JP4218591B2 - Control device for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a driving device for a vehicle, controlling the gear ratio of a continuously variable speed transmission part and the gear ratio of a stepped shifting part to obtain favorable fuel consumption. <P>SOLUTION: In a continuously variable speed running state in which a differential part (a continuously variable transmission part) 11 is steplessly shifted, the gear ratio &gamma; of a stepped shifting part 20 and the gear ratio &gamma; of the differential part (the continuously variable transmission part) 11 are controlled by a gear ratio control means 86 (S5, S6) to obtain the optimum fuel consumption, whereby as compared with the case of individually controlling the gear ratios, the optimum fuel economy of the vehicle can be obtained. For example, in the comparatively high-speed steady running, the gear ratio &gamma; of the stepped shifting part 20 is controlled not to cause reversion of a first electric motor M1 in the differential part 11, whereby the optimum fuel economy as the whole vehicle can be obtained. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a control device for a vehicle drive device, and more particularly to a vehicle drive device including a continuously variable transmission unit having a differential mechanism and a stepped transmission unit in a power transmission path. The present invention relates to a shift control technique for appropriately controlling the ratio and the gear ratio of the stepped transmission unit.

  Of the three elements, the first element is connected to the first electric motor, the second element is connected to the prime mover, the third element is a differential gear device connected to the output shaft, and the output shaft and the drive wheel. 2. Description of the Related Art A vehicle drive device is known that includes a power transmission mechanism including a stepped transmission provided therebetween and a second electric motor coupled to the power transmission mechanism. For example, this is a hybrid vehicle drive device described in Patent Document 1. In such a hybrid vehicle drive device, the differential gear device is composed of, for example, a planetary gear device, and the main part of the power from the engine is mechanically transmitted to the drive wheels by the differential action, and the power from the engine is transmitted. The remaining portion is electrically transmitted using an electric path from the first motor to the second motor, thereby functioning as an electric continuously variable transmission in which the gear ratio is electrically changed, and the engine is brought into an optimum operating state. The fuel consumption is improved by being controlled by the control device so that the vehicle travels while maintaining. In addition, when applied to a vehicle having a relatively large vehicle body, a differential gear device, a first motor connected to the first element, or a second motor connected to the third element adopts a relatively small output. Even so, there is a feature that a relatively large driving force can be obtained because the gear is shifted by the subsequent stepped transmission.

JP 2003-130202 A

  However, there are various combinations between the gear ratio of the electric continuously variable transmission and the gear ratio of the stepped transmission, and the fuel efficiency is still improved in how to change the gear ratio of the electric continuously variable transmission. There was room for. For example, in an electric continuously variable transmission, the first motor is driven in the normal direction to drive the vehicle together with the engine output, and the transmission efficiency during acceleration is good. However, in order to rotate the output shaft of the continuously variable transmission at a relatively high speed In a relatively high-speed steady running that requires the first electric motor to be reversely rotated, sufficient transmission efficiency may not be obtained.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to control the gear ratio of the continuously variable transmission unit and the gear ratio of the stepped transmission unit so that suitable fuel consumption can be obtained. Another object of the present invention is to provide a control device for a vehicle drive device.

That is, the gist of the invention according to claim 1 is that: (a) The first element of the three elements is connected to the first motor, the second element is connected to the prime mover, and the third element is the output shaft. And a second gear motor operatively connected to a power transmission path between the output shaft and the drive wheel, and a continuously variable transmission unit that is electrically continuously variable speed-operated. (B) a stepped transmission that is provided in the power transmission path and is stepped, and (c) in the continuously variable speed running state in which the continuously variable transmission is operated continuously. A control device for a vehicle drive device, comprising: a transmission ratio control means for controlling the transmission ratio of the transmission unit and the transmission ratio of the continuously variable transmission unit so as to obtain optimum fuel efficiency, and (d) the transmission ratio the control means determines a target engine rotational speed based on a predetermined stored relationship to the drive-force-related value, the A total speed ratio for obtaining the target engine speed is determined from the target engine speed and the vehicle speed, and the total speed ratio is obtained based on the efficiency of the first motor and the second motor of the continuously variable transmission. The transmission ratio of the stepped transmission unit and the transmission ratio of the continuously variable transmission unit are determined so as to maximize the transmission efficiency of the entire transmission mechanism, and the transmission ratio of the stepped transmission unit and the continuously variable transmission unit Is to control the transmission ratio .

The gist of the invention according to claim 2 is that the first element of the three elements is connected to the first motor, the second element is connected to the prime mover, and the third element is connected to the output shaft. A continuously variable transmission that includes a differential gear device and a second electric motor that is operatively connected to a power transmission path between the output shaft and the drive wheel, A switching device for switching the continuously variable transmission unit between a continuously variable transmission state in which the transmission gear ratio is continuously changed and a stepped transmission state in which the transmission gear ratio is fixed, and a stepped transmission provided in the power transmission path. The stepped transmission unit and the continuously variable transmission state in which the continuously variable transmission unit is operated continuously variable so that the optimum fuel efficiency is obtained between the transmission ratio of the stepped transmission unit and the transmission ratio of the continuously variable transmission unit. A control device for a vehicle drive device comprising a gear ratio control means for controlling The speed change ratio control means is to execute a shift at a different shift point in the stepped variable speed traveling state by switching of the switching device as compared with the continuously variable speed variable traveling state.
Further, the gist of the invention according to claim 3 is that, in the invention according to claim 1 or claim 2, the speed ratio control means is a continuously variable speed travel in which the continuously variable transmission portion is operated with a continuously variable speed. state, in the Turkey change the speed ratio of the continuously variable transmission unit in accordance with the speed ratio of the step-variable shifting portion.

According to a fourth aspect of the present invention, in the second aspect of the invention, the transmission ratio control means is based on the efficiency of the first motor and the efficiency of the second motor of the continuously variable transmission unit. It is to control the gear ratio of the stepped transmission unit and the gear ratio of the continuously variable transmission unit.

The gist of the invention according to claim 5 is that, in the invention according to any one of claims 1 to 3 , the speed ratio control means adjusts the speed ratio of the stepped speed change unit. The purpose is to change the output shaft rotation speed of the continuously variable transmission.

The gist of the invention according to claim 6 is that, in the invention of any one of claims 1 to 3, the continuously variable transmission portion and the gear ratio in which the gear ratio is continuously changed. Comprises a switching device for switching to a fixed stepped gear shift state, and a continuously variable transmission travel determining means for determining that the continuously variable transmission portion has been switched to the continuously variable gear shift state by the switching device, When it is determined by the continuously variable shift travel determining means that the gear ratio control means has been switched to the continuously variable transmission state, the gear ratio of the stepped transmission part and the gear ratio of the continuously variable transmission part are determined as optimum fuel efficiency. It is in controlling to obtain.

In the control apparatus for a vehicle drive device according to the first aspect, the first element of the three elements is connected to the first motor, the second element is connected to the prime mover, and the third element is connected to the output shaft. A continuously variable transmission that is provided with a differential gear device that is electrically continuously variable and is provided in a power transmission path between the output shaft and the drive wheel and is continuously variable. , A second electric motor operatively connected to the power transmission path, and a continuously variable transmission state in which the continuously variable transmission is operated continuously variable, and the gear ratio and continuously variable transmission of the stepped transmission And a gear ratio control means for controlling the gear ratio of the vehicle so as to obtain an optimum fuel consumption, wherein the gear ratio control means drives the driving force from a previously stored relationship. It determines a target engine rotational speed based on the relevant values, the target engine A total speed ratio for obtaining the target engine speed is determined from the rