as parameters, and the combustion efficiency optimum line L _EF (optimum fuel consumption rate curve), which is an operation curve of the engine 10 determined experimentally in advance for improving the fuel consumption of the engine 10. L _EF , fuel efficiency map) is used to determine the target value of the overall gear ratio γT of the drive device 1 so that the engine 10 operates along the combustion efficiency optimum line L _EF , and electric so that the target value can be obtained. The transmission gear ratio γ0 of the expression differential unit 20 is controlled.

  At this time, the hybrid control unit 101 supplies the electric energy generated by the first electric motor MG1 to the power storage device 5 and the second electric motor MG2 through the inverter 4, so that the main part of the power of the engine 10 is mechanically the transmission shaft 23. However, a part of the motive power of the engine 10 is consumed for power generation of the first electric motor MG1 and converted into electric energy. This electric energy is supplied to the second electric motor MG2 through the inverter 4, whereby the second electric motor MG2 is driven and the power from the second electric motor MG2 is transmitted to the transmission shaft 23. An electric path from conversion of part of the power of the engine 10 to 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 MG2 Composed. 9 is stored in advance in the hybrid control unit 101 of the ECU 100, for example.

  The hybrid control unit 101 includes an engine control unit 111. The engine control unit 111 controls the opening and closing of the electronic throttle valve 13 by the throttle actuator 14, controls the fuel supply amount into each cylinder of the engine 10 by the fuel injection device 15, and controls the ignition timing of the engine 10 by the ignition device 16. A control signal for executing various controls such as these is output to the engine output control device 201.

  Then, the hybrid control unit 101, for example, from the following driving force source switching diagram (FIG. 10), based on the vehicle state indicated by the vehicle speed V and the accelerator opening Acc, It is determined whether it is a region, and motor running or engine running is executed. Thus, as is apparent from FIG. 10, the motor running by the hybrid control unit 101 is generally performed at a relatively low accelerator opening degree Acc (low engine torque), which is generally considered to have poor engine efficiency compared to the high torque range. At Te) or at a relatively low vehicle speed of the vehicle speed V (low load range).

  When the motor is running, the engine speed Ne is set to “0” or substantially “0” by the differential action of the electric differential unit 20 in order to suppress dragging of the stopped engine 10 and improve fuel efficiency. The

  The driving force source switching diagram of FIG. 10 is a two-dimensional map for determining the motor traveling region and the engine traveling region using the vehicle speed V and the accelerator opening Acc as parameters, and is stored in advance in the hybrid control unit 101, for example. Has been. In the driving force source switching diagram of FIG. 10, a solid line A indicates engine traveling for starting / running the vehicle (hereinafter referred to as “running”) using the engine 10 as a driving force source for traveling, and for traveling the second electric motor MG2. This is a boundary line for switching between motor driving for driving the vehicle as a driving force source, that is, a boundary line between the engine driving region and the motor driving region.

  The engine control unit 111 of the hybrid control unit 101 starts or stops the engine 10 when it is determined to switch between motor travel and engine travel from the driving force source switching diagram of FIG. 10 based on the vehicle state, for example. .

For example, as indicated by [Point a → Point b] of the solid line B in FIG. 10, the engine control unit 111 is operated by depressing the accelerator, the accelerator opening Acc is increased, and the vehicle state is changed from the motor travel region to the engine travel region. When it changes, it switches to engine running. Specifically, when the first motor MG1 is energized to increase the rotation speed NMG1 of the first motor _MG1 to increase the engine rotation speed Ne, and when the engine rotation speed Ne reaches an ignition speed or higher. Then, the ignition device 16 is ignited to start the engine 10 and switch from motor running to engine running. At this time, the engine control unit 111, by raising the rotational speed N _MG1 of the first electric motor MG1 quickly performs engine startup by quickly avoid the resonance region in the following engine speed region idling speed, its starting You may make it suppress the vibration of time.

Further, as indicated by a point b → a in the solid line B in FIG. 10, the engine control unit 111 returns the accelerator to reduce the accelerator opening Acc, and the vehicle state changes from the engine travel region to the motor travel region. In such a case, the fuel cut of the engine 10 is started, and the engine travel is switched to the motor travel by lowering the engine speed Ne and stopping the engine 10. At this time, the engine control unit 111, by lowering the rotational speed N _MG1 of the first electric motor MG1 quickly, may be lower the engine rotational speed Ne rapidly to "0" or approximately "0". Thereby, the said resonance area can be avoided quickly and the vibration at the time of an engine stop can be suppressed.

  Further, even in the engine travel region, the hybrid control unit 101 supplies electric energy from the power storage device 5 to the second electric motor MG2, and drives the second electric motor MG2 to assist the power of the engine 10 with torque assist. Is possible. In this example, it is assumed that traveling of a vehicle using both the engine 10 and the second electric motor MG2 as a driving force source for traveling is included in engine traveling instead of motor traveling.

Further, the hybrid control unit 101 can maintain the operating state of the engine 10 by the electric CVT function (differential action) of the electric differential unit 20 regardless of the vehicle stop state or the low vehicle speed state. For example, when the state of charge SOC of the power storage device 5 decreases when the vehicle is stopped and power generation by the first electric motor MG1 is required, the first electric motor MG1 is in the electric power generation state by the power of the engine 10, and the first electric motor MG1 Even if the rotational speed N _MG1 of the second electric motor MG2 is increased and the rotational speed N MG2 of the second electric motor _MG2 becomes “0” (substantially “0”) due to the vehicle stop state, the engine rotational speed Ne is caused by the differential action of the power distribution mechanism 21. Can be maintained at a rotational speed higher than that capable of self-rotating.

In addition, the hybrid control unit 101 controls the first electric motor MG1 and / or the second electric motor MG2 by the electric CVT function of the electric differential unit 20 regardless of whether the vehicle is stopped or traveling, and the engine speed Ne. Is maintained at an arbitrary rotation speed. For example, as can be seen from the nomogram of FIG. 5, when the engine speed Ne is increased, the hybrid control unit 101 rotates the first motor MG1 while maintaining the speed of the second motor MG2 substantially constant. _Increase the number N _MG1 .

  The switching control unit 102 switches the engagement / release of the switching clutch C0 and the switching brake B0, which are differential limiting means of the electric differential unit 20, based on the vehicle state, and thereby the electric differential unit 20 described above. The stepless speed change state (differential state) and the stepped speed change state (lock state) are selectively switched.

  For example, the switching control unit 102 stores in advance a differential state switching diagram (differential state switching map) indicated by a broken line, a one-dot chain line, and a two-dot chain line expressed in the same coordinate system as FIG. Based on V and the accelerator opening degree Acc, it is determined whether or not the switching brake B0 or the switching clutch C0 should be engaged (locked) with reference to the differential state switching diagram of FIG. By outputting a command signal to the hydraulic control circuit 202, the switching brake B0 or the switching clutch C0 is engaged or released.

  Specifically, when the accelerator opening degree Acc is a high opening degree that exceeds the determined accelerator opening degree Acc1 in FIG. 10, the vehicle state is in the C0 lock region, so the switching control unit 102 sets the switching clutch C0. The gear ratio γ0 of the electric differential unit 20 is fixed to 1 by engaging (the gear ratio is fixed to low). Further, when the accelerator opening degree Acc is relatively low and the vehicle speed V is a high vehicle speed exceeding the determination vehicle speed V1 of FIG. 10, the vehicle state is in the B0 lock region. By engaging the switching brake B0, the electric differential unit 20 is caused to function as a speed increasing transmission in which the gear ratio γ0 is fixed at, for example, “0.696” (the gear ratio is fixed high).

  When the switching brake B0 or the switching clutch C0 is engaged, the switching control unit 102 performs differential control that causes the hybrid control unit 101 to function as the electric continuously variable transmission. Ban. On the other hand, in FIG. 10, when the vehicle state is the low accelerator opening Acc and the low vehicle speed V, that is, the vehicle state is the continuously variable control region that does not belong to the B0 lock region or the C0 lock region, the switch brake B0 and the switch The clutch C0 is released and the hybrid control unit 101 is allowed to perform the differential control.

  In addition, the switching control unit 102 engages the switching brake B0 or the switching clutch C0 when an electric control device for operating the electric differential unit 20 as an electric continuously variable transmission fails or when the function is lowered. Control may be executed. For example, when the equipment related to the electrical path from generation of electrical energy in the first motor MG1 to conversion of the electrical energy into mechanical energy deteriorates, that is, the first motor MG1, the second motor MG2, and the inverter 4. In the case of a vehicle state in which a failure (failure) of the power storage device 5 or a transmission line connecting them, or a functional failure due to failure or low temperature occurs, the control region of the electric differential unit 20 is not present. Even in the step control region, the switching control unit 102 may preferentially engage the switching brake B0 or the switching clutch C0 in order to ensure vehicle travel.

  Thus, the electric differential unit 20 (drive device 1) of this example can selectively switch the electric differential unit 20 between a continuously variable transmission state and a stepped transmission state (constant transmission state). In this case, the shift control unit 102 determines a shift state to be switched of the electric differential unit 20 based on the vehicle state, and the electric differential unit 20 is in a continuously variable state or a stepped shift state. Is selectively switched. In this example, the hybrid control unit 101 executes motor travel or engine travel based on the vehicle state. In order to switch between engine travel and motor travel, the engine control unit 111 starts or stops the engine 10. Is done.

  Here, the switching diagram of FIG. 10 will be described. First, in the switching diagram of FIG. 10, a thick broken line indicates a determination accelerator opening degree Acc1 for determining the stepless control region and the C0 lock region of the electric differential unit 20 by the switching control unit 102. Further, in the switching diagram of FIG. 10, a thick one-dot chain line indicates the determination vehicle speed V1 for determining the stepless control region and the B0 lock region of the electric differential unit 20, and the determination accelerator opening Acc1 is In the case where the accelerator opening Acc is exceeded and the vehicle speed V exceeds the determination vehicle speed V1, the C0 lock region is set. Further, in the switching diagram of FIG. 10, the determination accelerator opening Acc1 and the determination vehicle speed V1 indicated by the thick broken line, the one-dot chain line, and the two-dot chain line are respectively indicated by the thin broken line, the one-dot chain line, and the two-dot chain line. Hysteresis is provided.

  In the switching diagram of FIG. 10, for example, the determination vehicle speed V <b> 1 is such that when the electric differential unit 20 is set to the differential state in high speed running, the fuel consumption is reduced. The electric differential unit 20 is set to be in a non-differential state. Further, the determination accelerator opening degree Acc1 does not allow the reaction torque of the first electric motor MG1 to correspond to the high output range of the engine 10 when the vehicle is traveling at high output.

  The differential state switching diagram of FIG. 10 may include at least one of the determination accelerator opening Acc1 and the determination vehicle speed V1, or preliminarily uses either the accelerator opening Acc or the vehicle speed V as a parameter. A stored switching line may be used.

  Next, the continuously variable transmission control unit 103 will be described.

The continuously variable transmission control unit 103 outputs a command signal to the hydraulic control circuit 202 and tilts the power roller 36 of the continuously variable transmission unit 30 to change the speed ratio γ _CVT of the continuously variable transmission unit 30 to change the speed. Do. For example, the continuously variable transmission control unit 103 determines the transmission ratio γ _CVT from the relationship between the vehicle speed V and the accelerator opening Acc set in advance according to the differential state of the electric differential unit 20, and the transmission ratio γ Shift control of the continuously variable transmission unit 30 is executed so that _CVT is obtained.

Here, in this example, the operation of the engine 10 indicated by the engine speed Ne, the engine torque Te, and the like for improving fuel efficiency during engine running by controlling the speed ratio γ0 of the electric differential unit 20 by the hybrid control unit 101. The engine 10 is operated so that the engine operating point P _EG indicating the state (see FIG. 9) is along the combustion efficiency optimum line L _EF (so as to be the fuel efficiency optimum point). By improving the transmission efficiency η ₂₀ of the output (drive energy) from the engine 10 in the differential section 20, the fuel efficiency of the entire vehicle can be further improved. The specific control will be described below.

First, the continuously variable transmission control unit 103 executes the shift control of the continuously variable transmission unit 30 as described above, but the electric differential unit 20 is in a differential state (continuously variable transmission state) while the engine is running. In this case, the gear ratio γ _CVT of the continuously variable transmission unit 30 is determined (set) based on the vehicle speed V from the continuously variable transmission unit gear ratio map shown in FIG.

The continuously variable transmission gear ratio map of FIG. 11 is ideally the rotational speed N of the first electric motor MG1 when the engine 10 is operated at the engine operating point _PEG on the combustion efficiency optimum line _LEF shown in FIG. _The vehicle speed V and the gear ratio γ _CVT are set so that _MG1 becomes “0” or substantially “0”, that is, the mechanical lock point indicating the rotation stop of the first electric motor MG1 in the collinear diagram of FIG. The relationship is obtained by experiments and calculations in advance and is mapped. Therefore, by continuously variable transmission control section 103 by using a continuously variable transmission unit gear ratio map of FIG. 11 determines the gear ratio gamma _CVT of the continuously variable transmission unit 30, combustion efficiency optimal line L _EF to engine operating point P The gear ratio γ _CVT of the continuously variable transmission unit 30 can be set so that _EG follows.

Since transmission efficiency eta ₂₀ enough electric differential unit 20 rpm N _MG1 of the first electric motor MG1 approaches "0" is increased, continuously variable determined according to the continuously variable transmission unit gear ratio map of FIG. 11 If the transmission ratio γ _CVT (basic transmission ratio) of the transmission unit 30 is specifically expressed so that the transmission efficiency η ₂₀ of the electric differential unit ₂₀ is sufficiently high, the transmission efficiency η ₂₀ is predetermined. The gear ratio is set (determined) to be equal to or greater than the lower limit value.

The continuously variable transmission control unit 103 also includes the continuously variable transmission shown in FIG. 11 even when the switching brake B0 is engaged, the first electric motor MG1 is maintained at the mechanical lock point, and the rotation of the first electric motor MG1 is stopped. Based on the vehicle speed V, the transmission ratio γ _CVT of the continuously variable transmission unit 30 is determined (set) from the transmission unit transmission ratio map. On the other hand, when the switching clutch C0 is engaged and the first electric motor MG1 rotates integrally with the input shaft 11, the speed ratio γ _CVT is smaller than when the switching brake B0 is engaged. It is designed to be set smaller.

  Further, the continuously variable transmission control unit 103 includes the switching clutch C0 when the switching clutch C0 or the switching brake B0 of the electric differential unit 20 is engaged and the differential of the electric differential unit 20 is limited. And the switching operation of the continuously variable transmission unit 30 according to the case where both the switching brake B0 is released and the differential of the electric differential unit 20 is not limited. adjust.

Further, continuously variable transmission control section 103 adjusts the overall speed ratio of the drive device 1 by controlling the gear ratio gamma _CVT speed ratio γ0 and the continuously variable transmission portion 30 of the electric differential unit 20.

  Specifically, the continuously variable transmission control unit 103, when the differential of the electric differential unit 20 is limited, the continuously variable transmission unit 30 so that the output of the engine 10 substantially matches the target output. The operating point of the engine 10 is set by adjusting the transmission gear ratio. On the other hand, when the differential of the electric differential unit 20 is not limited, the gear ratio of the electric differential unit 20 and the continuously variable transmission unit 30 are set so that the output of the engine 10 substantially matches the target output. The operating point of the engine 10 is set by adjusting the overall speed ratio γT with the speed ratio.

On the other hand, the hybrid control unit 101 includes a differential control unit 112 in order to increase the transmission efficiency η ₂₀ of the electric differential unit 20. Here, when the electric differential unit 20 is in a differential state (continuously variable transmission state) while the engine is running, the continuously variable transmission control unit 103 performs no When the gear ratio γ _CVT of the step transmission unit 30 is determined, the differential control unit 112 controls the rotational speed N _MG1 of the first electric motor MG1 so as to increase the transmission efficiency η ₂₀ of the output from the engine 10, and the electric type The gear ratio γ0 of the differential unit 20 is determined (set) and changed. The transmission efficiency η ₂₀ of the electric differential unit 20 is an electric path amount that is electric energy transmitted to the electric path between the first motor MG1 and the second motor MG2, that is, power consumption or output of the first motor MG1. Since the power increases as the power approaches “0”, the differential control unit 112 increases the transmission efficiency η ₂₀ of the electric differential unit 20 by bringing the power consumption or output power of the first motor MG1 close to “0”. .

More specifically, the differential control unit 112 increases the transmission efficiency η ₂₀ of the electric differential unit 20 by bringing the power consumption or output power of the first electric motor MG1 close to “0”. determines whether transmission efficiency eta ₂₀ of the moving unit 20 is power or output power of the first electric motor MG1 (electrical path amount) entered into the electric path tolerance can be viewed as sufficiently high. When the determination result is affirmative determination (when the electric path amount is within the electric path allowable range), the differential control unit 112 maintains the current rotation speed N _MG1 of the first electric motor MG1.

On the other hand, when the determination result is negative (when the electric path amount is not within the electric path allowable range), the differential control unit 112 sets the rotation speed N _MG1 of the first electric motor _MG1 to “0”. A correction value for correcting in a direction approaching the first motor, that is, a first motor rotation speed change value ΔN _MG1 is determined. Specifically, for example, the relationship between the first motor rotation speed change value ΔN _MG1 and the electric path amount is obtained in advance through experiments and calculations, and mapped, and the electric path amount is referred to with reference to the map (FIG. 12). A first motor rotation speed change value ΔN _MG1 is determined based on (power consumption or output power of the first motor MG1), and the rotation speed N _MG1 of the first motor _MG1 is determined by using the rotation speed change value ΔN _MG1. Correction is performed in a direction approaching “0” (direction in which the electric path amount is brought closer to “0”).

Note that the relationship between the first motor rotation speed change value ΔN _MG1 and the electric path amount is as shown in FIG. 12, as the electric path amount goes to the discharge side (or charge side) of the power storage device 5. The change value ΔN _MG1 may be increased (or decreased to the negative side). Further, the sign of the first motor rotation speed change value ΔN _MG1 is reversed with respect to the origin, but the relationship may be such that the absolute value of the first motor rotation speed change value ΔN _MG1 is constant regardless of the electric path amount. .

When the differential control unit 112 corrects the rotational speed _NMG1 of the first electric motor MG1, the power consumption or output power (electrical path amount) of the first electric motor MG1 is again within the electric path allowable range. It is determined whether or not. As described above, the differential control unit 112 performs the determination process and the rotational speed correction process of the first electric motor MG1 until the determination process for the power consumption or the output power (electrical path amount) of the first electric motor MG1 becomes affirmative. Execute repeatedly.

As described above, the differential control unit 112 increases the transmission efficiency η ₂₀ of the electric differential unit 20 by bringing the power consumption or output power of the first electric motor MG1 close to “0”. In consideration of the fact that the power consumption or output power of the first electric motor MG1 approaches “0” as the rotational speed N _MG1 of the first electric motor MG1 approaches “0”, the differential control unit 112 , it may be to enhance the transmission efficiency eta ₂₀ of the electric differential unit 20 by bringing the rotational speed N _MG1 of the first electric motor MG1 to "0". In this case, in place of the electric path allowable range used for the determination process executed by the differential control unit 112, the first motor rotation speed allowable range that is the allowable range for the rotation speed N _MG1 of the first motor MG1 is used. controller 112 may be to determine whether or not the rotational speed N _MG1 of the first electric motor MG1 in the first motor speed tolerance is on. In this case, the first motor rotation speed change value ΔN _MG1 may be determined by replacing the horizontal axis of the map of FIG. 12 with the rotation speed N _MG1 of the first motor MG1 from the electric path amount.

As described above, the continuously variable transmission control unit 103 determines the transmission ratio γ _CVT of the continuously variable transmission unit 30 from the continuously variable transmission unit transmission ratio map of FIG. 11, and the differential control unit 112 further determines the electric path amount or by controlling the rotational speed N _MG1 of the first electric motor MG1 so as to converge to "0", it is possible to further enhance the transmission efficiency eta ₂₀ of the electric differential unit 20.

-Example of efficiency control (1)-
Next, the flow chart of FIG. 13 shows an example of control for improving the transmission efficiency η ₂₀ of the electric differential unit 20 when the electric differential unit 20 is in the differential state (continuously variable transmission state) while the engine is running. Will be described with reference to FIG. The control routine of FIG. 13 is repeatedly executed in the ECU 100 every predetermined time (for example, about several milliseconds to several tens of milliseconds).

First, in step ST101, the first motor rotation speed change value ΔN _MG1 is initialized. Specifically, first motor rotation speed change value ΔN _MG1 is set to “0”.

In step ST102, based on the vehicle speed V calculated from the output signal of the output shaft rotational speed sensor (see FIG. 6), the gear ratio of the continuously variable transmission unit 30 is referred to with reference to the continuously variable transmission unit gear ratio map of FIG. γ _CVT (basic transmission ratio) is determined, and the tilt angle control of the power roller 36 of the continuously variable transmission unit 30 is performed so that the transmission ratio γ _CVT is realized.

Next, in step ST 103, so that the rotational speed N _MG1 is "0" of the first electric motor MG1 (the electrical path amount is "0") approaches, the first-motor rotation speed the rotational speed N _MG1 of the first electric motor MG1 The change value ΔN _{MG1 is} corrected. Specifically, the target motor speed is calculated by adding the first motor speed change value ΔN _MG1 to the current speed N _MG1 of the first motor _MG1 , and the target motor speed _MG1 is set to the target speed. The first electric motor MG1 is controlled so that _MG1 matches.

In step ST104, it is determined whether or not the power consumption or output power (electrical path amount) of the first electric motor MG1 is within the allowable electric path range. More specifically, within the acceptable range for an electric path tolerance clogging upper and lower thresholds shown in FIG. 12, respectively X _E (absolute value) (including "0"), the absolute value of the electric path weight containing If the determination result is affirmative (| electrical path amount | ≦ threshold), the process returns. On the other hand, if the determination result of step ST104 is negative (| electrical path amount |> threshold), the process proceeds to step ST105.

  In the determination process of step ST104, the power consumption or output power of the first electric motor MG1 is used as the electric path amount. However, another physical quantity, for example, the control current value of the first electric motor MG1 is used as the electric path amount. Also good. The control current value of the first electric motor MG1 refers to a drive current value (consumption current value) corresponding to the power consumption or a generated current value corresponding to the output power.

In addition, the target of the determination process in step ST104 is the power consumption or the output power (electrical path amount) of the first electric motor MG1, but instead, the determination is performed on the rotational speed N _MG1 of the first electric motor MG1. Also good. In this case, what is necessary is just to replace the process of step ST104 with the process shown in FIG. Specifically, the upper limit threshold value and the lower limit threshold value of the first motor rotation speed allowable range are each XN _MG1 (absolute value), and the rotation speed N _MG1 of the first motor MG1 is within the first motor rotation speed allowable range. If the determination result is affirmative (| N _MG1 | ≦ threshold), the process returns. When the determination result of step ST104 in FIG. 13 is negative (| N _MG1 |> threshold), the process proceeds to step ST105.

In step ST105, based on the relationship shown in FIG. 12, that is, the relationship between the first motor rotation speed change value ΔN _MG1 and the electrical path amount, the first motor is calculated from the electrical path amount (power consumption or output power of the first motor MG1). The rotation speed change value ΔN _MG1 is determined. Thereafter, the process returns to step ST103. The processes in steps ST101 to ST105 described above are processes executed in the differential control unit 112.

On the other hand, the continuously variable transmission control unit 103 refers to the continuously variable transmission unit speed ratio map of FIG. 11 when the electric differential unit 20 is in a differential state (continuously variable transmission state) while the engine is running. After the transmission gear ratio γ _CVT (basic transmission gear ratio) of the step transmission unit 30 is determined, the transmission efficiency η ₂₀ of the output from the engine 10 in the electric differential unit 20 and the transmission efficiency η _CVT in the continuously variable transmission unit 30 The transmission ratio γ _CVT of the continuously variable transmission unit 30 is determined (set) and changed so as to increase the multiplication value η _P (hereinafter referred to as “multiplication efficiency η _P ”). This speed ratio control will be described.

First, the relationship between the gear ratio γ _CVT that changes in accordance with the gear ratio γ0 of the electric differential section 20 and the multiplication efficiency η _P as shown in FIG. 15 is obtained in advance by experiments and calculations, and the result is mapped. The transmission efficiency multiplication value map is stored in the continuously variable transmission control unit 103.

The continuously variable transmission control unit 103 detects the speed ratio γ0 of the electric differential unit 20 from the engine speed Ne and the speed NMG2 of the second electric motor _MG2, and detects the transmission efficiency multiplication value map of FIG. Based on the obtained gear ratio γ0, the multiplication efficiency η _P corresponding to the current gear ratio γ _CVT of the continuously variable transmission unit 30 is grasped. Then, the continuously variable transmission control unit 103 continuously variable transmission determined by the continuously variable transmission unit speed ratio map of FIG. 11 so that the multiplication efficiency η _P becomes higher on the transmission efficiency multiplication value map of FIG. The gear ratio γ _CVT is corrected with respect to the basic gear ratio of the unit 30, and the gear ratio γ _CVT is determined (set) and changed. Here, the gear ratio γ _CVT of the continuously variable transmission unit 30 is set to the basic gear ratio according to the continuously variable transmission unit gear ratio map of FIG. Since the rotational speed N MG1 of the electric motor _MG1 becomes “0” or substantially “0” and the transmission efficiency η ₂₀ is increased, the correction of the speed ratio γ _CVT with respect to the basic speed ratio is performed by the multiplication efficiency η _P (η ₂₀ Xη _CVT ) may be higher, but it is preferable to set the transmission efficiency η _CVT (hereinafter referred to as “CVT efficiency η _CVT ”) of the continuously variable transmission unit 30 to be higher.

Specifically, the continuously variable transmission control unit 103 determines the speed ratio γ _CVT of the continuously variable transmission unit 30 from the continuously variable transmission unit speed ratio map of FIG. 11, and then determines the current electric power from the transmission efficiency multiplication value map of FIG. The transmission efficiency curve Lη corresponding to the gear ratio γ0 of the differential equation unit 20 is selected, and in the selected transmission efficiency curve Lη, the multiplication efficiency η _P corresponding to the current gear ratio γ _CVT of the continuously variable transmission unit 30 is Then, it is determined whether or not the transmission efficiency lower limit determination value is lower than the maximum efficiency indicated by the point P _MAX by a predetermined amount. The transmission efficiency lower limit determination value, which is the lower limit of the target range of the multiplication efficiency eta _P multiplication efficiency eta _P can be viewed as sufficiently high. When the determination result is negative, that is, when the multiplication efficiency η _P exceeds the transmission efficiency lower limit determination value, the continuously variable transmission control unit 103 sets the current transmission ratio γ _CVT of the continuously variable transmission 30. maintain.

On the other hand, when the determination result is affirmative, that is, when the multiplication efficiency η _P is equal to or lower than the transmission efficiency lower limit determination value, the continuously variable transmission control unit 103 reaches a point P _MAX (see FIG. 15) indicating the maximum efficiency. The difference between the corresponding gear ratio γ _CVT (target gear ratio) and the current gear ratio γ _CVT is obtained, and the gear ratio difference is set as the gear ratio change value Δγ _CVT which is the correction amount of the gear ratio γ _CVT , and the multiplication efficiency η _P The gear ratio γ _CVT of the continuously variable transmission unit 30 is corrected by the gear ratio change value Δγ _{CVT in the} direction in which the speed increases, that is, in the direction closer to the point P _MAX .

At this time, in order to prevent the gear ratio γ _CVT of the continuously variable transmission unit 30 from fluctuating greatly, a correction guard value that limits the upper limit value of the gear ratio change value Δγ _CVT is set in advance, and the continuously variable transmission control unit 103 corrects the gear ratio γ _CVT of the continuously variable transmission unit 30 within a range in which the gear ratio change value Δγ _CVT (absolute value) does not exceed the correction guard value. Therefore, when the absolute value of the speed ratio change value Δγ _CVT obtained from FIG. 15 exceeds the correction guard value, the continuously variable transmission control unit 103 performs a guard process that reduces the absolute value to the correction guard value. After that, the gear ratio γ _CVT of the continuously variable transmission unit 30 is corrected. For example, as shown in FIG. 15, the corrected multiplication efficiency η _P does not exceed the transmission efficiency lower limit determination value only when the transmission gear ratio γ _CVT of the continuously variable transmission 30 is corrected once by the transmission gear ratio change value Δγ _CVT. Sometimes. When the gear ratio γ _CVT of the continuously variable transmission unit 30 is corrected, the continuously variable transmission control unit 103 determines again whether the multiplication efficiency η _P is less than or equal to the transmission efficiency lower limit determination value. In this way, the continuously variable transmission control unit 103 repeats the determination process for the multiplication efficiency η _P and the correction process for the transmission ratio γ _CVT of the continuously variable transmission unit 30.

The correction of the transmission ratio γ _CVT of the continuously variable transmission unit 30 by the continuously variable transmission control unit 103 is also to exclusively increase the CVT efficiency η _CVT of the continuously variable transmission unit 30 as described above. Therefore, in consideration of this point, the target of the determination process in the continuously variable transmission control unit 103 may be the CVT efficiency η _CVT instead of the multiplication efficiency η _P. In this case, the continuously variable transmission control unit 103 does not use the map shown in FIG. 11, that is, the continuously variable transmission unit transmission efficiency map in which the vertical axis represents the CVT efficiency η _CVT of the continuously variable transmission unit 30. It is determined whether or not the CVT efficiency η _CVT corresponding to the gear ratio γ _CVT of the unit 30 is equal to or less than the CVT efficiency lower limit determination value that is lower by a predetermined amount than the maximum efficiency indicated by the point P _MAX (see FIG. 15). Make corrections.

-Example of efficiency control (2)-
Next, the control for improving the multiplication efficiency η _P when the electric differential section 20 is in the differential state (continuously variable transmission state) while the engine is running will be described with reference to the flowchart of FIG. The control routine of FIG. 16 is repeatedly executed in the ECU 100 every predetermined time (for example, about several milliseconds to several tens of milliseconds).

First, in step ST201, a gear ratio change value Δγ _CVT that is a correction amount for correcting the gear ratio γ _CVT of the continuously variable transmission unit 30 is initialized. Specifically, the gear ratio change value Δγ _CVT is set to “0”.

In step ST202, based on the vehicle speed V calculated from the output signal of the output shaft rotational speed sensor (see FIG. 6), the speed ratio γ of the continuously variable transmission 30 is referred to with reference to the continuously variable transmission speed map in FIG. Determine the _CVT (basic transmission ratio).

In step ST203, the gear ratio γ _CVT of the continuously variable transmission unit 30 is set in steps ST205 and ST206, which will be described later, so that the multiplication efficiency η _P becomes higher, that is, in the direction closer to the point P _MAX in FIG. Correct only the gear ratio change value Δγ _CVT to be changed. Specifically, the target gear ratio γ _CVT of the continuously variable transmission 30 is changed to the current gear ratio γ _CVT (input shaft rotational speed N ₃₀ / output shaft rotational speed Nout of the continuously variable transmission ₃₀ ). The tilt angle control of the power roller 36 of the continuously variable transmission unit 30 described above is performed so that the speed change ratio obtained by adding the change value Δγ _CVT is changed to the target speed change ratio γ _CVT .

In step ST204, a transmission efficiency curve Lη corresponding to the current gear ratio γ0 of the electric differential section 20 is selected from the transmission efficiency multiplication value map of FIG. 15, and the current continuously variable is selected in the selected transmission efficiency curve Lη. It is determined whether or not the multiplication efficiency η _P corresponding to the gear ratio γ _CVT of the transmission unit 30 is equal to or less than the transmission efficiency lower limit determination value. Here, originally, it should be determined whether or not the multiplication efficiency η _P has reached the maximum efficiency in the transmission efficiency multiplication value map of FIG. 15, but in this example, in order to reduce the control load. The determination process is performed using the transmission efficiency lower limit determination value.

If the determination result in step ST204 is affirmative, that is, if the multiplication efficiency η _P is less than or equal to the transmission efficiency lower limit determination value, the process proceeds to step ST205, and if the determination result in step ST204 is negative, the process returns.

Note that although the target of the determination process in step ST204 is the multiplication efficiency η _P , the determination process may be performed using the CVT efficiency η _CVT of the continuously variable transmission 30 instead. In this case, step ST204 may be replaced with the process shown in FIG. Specifically, based on the map shown in FIG. 15, that is, the continuously variable transmission unit transmission efficiency map in which the vertical axis represents the CVT efficiency η _CVT of the continuously variable transmission unit 30, the current transmission ratio γ _CVT of the continuously variable transmission unit 30 is obtained. It is determined whether or not the corresponding CVT efficiency η _CVT is equal to or lower than the CVT efficiency lower limit determination value. If the determination result is affirmative determination (CVT efficiency η ≦ lower limit determination value), the process returns. If the determination result in step ST204 is negative (CVT efficiency η> lower limit determination value), the process proceeds to step ST205.

In step ST205, the speed ratio change value Δγ _CVT is determined by obtaining the difference between the speed ratio γ _CVT (target speed ratio) corresponding to the point P _MAX (see FIG. 15) indicating the maximum efficiency and the current speed ratio γ _CVT. To do.

In step ST206, the guard process is executed for the gear ratio change value Δγ _CVT . Specifically, the gear ratio change value Δγ _CVT is corrected so that the absolute value of the gear ratio change value Δγ _CVT determined in step ST205 does not exceed a preset correction guard value. In addition, each process of the above steps ST201-206 is a process which the continuously variable transmission control part 103 performs.

  By implementing the above control, the following effects (A1) to (A7) can be achieved.

(A1) When the gear ratio γ _CVT of the continuously variable transmission unit 30 is determined based on FIG. 11, the gear ratio of the continuously variable transmission unit 30 is set so that the engine operating point P _EG follows the combustion efficiency optimum line L _EF shown in FIG. Since it can be said that γ _CVT is set, in any state where the switching clutch C0 is engaged, the switching brake B0 is engaged, and both the switching clutch C0 and the switching brake B0 are released. It is possible to drive the engine 10 with the optimum fuel consumption, and the deterioration of the fuel consumption due to the operating state of the engine 10 can be suppressed.

Further, since the continuously-variable transmission portion 30 constitutes a part of a power transmission path between the electric differential unit 20 and the drive wheels 3, free without adjusting the rotational speed N _MG1 of the first electric motor MG1 It is possible to prevent the engine speed Ne from being restricted by the vehicle speed V by changing the speed ratio γ _CVT of the step transmission unit 30. The electric differential unit ₂₀ has a sufficiently high transmission efficiency η _20. While maintaining a predetermined differential state, the engine 10 can be operated so that the engine operating point P _EG follows the combustion efficiency optimum line L _EF .

(A2) The speed Nγ1 of the electric differential unit 20 is determined by controlling the rotational speed N _MG1 of the first electric motor MG1 so as to increase the transmission efficiency η ₂₀ of the output from the engine 10 in the electric differential unit 20. Therefore, it is possible to suppress deterioration of fuel consumption due to a decrease in transmission efficiency η ₂₀ of the electric differential unit 20.

Further, since the transmission efficiency η ₂₀ of the electric differential unit ₂₀ is increased by bringing the electric power of the first electric motor MG1 close to “0”, for example, if the voltage is constant, the transmission efficiency is detected by detecting the control current value. Increasing η ₂₀ can be easily implemented. When the transmission efficiency η ₂₀ of the electric differential unit ₂₀ is increased by bringing the rotational speed N MG1 of the first electric motor MG1 close to “0”, the rotational speed N _MG1 of the first electric motor _MG1 is detected. Increasing the transmission efficiency η ₂₀ can be easily performed.

(A3) The continuously variable transmission so as to increase the multiplication efficiency η _P that is a product of the transmission efficiency η ₂₀ of the output from the engine 10 in the electric differential section 20 and the transmission efficiency η _CVT in the continuously variable transmission section 30. Since the gear ratio γ _CVT of the part 30 is determined (set) and changed, it is possible to suppress deterioration in fuel consumption due to a decrease in transmission efficiency of the electric differential part 20 or the continuously variable transmission part 30.

(A4) The gear ratio γ with respect to the basic gear ratio of the continuously variable transmission unit 30 determined by the continuously variable transmission unit gear ratio map of FIG. 11 so that the multiplication efficiency η _P (CVT efficiency η _CVT ) becomes higher. _{Since the CVT} is corrected and its gear ratio γ _CVT is determined and changed, the correction starts from a state where the multiplication efficiency η _P is high to some extent by the determination of the basic gear ratio according to FIG. The gear ratio γ _CVT of the step transmission unit 30 can be corrected and set.

(A5) Whether or not the CVT efficiency η _CVT corresponding to the current transmission gear ratio γ _CVT of the continuously variable transmission unit 30 is equal to or lower than the CVT efficiency lower limit determination value that is a predetermined amount lower than the maximum efficiency indicated by the point P _MAX (see FIG. 15) If the determination result is affirmative, the speed ratio γ _CVT of the continuously variable transmission unit 30 is corrected by the speed ratio change value Δγ _{CVT in the} direction approaching the point P _MAX , so When the transmission efficiency γ _CVT of the transmission unit 30 becomes high, the correction is completed and the control load can be reduced.

(A6) The above-described correction guard value is provided in advance, and the continuously variable transmission control unit 103 sets the transmission ratio of the continuously variable transmission unit 30 within a range in which the transmission ratio change value Δγ _CVT (absolute value) does not exceed the correction guard value. Since γ _CVT is corrected, it is possible to prevent the gear ratio γ _CVT of the continuously variable transmission unit 30 from changing significantly, and to prevent the passenger from feeling uncomfortable.

(A7) Based on the transmission efficiency multiplication value map as shown in FIG. 15, the gear ratio γ _CVT is corrected with respect to the basic gear ratio of the continuously variable transmission unit 30, and the gear ratio γ _CVT is determined (set). Therefore, the control load can be reduced as compared with the case where the multiplication efficiency η _P is calculated one by one.

-Transient control when switching driving force source-
Next, the transient control at the time of driving force source switching executed by the ECU 100 will be described.

  First, the drive device 1 shown in FIGS. 1 to 3 and 8, that is, a hybrid including the engine 10 (first driving force source) and the second electric motor MG <b> 2 (second driving force source) and the continuously variable transmission 30. In the vehicle drive device 1, as described above, for example, when switching to motor travel (travel by the second electric motor MG <b> 2) occurs during engine travel, it is necessary to shift the continuously variable transmission unit 3. If the switching of the force source and the change of the gear ratio of the continuously variable transmission unit 3 are performed simultaneously, the control becomes complicated and a shock may occur.

  In order to avoid this, when switching from engine running to motor running occurs, shifting of the transmission unit is performed after switching to motor running. In this case, acceleration immediately after switching of the driving force source is performed. If requested, the shift of the continuously variable transmission unit 3 is executed immediately after the change of the gear ratio at the time of switching of the driving force source, so that a busy shift may occur. Such a problem is an unknown matter. It should be noted that after changing the gear ratio of the continuously variable transmission unit 3 at the time of switching, it is possible to avoid busy shift unless the continuously variable transmission unit 3 is shifted, but in this case, the regenerative efficiency by the second electric motor MG2 is reduced. It can get worse.

  Considering such points, in this example, when the driving force source is switched, the gear ratio of the continuously variable transmission unit 3 is changed on the condition that the braking request is large after switching the driving force source. There is a feature.

  The specific control will be described with reference to the flowchart of FIG. The control routine of FIG. 18 is repeatedly executed in the ECU 100 every predetermined time (for example, about several milliseconds to several tens of milliseconds).

  First, in step ST301, the driving force source is switched based on the operating state of the engine 10 (for example, the vehicle speed V and the accelerator opening Acc) and the map of FIG. 10 (specifically, from the engine 10 to the second electric motor MG2). If the result of the determination is affirmative, the process proceeds to step ST302. If the determination result in step ST301 is negative, the process returns.

  Here, in this example, it is assumed that a request for changing the gear ratio is generated in the continuously variable transmission unit 30 at the same time when the driving force source is switched. Further, it is assumed that the speed ratio to be used is different between engine 10 and second electric motor MG2. Specifically, in the case of motor traveling by the second electric motor MG2, the gear ratio of the continuously variable transmission unit 30 is set to a large gear ratio compared to the gear ratio in the case of engine traveling. The reason for this is that the electric motor is generally more efficient when used at a high rotation and load when the power (kW) is the same, whereas the engine 10 is more efficient when used at a low rotation speed. .

  In step ST302, it is determined whether a braking request is large. Specifically, when the amount of foot brake depression is equal to or greater than a predetermined determination threshold, it is determined that the braking request is large and the process proceeds to step ST303. If the determination result of step ST302 is negative, the process proceeds to step ST305.

  Regarding the threshold value for the foot brake stepping amount, the lower limit value of the stepping amount when the foot brake is depressed for the purpose of braking is empirically obtained in advance through experiments and calculations, and the judgment threshold value is set in consideration of the result. To do. The foot brake depression amount is read from, for example, an output signal (brake signal) of the foot brake sensor. Note that the brake depression amount may be detected from, for example, the wheel cylinder pressure. Further, the magnitude of the braking request may be determined from the return speed of the accelerator opening, instead of the foot brake depression amount.

  In step ST303, the driving force source is switched. Specifically, the driving force source is switched from the engine 10 to the second electric motor MG2. At this time, the gear ratio of the continuously variable transmission unit 30 should be changed from the gear ratio corresponding to the engine 10 to the gear ratio corresponding to the second electric motor MG2, but in this example, the change of the gear ratio is delayed. Specifically, the smaller speed change ratio (for example, the speed change ratio at the point α in the figure) used in engine running is used as it is.

  Then, when the switching of the driving force source is completed, the speed ratio of the continuously variable transmission unit 30 is changed (step ST304). Specifically, the gear ratio of the continuously variable transmission unit 30 is changed to a larger side, and the gear ratio of the continuously variable transmission unit 30 is changed to the gear ratio corresponding to the engine 10 (for example, the gear ratio at the point α in FIG. 20). ) To the gear ratio corresponding to the second electric motor MG2 (for example, the gear ratio at the point β in FIG. 20).

  On the other hand, if the determination result in step ST302 is negative, that is, if the braking request is small and there is a high possibility that an acceleration request will be generated immediately, the driving force from the engine 10 to the second electric motor MG2 in step ST305. Only the switching of the source is executed, and the shifting of the continuously variable transmission unit 30 is not executed (see the one-dot chain line in FIG. 19).

  The transient control at the time of switching the driving state will be specifically described with reference to the timing chart of FIG. In addition, the example shown in FIG. 19 shows an example when the driving force source is switched to the regenerative state due to the deceleration request after the accelerator is returned.

First, it is determined that a request for switching to the regenerative state is generated by the second electric motor MG2 at time T1 when the accelerator is off during the driving state (engine running state) by the engine 10 (engine stop switching determination). Accordingly, engine stop switching is started at timing T2. Specifically, the torque of the second electric motor MG2 is set to “0”, and the rotational speed N _MG1 of the first electric motor _MG1 is decreased to decrease the engine rotational speed Ne. Further, the torque of the second electric motor MG2 is once set to “0” and then decreased in accordance with the engine rotational speed Ne (the rotational speed N _MG1 of the first electric motor _MG1 ).

  However, as for the gear ratio of the continuously variable transmission unit 30, the gear ratio on the smaller side used for engine travel (for example, at the point α in FIG. 20) from the engine stop switching start time T2 to the engine stop time T3. The transmission ratio of the continuously variable transmission unit 30 is delayed with respect to the stop of the engine 10.

Next, at the time T3 when the engine 10 is stopped, the change of the gear ratio of the continuously variable transmission unit 30 (change to the larger gear ratio) is started. At this time, the second electric motor MG2 is used for torque adjustment for adjusting the change delay of the gear ratio of the continuously variable transmission unit 3. The torque (regenerative torque) of the second electric motor MG2 decreases with a change in the gear ratio of the continuously variable transmission unit 3. After the time the engine 10 is stopped to hold a constant rotation speed N _MG1 of the first electric motor MG1.

  Then, at the time T4 when the gear ratio of the continuously variable transmission unit 30 reaches the target gear ratio, that is, the gear ratio suitable for regenerative travel by the second electric motor MG2 (for example, the gear ratio at the point β in FIG. 20), the transient control is finished. (Adjustment finished). Note that the torque of the second electric motor MG2 is kept constant after time T4 when the switching of the driving force source to the regenerative state is completed.

  According to the transient control shown in FIGS. 18 and 19 described above, when the driving force source is switched to the regenerative state due to the deceleration request, if the braking request is large, that is, the acceleration request is less likely to occur. When the deceleration state continues for a relatively long time, the speed ratio of the continuously variable transmission unit 30 is changed to a speed ratio suitable for regenerative travel by the second electric motor MG2, so that the regeneration efficiency can be improved. Then, only when the braking request is large and the possibility of shifting to acceleration is low, the busy shift can be avoided by changing the gear ratio of the transmission unit. On the other hand, even if there is a shift request for the gear ratio of the continuously variable transmission unit 30, if the braking request is small, an acceleration request may be generated immediately. In this case, the regenerative traveling by the second electric motor MG2 is performed. Since only the switching of the driving force source is executed and the speed change of the continuously variable transmission unit 30 is not executed, the busy shift can be avoided.

  In the above example, when the braking request is large (when the foot brake depression amount or the accelerator opening return speed is equal to or greater than the determination threshold), the relationship shown in FIG. 21 (the braking request amount and the gear ratio of the continuously variable transmission unit). The transmission ratio of the continuously variable transmission unit 3 may be set large according to the required braking amount.

<Second Embodiment>
Next, another example of the main part of the control function of the ECU 100 will be described with reference to FIG.

  This example is different from the example shown in FIG. 8 (first embodiment) in that an engine combustion system control unit 104 and an engine combustion system determination unit 105 are added. Hereinafter, the difference will be mainly described.

  The engine 10 of this example uses a combustion system in which a plurality of fuel consumption characteristics are different, that is, a stoichiometric combustion system that combusts a stoichiometric air-fuel mixture and a lean combustion system that combusts an air-fuel mixture leaner than the stoichiometric air-fuel ratio. It is equipped with a combustion method suitable for the running state.

  The engine combustion method control unit 104 in FIG. 22 estimates the engine load from the throttle opening, the engine speed Ne, and the like, and sets the combustion method of the engine 10 according to the conditions set experimentally in advance, and the stoichiometric combustion according to the engine load. Switch to the method or lean combustion method.

In this example, since there are a plurality of combustion methods of the engine 10, the hybrid control unit 101 does not use the one shown in FIG. 9 as the combustion efficiency optimum line _LEF , but each of the stoichiometric combustion method and the lean combustion method. A combustion efficiency optimum line corresponding to the combustion method, for example, a combustion efficiency optimum line L _EF (optimum fuel efficiency curve L _EF , fuel efficiency map) of the engine 10 shown in FIG. 23 is used.

Then, hybrid control unit 101, after selecting the combustion efficiency optimal line L _EF corresponding to the combustion system of the engine 10 in FIG. 23, along the combustion efficiency optimal line L _EF thus selected similarly to the first embodiment Thus, the gear ratio γ0 of the electric differential section 20 is controlled so that the engine 10 operates. The engine combustion method determination unit 105 determines whether the combustion method of the engine 10 is switched to a stoichiometric method or a lean combustion method.

The continuously variable transmission control unit 103 functions as a shift control unit that performs a shift of the continuously variable transmission unit 30. When the electric differential unit 20 is in a differential state (continuously variable transmission state) while the engine is running, Based on the vehicle speed V, the speed ratio γ _CVT of the continuously variable transmission 30 is determined (set) from the continuously variable transmission speed ratio map of FIG.

Note that, in the continuously variable transmission speed ratio map shown in FIG. 24, as in the first embodiment, the speed ratio γ _CVT is determined from the vehicle speed V, and the engine 10 is at the engine operating point P _EG on the combustion efficiency optimum line L _EF. When operated, ideally, the rotational speed N _MG1 of the first electric motor _MG1 is “0” or substantially “0”, that is, a mechanical lock indicating the rotation stop of the first electric motor MG1 in the collinear diagram of FIG. Map the relationship between the vehicle speed V and the gear ratio γ _CVT for the stoichiometric combustion method and the lean combustion method by obtaining the respective gear ratio curves (two gear ratio curves) in advance through experiments and calculations. And is stored in the continuously variable transmission control unit 103.

When the transmission gear ratio γ _CVT of the continuously variable transmission unit 30 is determined in the continuously variable transmission unit transmission ratio map shown in FIG. 24, the collinear diagram showing the relative rotational speeds of the rotating elements RE1 to RE3 is as shown in FIG. the rotation speed of the fourth rotating element RE4 is constrained by the vehicle speed V at any combustion system (output shaft 32) does not change, ideally, the rotational speed N _MG1 of the first electric motor MG1 is shifted from the mechanical lock point is operated so as not, the engine speed Ne becomes different rotational speeds from each other corresponding to the combustion efficiency optimal line L engine operating point along the _EF P _EG of each combustion system.

  As described above, the continuously variable transmission control unit 103 needs to select one of the two speed ratio curves according to the combustion method of the engine 10, so that the engine 10 is changed to the stoichiometric combustion method by the engine combustion method determination unit 105. If it is determined that the engine has been switched, a gear ratio curve of the stoichiometric combustion method is selected from the continuously variable transmission unit gear ratio map of FIG. 24, and the engine combustion method determining unit 105 switches the engine 10 to the lean combustion method. If it is determined, the lean combustion type gear ratio curve is selected from the continuously variable transmission gear ratio map of FIG.

The continuously variable transmission control unit 103 determines (sets) the transmission ratio γ _CVT of the continuously variable transmission unit 30 based on the vehicle speed V and the selected transmission ratio curve. In other words, the selected gear ratio curve is the difference between the vehicle speed V and the gear ratio γ _CVT when the engine 10 is operated at the engine operating point P _EG on the combustion efficiency optimum line L _EF corresponding to the current combustion method. Therefore, the continuously variable transmission control unit 103 determines (sets) the transmission ratio γ _CVT of the continuously variable transmission unit 30 based on the combustion efficiency optimum line L _EF corresponding to the current combustion method.

Next, when the electric differential unit 20 is in a differential state (continuously variable transmission state) while the engine is running, control for determining the transmission ratio γ _CVT of the continuously variable transmission unit 30 according to the combustion method of the engine 10. An example will be described with reference to the flowchart of FIG. The control routine of FIG. 26 is repeatedly executed in the ECU 100 every predetermined time (for example, about several milliseconds to several tens of milliseconds).

  First, in step ST401 corresponding to the processing in the engine combustion method determination unit 105, it is determined whether or not the combustion method of the engine 10 has been switched to the lean combustion method, and the determination result is an affirmative determination (lean). If the combustion method has been switched), the process proceeds to step ST402. When the determination result of step ST401 is negative (when the combustion method of the engine 10 is switched to the stoichiometric combustion method), the process proceeds to step ST403.

  In step ST402, a lean combustion type gear ratio curve is selected from the continuously variable transmission gear ratio map of FIG. In step ST403, a gear ratio curve of the stoichiometric combustion method is selected from the continuously variable transmission unit gear ratio map of FIG.

Next, in step ST404, the gear ratio curve selected in step ST402 or step ST403 is stored in the memory as a gear ratio curve for determining the basic gear ratio of the continuously variable transmission unit 30. Based on the selected gear ratio curve and the vehicle speed V, the gear ratio γ _CVT of the continuously variable transmission unit 30 is determined. Each process of steps ST402 to ST404 is a process executed by continuously variable transmission control unit 103.

As described above, in this example, the speed ratio γ _CVT of the continuously variable transmission unit 30 is determined based on the speed ratio curve (see FIG. 24) selected according to the combustion method of the engine 10 and the vehicle speed V. . That is, since the gear ratio γ _CVT of the continuously variable transmission unit 30 is determined based on the combustion efficiency optimum line L _EF (see FIG. 23) corresponding to the current combustion method, even if the combustion method of the engine 10 is changed, The gear ratio γ _CVT of the continuously variable transmission unit 30 is determined (set) in accordance with the combustion method, and the engine 10 is operated and the electric differential unit 20 is operated so as to realize the optimum fuel consumption in accordance with each combustion method. It is possible to improve the transmission efficiency η ₂₀ and suppress a decrease in fuel consumption as a whole vehicle.

  Also in this example, as in the first embodiment described above, when the driving force source is switched to the regenerative state due to the deceleration request, if the braking request is large, the possibility of a busy shift is small. The shift of the continuously variable transmission unit 30 may be performed after the driving force source is switched to improve the regeneration efficiency, and when the braking request is small, only the switching of the driving force source may be performed to avoid the busy shift.

  Furthermore, the effects (A1) to (A7) described above can also be achieved in this example.

  In this example, the combustion method of the engine 10 is the two methods of the lean combustion method and the stoichiometric combustion method, but the combustion method of the engine 10 may be three or more methods.

  Further, in the second embodiment described above, the case where the combustion method of the engine 10 is changed has been described, but not only when the combustion method of the engine 10 which is the operation method of the engine 10 is changed, A similar control operation can be used when the driving method is changed. For example, the engine 10 having a variable cylinder driving method in which the engine 10 is driven by four cylinders at a light load and driven by eight cylinders at a high load can be similarly handled by the above control operation.

<Third Embodiment>
FIG. 27 is a skeleton diagram showing another example of the driving device.

The drive device 1 of this example is different from the first embodiment in the configuration of the continuously variable transmission unit. Specifically, the drive device 1 of this example is applied to an FF (front engine / front drive) type vehicle that is placed horizontally in a hybrid vehicle, and the continuously variable transmission 500 has a gear ratio γ _CVT. (Γ _CVT = rotational speed N ₂₃ of the input shaft 501 (transmission shaft 23) / rotational speed Nout of the output shaft 32) of the continuously variable transmission unit 500 is a belt type CVT that can be continuously changed by a mechanical action. There is a feature in the point. The configurations of the engine 10 and the electric differential unit 20 (including the first electric motor MG1 and the second electric motor MG2) are basically the same as those in the first embodiment.

  The continuously variable transmission unit 500 includes an input side primary pulley 510 provided on the first axis RC1 (input shaft 501 of the continuously variable transmission unit 500) and an input side on the second axis RC2 (output shaft 32). The secondary pulley 520 on the output side provided in parallel with the primary pulley 510 and a metal belt 530 wound around the primary pulley 510 and the secondary pulley 520 are provided.

  The primary pulley 510 is a variable pulley having a variable effective diameter, and is arranged in a state in which the fixed sheave 511 fixed to the input shaft 501 connected to the transmission shaft 23 and the input shaft 501 can slide only in the axial direction. The movable sheave 512 is provided. Similarly, the secondary pulley 520 is a variable pulley whose effective diameter is variable, and a fixed sheave 521 fixed to the output shaft 32 and a movable sheave arranged on the output shaft 32 in a state in which only the axial direction can slide. 522.

  A hydraulic actuator 513 for changing the V groove width between the fixed sheave 511 and the movable sheave 512 is disposed on the movable sheave 512 side of the primary pulley 510. A hydraulic actuator 523 for changing the V groove width between the fixed sheave 521 and the movable sheave 522 is also arranged on the movable sheave 522 side of the secondary pulley 520.

In the continuously variable transmission (belt type CVT) 500 having the above-described structure, by controlling the hydraulic pressure of the hydraulic actuator 513 of the primary pulley 510, the width of each V groove of the primary pulley 510 and the secondary pulley 520 changes, and the belt 530 The hook diameter (effective diameter) is changed, and the gear ratio γ _CVT (γ _CVT = Nin / Nout) changes continuously. In addition, the hydraulic pressure of the hydraulic actuator 523 of the secondary pulley 520 is controlled so that the belt 530 is clamped with a predetermined clamping pressure that does not cause belt slip. These controls are executed by an ECU and a hydraulic control circuit. Specifically, the continuously variable transmission control unit 103 of the ECU 100 described above has the rotational speed N ₂₃ of the input shaft 501 connected to the transmission shaft 23, the rotational speed Nout of the output shaft 32, and the vehicle speed V and accelerator opening. Information such as Acc is input, and the hydraulic control circuit 202 is electrically controlled to obtain a required gear ratio γ _CVT and belt clamping pressure based on a map or the like obtained in advance through experiments or the like, thereby providing a primary The hydraulic pressure of the hydraulic actuator 513 of the pulley 510 and the hydraulic pressure of the hydraulic actuator 523 of the secondary pulley 520 are controlled.

  As described above, also in the driving device 1 including the continuously variable transmission unit 500 configured by the belt type CVT, the driving force source is switched to the regenerative state due to the deceleration request as in the case of the first embodiment described above. When the braking request is large, the possibility of a busy shift is small. Therefore, the switching of the continuously variable transmission unit 500 is executed after switching the driving force source to improve the regeneration efficiency, and the driving is performed when the braking request is small. Only the power source may be switched to avoid the busy shift.

  Moreover, according to this example, since the mechanical structure of the continuously variable transmission unit 500 is different from that of the first embodiment, the effects (A1) to (A7) of the first embodiment are also achieved in the same manner. be able to.

  In the first to third embodiments described above, the example in which the transmission unit that constitutes a part of the power transmission path between the driving force source and the driving wheel is configured as a continuously variable transmission unit has been described, but the present invention is not limited thereto. The transmission unit is a stepped transmission unit that sets a plurality of gears using a friction engagement element such as a clutch and a brake and a planetary gear device (see, for example, the stepped transmission unit 700 shown in FIG. 28). The present invention is also applicable to a control device for a certain vehicle drive device.

  Also in this case, in the case of motor traveling by the second electric motor MG2, the gear ratio of the stepped transmission unit is set to a large gear ratio compared to the gear ratio in the case of engine traveling. When the driving force source is switched to the regenerative state due to a deceleration request, if the braking request is large, there is little possibility of a busy shift, so the stepped transmission is changed after switching the driving force source. Thus, the regeneration efficiency may be improved, and when the braking request is small, only the driving force source may be switched to avoid the busy shift.

<Fourth embodiment>
Another example of the drive device to which the control device of the present invention is applied will be described with reference to FIG.

  The driving device 1 of this example is different from the first embodiment described above in that the transmission unit is a stepped transmission unit, and other configurations such as the engine 10 and the electric differential unit 20 (first electric motor MG1, The configuration including the second electric motor MG2 is basically the same as that of the first embodiment described above. In the skeleton diagram shown in FIG. 28, only the configuration of the upper half of the electrical continuously variable transmission unit 20 and the stepped transmission unit 700 is shown.

  The stepped transmission unit 700 is a stepped automatic transmission, and includes a single pinion type second planetary gear unit 702, a single pinion type third planetary gear unit 703, and a single pinion type fourth planetary gear unit. A device 704 is provided.

  The second planetary gear unit 702 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. A second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2.

  The third planetary gear unit 703 includes 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 sun gear S3 via the third planetary gear P3. Is provided with a third ring gear R3 that meshes with the first gear ratio ρ3.

  The fourth planetary gear unit 704 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And a fourth ring gear R4 that meshes with the gear 4 and has a predetermined gear ratio ρ4.

  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, and the number of teeth of the fourth sun gear S4 is If the number of teeth of ZS4 and 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 stepped transmission 700 of this example, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission shaft 23 via the second clutch C2, and the first brake B1. Is selectively connected to the case 1A. The second carrier CA2 is selectively connected to the case 1A via the second brake B2, and the fourth ring gear R4 is selectively connected to the case 1A via the third brake B3. Further, the second ring gear R2, the third carrier CA3 and the fourth carrier CA4 are integrally connected to the output shaft 32, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to the first. It is selectively connected to the transmission shaft 23 via the clutch C1.

  Engagement and release of the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, the second brake B2, and the third brake B3 are controlled by a hydraulic control circuit 902.

  In the drive device 1 configured as described above, for example, as shown in the engagement operation table of FIG. 29, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, Any one of the first speed gear stage (first gear stage) to the fifth speed gear stage (fifth gear stage) is achieved by selectively engaging the second brake B2 and the third brake B3. A gear ratio γ (γ = input shaft rotational speed Nin /) that changes substantially in an equivalence ratio when one gear stage is selectively established and a reverse gear stage (reverse gear stage) or neutral is selectively established. The output shaft speed Nout) is obtained for each gear stage.

  In particular, in this example, the electric differential unit 20 is provided with a switching clutch C0 and a switching brake B0, and either one of the switching clutch C0 or the switching brake B0 is engaged, In addition to the above-described continuously variable transmission state operable as a continuously variable transmission, the unit 20 can constitute a constant transmission state operable as a transmission having a constant gear ratio. Therefore, in the driving device 1 of this example, the stepped portion between the electric differential unit 20 and the stepped transmission unit 700 that are set to the constant transmission state by engaging one of the switching clutch C0 and the switching brake B0. A transmission is configured, and the continuously variable transmission is configured by the electric differential section 20 and the stepped transmission section 700 that are brought into a continuously variable transmission state by releasing both the switching clutch C0 and the switching brake B0.

  For example, when the entire drive device 1 functions as a stepped transmission, as shown in FIG. 29, the gear ratio γ1 is maximized by the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. A first speed gear stage (1st) is established, and a second speed gear whose gear ratio γ2 is smaller than that of the first speed gear stage due to engagement of the switching clutch C0, the first clutch C1, and the second brake B2. Stage (2nd) is established.

  Further, the engagement of the switching clutch C0, the first clutch C1, and the first brake B1 establishes the third speed gear stage (3rd) in which the speed ratio γ3 is smaller than the second speed gear stage, and the switching clutch C0. As a result of the engagement of the first clutch C1 and the second clutch C2, the fourth speed gear stage (4th) in which the speed ratio γ4 is smaller than the third speed gear stage, for example, “1.0” is established. Furthermore, the fifth gear (5th), in which the gear ratio γ5 is smaller than the fourth gear, is established by the engagement of the first clutch C1, the second clutch C2, and the switching brake B0.

  On the other hand, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage (R) in which the speed ratio γR is a value between the first speed gear stage (1st) and the second speed gear stage (2nd). Is established. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  On the other hand, when the entire drive device 1 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 are released as shown in the engagement table of FIG. As a result, the electric differential unit 20 functions as a continuously variable transmission, and the stepped transmission unit 700 connected in series to the electric differential unit 20 functions as a stepped transmission. Of the first speed gear stage, the second speed gear stage, the third speed gear stage, and the fourth speed gear stage of the part 700, that is, the rotational speed input to the stepped transmission unit 700, that is, the transmission shaft 23 The rotational speed is changed steplessly, and each gear stage has a stepless transmission ratio width. As a result, the gear ratio between the gears of the stepped transmission unit 700 can be continuously changed continuously, and the total gear ratio γT of the drive device 1 as a whole can be obtained continuously.

  FIG. 30 shows a drive device 1 including an electric differential unit 20 that functions as a continuously variable transmission unit or a first transmission unit, and a stepped transmission unit 700 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent on a straight line the relative relationship of the rotation speed of each rotation element from which a connection state differs for every gear stage is shown.

  The collinear chart of FIG. 30 is a two-dimensional coordinate indicating the relative relationship of the gear ratio ρ of each planetary gear set 22, 702, 703, 704 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. The lower horizontal line X1 of the three horizontal axes indicates the rotational speed “0”, and the upper horizontal line X2 indicates the rotational speed “1.0”, that is, the engine speed Ne of the engine 10 connected to the input shaft 11. The horizontal axis XG indicates the rotational speed of the transmission shaft 23.

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 21 constituting the electric differential section 20 correspond to the second rotation element (second element) RE2 in order from the left side. It shows the relative rotational speed of the first ring gear R1 corresponding to the first sun gear S1, the first carrier CA1 corresponding to the first rotating element (first element) RE1, and the third rotating element (third element) RE3. These intervals are determined according to the gear ratio ρ1 of the first planetary gear unit 21. That is, if the interval between the vertical lines Y1 and Y2 corresponds to “1”, the interval between the vertical lines Y2 and Y3 corresponds to the gear ratio ρ1.

  Further, the five vertical lines Y4, Y5, Y6, Y7, and Y8 of the stepped transmission unit 700 correspond to the fourth rotation element (fourth element) RE4 in order from the left, and are connected to each other. Representing the sun gear S2 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, The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to the seventh rotation element (seventh element) RE7 and coupled to each other are represented, and corresponding to the eighth rotation element (eighth element) RE8. And the third ring gear R3 and the fourth sun gear S4 which are connected to each other, and the distance between them is the gear ratio ρ2, ρ3 of the three planetary gear devices (second to fourth) 31, 32, 33. Defined according to ρ4That is, as shown in FIG. 30, for each planetary gear device (second to fourth) 31, 32, 33, the space between the sun gear and the carrier is set at an interval corresponding to “1”, and the carrier and the ring gear are set. Is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 30, the drive device 1 of this example is one of the three rotating elements (elements) of the first planetary gear device 21 in the electric differential section (continuously variable transmission section) 20. The first rotary element RE1 (first carrier CA1) is connected to the input shaft 11, and is selectively connected to the first sun gear S1 that is one of the other rotary elements via the switching clutch C0. . A second rotating element RE2 (first sun gear S1), which is one of the other rotating elements, is connected to the first electric motor MG1 and selectively connected to the transmission case 1A via the switching brake B0. Further, the third rotating element RE3 (first ring gear R1), which is the remaining rotating element, is connected to the transmission shaft 23 and the second electric motor MG2, and the rotation of the input shaft 11 is transmitted via the transmission shaft 23 to the stepped transmission unit. It is configured to transmit (input) to 700. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

  For example, when switching to the continuously variable transmission state by releasing the switching clutch C0 and the switching brake B0 is indicated by the intersection of the straight line L0 and the vertical line Y1 by controlling the reaction force generated by the power generation of the first electric motor MG1. When the rotation of the first sun gear S1 is increased or decreased, the rotation speed of the first ring gear R1 indicated by the intersection of the straight line L0 and the vertical line Y3 is decreased or increased. Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the three rotating elements are in a locked state in which they rotate together, so that the straight line L0 coincides with the horizontal line X2, and the engine The transmission shaft 23 rotates at the same rotation as the rotation speed Ne. When the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the straight line L0 is in the state shown in FIG. 30, and the first ring gear R1, that is, the transmission indicated by the intersection of the straight line L0 and the vertical line Y3. The rotational speed of the shaft 23 is input to the automatic transmission unit 20 at a speed increased from the engine speed Ne.

  In the stepped transmission unit 700, as shown in FIG. 30, when the first clutch C1 and the third brake B3 are engaged, the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line X2 An oblique straight line L1 passing through the intersection and the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 32. The rotational speed of the output shaft 32 of the first speed is shown at the intersection with.

  Similarly, at the 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 32. The rotational speed of the output shaft 32 of the second speed is shown, and the slanting straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotating element RE7 connected to the output shaft 32. The rotation speed of the output shaft 32 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 rotational speed of the output shaft 32 at the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the second rotating element RE7.

  In the first to fourth speeds, since the switching clutch C0 is engaged, the power from the electric differential unit 20 is input to the eighth rotating element RE8 at the same rotational speed as the engine rotational speed Ne. . On the other hand, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the electric differential unit 20 is input at a higher rotational speed than the engine rotational speed Ne. The fifth speed at the intersection of the horizontal straight line L5 determined by the engagement of the two clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 32. The rotational speed of the output shaft 32 is shown. Further, the vehicle travels backward at the intersection of an oblique straight line LR determined by engaging the second clutch C2 and the third brake B3 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 32. The rotational speed of the output shaft 32 of R is shown.

  The above drive device 1 is controlled by the ECU 800.

-ECU-
ECU 800 includes a CPU, a ROM, a RAM, a backup RAM, an input / output interface, and the like, as in <Embodiment 1> described above, and signals according to a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the processing, each drive control of the engine 10, the first motor MG1 and the second motor MG2 of the electric differential unit 20, and the drive control such as the shift control of the stepped transmission unit 700 described above are executed.

  Next, the main part of the control function of the ECU 800 will be described with reference to FIG.

  The ECU 800 includes a hybrid control unit 801 (engine control unit 811, operation control unit 812) and switching control unit 802 similar to those in the above-described embodiment, a stepped shift control unit 803 that controls the shift of the stepped transmission unit 700, and the like. I have.

  The stepped shift control unit 803 stores a shift diagram shown in FIG. The shift diagram shown in FIG. 31 is a two-dimensional map for obtaining a target gear stage and the like using the vehicle speed V and the output torque Tout that is a driving force-related value as parameters. In the shift diagram shown in FIG. 31, the upshift line (shift line) is indicated by a solid line, and the downshift line (shift line) is indicated by a broken line. Moreover, the area | region within a thick line has shown the motor driving | running | working area | region by 2nd electric motor MG2.

  In the shift diagram of FIG. 31, the alternate long and short dash line indicates a determination vehicle speed V101 and a determination output torque T101 that define predetermined conditions for determining the stepped control region and the stepless control region. Further, in the shift diagram of FIG. 31, hysteresis is provided for the determination of the stepped control region and the continuously variable control region as indicated by a two-dot chain line with respect to the one-dot chain line.

  The stepped transmission control unit 803 executes automatic transmission control of the stepped transmission unit 700 according to the shift diagram shown in FIG. FIG. 29 shows a combination of operations of the hydraulic friction engagement devices selected in the speed change control, that is, the clutches C0, C1, C2 and the brakes B0, B1, B2, B3. The power distribution mechanism 21 and the stepped transmission unit 700 function as a stepped automatic transmission, and the shift stage is achieved according to the engagement table shown in FIG.

  For example, the hybrid vehicle of this example is equipped with the shift operation device 7 similar to that in FIG. 7. For example, when the “D” position is selected by operating the shift lever 71, the shift line in FIG. Based on the figure, the switching control unit 802 performs automatic switching control of the shift state of the driving device 1, the hybrid control unit 801 executes continuously variable transmission control of the electric differential unit 20, and the stepped transmission control unit 803 performs Automatic transmission control of the stepped transmission unit 700 is executed. For example, when the drive device 1 is switched to the stepped speed change state, the drive device 1 is automatically controlled in a range from the first gear to the fifth gear as shown in FIG. 29, for example. . Further, when the driving device 1 is in a continuously variable speed travel where the driving device 1 is switched to the continuously variable transmission state, the driving device 1 has a continuously variable transmission ratio width of the electric differential unit 20 and a first speed gear stage of the stepped transmission unit 700. The automatic shift control is performed within a change range of the total gear ratio γT that can be shifted of the drive device 1 obtained by each gear stage that is automatically controlled in the range of the fourth speed gear stage. The “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which the automatic shift control of the drive device 1 is executed.

  On the other hand, when the “M” position is selected by operating the shift lever 71, the switching control unit 802, the hybrid control unit 801, Automatic shift control is performed by the step shift control unit 803 within a range of a total gear ratio γT that can be shifted in each shift range of the drive device 1. For example, when the drive device 1 is switched to the step-variable shift state, the automatic shift control is performed within the range of the total gear ratio γT in which the drive device 1 can shift in each shift range. Further, when the driving device 1 is in a continuously variable speed driving in which the driving device 1 is switched to a continuously variable transmission state, the driving device 1 has a continuously variable transmission ratio range of the electric differential unit 20 and a stepped transmission unit corresponding to each shift range. Automatic shift control is performed within the range of the total gear ratio γT that can be shifted in each shift range of the driving device 1 obtained by each gear stage that is automatically controlled within the range of 700 shiftable shift stages.

-Transient control when switching driving force source-
Next, the transient control at the time of driving force source switching executed by the ECU 800 in this example will be described.

  First, in the driving device 1 shown in FIG. 28, that is, the driving device 1 of the hybrid vehicle including the engine 10 (first driving force source), the second electric motor MG2 (second driving force source), and the stepped transmission 700. For example, when it is necessary to shift the stepped transmission unit 700 when switching to motor traveling (traveling by the second electric motor MG2) occurs during engine traveling, switching of the driving force source and stepped transmission unit 700 are performed. If the gear ratio is changed simultaneously, the control becomes complicated and a shock may occur. For this reason, when the switching from the engine running to the motor running occurs, for example, the gear shifting of the stepped transmission unit 700 is executed after the switching to the motor running is executed.

  However, if shifting of the stepped transmission 700 is performed after switching from engine traveling to motor traveling by the second electric motor MG2, torque loss may occur during regeneration by the second electric motor MG2. That is, since the gear shift of the stepped transmission unit 700 is executed by releasing / engaging the friction engagement element (clutch / brake), the input shaft 32 (transmission shaft 23) of the stepped transmission unit 700 to the output shaft 32 during gear shifting. Since the power transmission path to is temporarily interrupted, torque loss may occur during that time. Such a problem is an unknown matter.

  In consideration of such points, in this example, after the switching of the driving force source, the gear ratio (gear stage) of the stepped transmission 700 is changed simultaneously with the occurrence of brake braking. The specific control will be described with reference to the flowchart of FIG. The control routine of FIG. 32 is repeatedly executed in the ECU 800 every predetermined time (for example, about several milliseconds to several tens of milliseconds).

  First, in step ST321, the driving force source is switched based on the operating state of the engine 10 (for example, the vehicle speed V and the output torque Tout) and the map of FIG. 31 (specifically, switching from the engine 10 to the second electric motor MG2). If the determination result is affirmative, the process proceeds to step ST322. If the determination result in step ST321 is negative, the process returns.

  In step ST322, the driving force source is switched. Specifically, the driving force source is switched from the engine 10 to the second electric motor MG2. It is determined whether or not braking by the foot brake (wheel brake) has occurred after the switching of the driving force source (step ST323). If there is brake braking (if step ST323 is affirmative), Simultaneously with the occurrence of brake braking, the gear ratio of the stepped transmission 700 is changed from a small gear ratio corresponding to the engine 10 (for example, gear ratio at the point α in FIG. 20) to a large gear ratio corresponding to the second electric motor MG2 (for example, FIG. 20 (speed ratio at point β) (step ST324).

  As described above, by executing the shift of the stepped transmission unit 700 simultaneously with the occurrence of brake braking, even if the regenerative torque is lost during the shift, there is no sense of incongruity of the deceleration torque being lost. Also, the busy shift can be avoided by changing the gear ratio of the stepped transmission 700 only when the possibility of shifting to acceleration is low at the time of brake braking (the braking request is large). In addition, brake durability is not generated only for the purpose of suppressing deceleration torque loss, but the speed of the stepped transmission unit 700 is changed simultaneously with the occurrence of brake braking when the foot brake is depressed, so that the durability of the brake is achieved. The possibility of adverse effects on is reduced.

-Other embodiments-
As mentioned above, although embodiment of this invention was described in detail based on drawing, this is only one embodiment, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

In the above example, by controlling the operation state of the first electric motor MG1, the electric differential unit 20 (power distribution mechanism 21) continuously changes the speed ratio γ0 from the minimum value γ0min to the maximum value γ0max. For example, the gear ratio γ0 of the electric differential unit 20 is not continuous but is changed stepwise using a differential action. May be. Further, the continuously variable transmission units 30 and 500 may be configured to change the transmission ratio γ _CVT in a stepwise manner.

  In the above example, the engine 10 and the electric differential unit 20 are directly connected, but the engine 10 may be connected to the electric differential unit 20 via an engagement element such as a clutch.

  In the above example, the first electric motor MG1 and the second rotating element RE2 are directly connected, and the second electric motor MG2 and the third rotating element RE3 are directly connected. However, the first electric motor MG1 is connected to the second rotating element RE2. The second electric motor MG2 may be connected to the third rotating element RE3 via an engagement element such as a clutch.

  In the above example (Embodiments 1 and 2), the electric differential unit 20 and the continuously variable transmission unit 30 are connected in series (see FIG. 1), but the drive device 1 as a whole is in an electrically differential state. The electric differential unit 20 and the continuously variable transmission unit 30 are mechanically provided with an electric differential function capable of changing the speed and a function of shifting according to a principle different from the shift by the electric differential function. The present invention is applicable even if it is not independent.

  In the above example, the power distribution mechanism 21 is a single planetary, but the power distribution mechanism 21 may be a double planetary, for example, without being limited thereto.

  In the above example, the engine 10 is connected to the first rotating element RE1 of the planetary gear device 22 so as to be able to transmit power, the first electric motor MG1 is connected to be able to transmit power to the second rotating element RE2, and is connected to the third rotating element RE3. Although the power transmission path to the drive wheel 3 is connected, the present invention is not limited to this. For example, in a configuration in which two planetary gear devices are connected to each other by a part of rotating elements that constitute the planetary gear device, An engine, an electric motor, and a drive wheel are connected to the rotating elements of the planetary gear device so that power can be transmitted, and the electric differential unit 20 is stepped by controlling a clutch or a brake connected to the rotating element of the planetary gear device. The present invention is also applied to a configuration that can be switched between a speed change and a continuously variable speed change.

  In the above example, the second electric motor MG2 is directly connected to the transmission shaft 23, but the connecting position of the second electric motor MG2 is not limited thereto, and power transmission from the engine 10 or the transmission shaft 23 to the drive wheels 3 is performed. It may be directly or indirectly connected to the path via a transmission, a planetary gear device, an engagement device, or the like.

  In the above example, the carrier CA0 of the power distribution mechanism 21 is connected to the engine 10, the sun gear S0 is connected to the first electric motor MG1, and the ring gear R0 is connected to the transmission shaft 23. The engine 10, the first electric motor MG1, and the transmission shaft 23 may be connected to any one of the three elements CA0, S0, R0 of the planetary gear device 22.

  In the above example, the engine 10 is directly connected to the input shaft 11. However, the engine 10 only needs to be operatively connected, for example, via a gear, a belt, or the like, and does not need to be disposed on a common axis.

  In the above example, the first electric motor MG1 and the second electric motor MG2 are arranged concentrically with the input shaft 11, the first electric motor MG1 is connected to the sun gear S0, and the second electric motor MG2 is connected to the transmission shaft 23. For example, the first electric motor MG1 may be operatively connected to the sun gear S0 and the second electric motor MG2 may be connected to the transmission shaft 23 via a gear, a belt, a speed reducer, or the like. Good.

  In the above example, the power distribution mechanism 21 is composed of one set of planetary gear devices 22, but is composed of two or more planetary gear devices, and in a non-differential state (constant speed change state), three or more speeds are changed. It may function as a machine.

  In the above example, the second electric motor MG2 is connected to the transmission shaft 23 that constitutes a part of the power transmission path from the engine 10 to the drive wheel 3, but the second electric motor MG2 is connected to the power transmission path. In addition, it can be connected to the power distribution mechanism 21 via an engagement element such as a clutch, and the differential state of the power distribution mechanism 21 is controlled by the second electric motor MG2 instead of the first electric motor MG1. The structure of the drive device 1 that can be used may be used.

It is a skeleton figure which shows schematic structure of the drive device to which this invention is applied. It is a figure which shows typically the structure of the toroidal-type continuously variable transmission part applied to the drive device of FIG. 1, Comprising: It is sectional drawing seen from the direction orthogonal to the rotating shaft center of a disk. It is a figure which shows typically the structure of a toroidal type continuously variable transmission part, Comprising: It is sectional drawing seen from the direction in alignment with the rotating shaft center of a disk. It is the block diagram which showed notionally the shift control of a toroidal type continuously variable transmission part. FIG. 2 is a collinear diagram showing a relative relationship of rotational speeds of rotation elements in a straight line in the drive device of FIG. It is a figure explaining the input and output signal of ECU which controls the drive device of FIG. It is a figure which shows the shift gate of a shift operation apparatus. FIG. 2 is a diagram illustrating a schematic configuration diagram of the drive device of FIG. 1 and a block diagram illustrating a main configuration of an ECU. It is a figure which shows an example of the combustion efficiency optimal line (fuel consumption map) of an engine. An example of a differential state switching diagram of an electric differential unit and an example of a driving force source switching diagram having a boundary line between an engine traveling region and a motor traveling region for switching between engine traveling and motor traveling are shown. FIG. It is a figure which shows an example of a continuously variable transmission part gear ratio map. It is a figure which shows the relationship between 1st motor rotation speed change value (DELTA) _NMG1 and the amount of electric paths. It is a flowchart which shows an example of the control which improves the transmission efficiency of an electric differential part when an electric differential part is a differential state (continuously variable transmission state) during engine driving | running | working. It is a figure which shows the step which replaces step ST104 of FIG. It is a figure which shows the relationship between the transmission ratio of the continuously variable transmission part used in order to correct | amend the transmission ratio of a continuously variable transmission part, and transmission efficiency. It is a flowchart which shows an example of the control for improving multiplication efficiency, when an electric differential part is a differential state (continuously variable transmission state) during engine driving | running | working. It is a figure which shows the step which replaces step ST204 of FIG. It is a flowchart which shows an example of the transient control at the time of drive force source switching. It is a timing chart which shows an example of the transient control at the time of driving force source switching. It is a characteristic line figure of 2nd electric motor MG2. It is a conceptual diagram which shows the relationship between a braking requirement amount and the gear ratio of a continuously variable transmission part. FIG. 2 is a diagram illustrating a schematic configuration diagram of the drive device of FIG. 1 and a block diagram illustrating a main configuration of an ECU. It is a figure which shows the other example of the combustion efficiency optimal line of the engine connected with the drive device of FIG. It is a figure which shows the other example of a continuously variable transmission part gear ratio map. FIG. 2 is a collinear diagram illustrating a relative relationship between rotational speeds of rotary elements when a combustion method of an engine connected to the drive device of FIG. 1 is switched. It is a flowchart explaining the control action which determines the gear ratio of a continuously variable transmission part according to the combustion system of an engine. It is a skeleton figure which shows schematic structure of the belt-type CVT applied to the continuously variable transmission part of the drive device of FIG. It is a figure which writes together and shows the schematic block diagram of the other example of the drive device, and the block diagram which shows the principal part structure of ECU. FIG. 29 is an operation table when the entire driving device shown in FIG. 28 performs a stepless or stepped speed change operation. FIG. 29 A collinear diagram illustrating the relative rotational speeds of the respective gear stages when the entire drive unit illustrated in FIG. 28 performs a stepped speed change operation. FIG. 5 is a shift diagram used for calculation of a target gear stage, determination of switching between a continuously variable control region and a stepped control region, and switching determination between engine travel and motor travel. It is a flowchart which shows the other example of the transient control at the time of driving force source switching.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Drive apparatus 10 Engine (1st drive force source)
DESCRIPTION OF SYMBOLS 11 Input shaft 20 Electric differential part 21 Power distribution mechanism 22 Planetary gear apparatus 23 Transmission shaft MG1 1st electric motor MG2 2nd electric motor (2nd driving force source)
30 continuously variable transmission unit 32 output shaft 700 stepped transmission unit 100,800 ECU

Claims (13)

In a control device for a vehicle drive device, comprising a first drive force source, a second drive force source, and a transmission unit, wherein a request for changing the transmission ratio of the transmission unit is generated when the drive force source is switched.
A control device for a vehicular drive device, wherein the gear ratio of the transmission unit is changed on the condition that a braking request is large after the drive force source is switched. The control device for a vehicle drive device according to claim 1,
The control device for a vehicle drive device, wherein the two drive force sources are an engine and an electric motor. The control device for a vehicle drive device according to claim 2,
A control device for a vehicle drive device, characterized in that a gear ratio of the transmission unit when traveling by the electric motor is set to a large gear ratio as compared with a gear ratio when traveling by the engine. The control device for a vehicle drive device according to claim 2 or 3,
A control device for a vehicle drive device, wherein the drive power source is switched to regeneration by an electric motor. In the control apparatus of the vehicle drive device as described in any one of Claims 1-4,
A control device for a vehicle drive device, wherein when changing the shift of the transmission unit under a condition that a braking request is large, the transmission ratio of the transmission unit is changed to a larger side. In the control device for a vehicle drive device according to any one of claims 1 to 5,
The control device for a vehicle drive device according to claim 1, wherein the magnitude of the braking request is determined from an amount of depression of the foot brake. In the control device for a vehicle drive device according to any one of claims 1 to 5,
The control device for a vehicle drive device, wherein the magnitude of the braking request is determined from a return speed of an accelerator. In the control apparatus of the vehicle drive device as described in any one of Claims 2-7,
A control device for a vehicle drive device, wherein the electric motor is used for torque adjustment for adjusting a delay in changing a gear ratio of the transmission unit. In a control device for a vehicle drive device, comprising a first drive force source, a second drive force source, and a transmission unit, wherein a request for changing the transmission ratio of the transmission unit is generated when the drive force source is switched.
A control device for a vehicular drive device, wherein the gear ratio of the transmission unit is changed simultaneously with the occurrence of brake braking after switching the driving force source. The control device for a vehicle drive device according to claim 9,
The control device for a vehicle drive device, wherein the two drive force sources are an engine and an electric motor. In the control apparatus of the vehicle drive device of Claim 10,
A control device for a vehicle drive device, characterized in that a gear ratio of the transmission unit when traveling by the electric motor is set to a large gear ratio as compared with a gear ratio when traveling by the engine. The control device for a vehicle drive device according to claim 10 or 11,
A control device for a vehicle drive device, wherein the drive power source is switched to regeneration by an electric motor. In the control apparatus of the vehicle drive device as described in any one of Claims 9-12,
A control device for a vehicle drive device, wherein the gear ratio of the transmission unit is changed to a larger side simultaneously with the occurrence of brake braking.

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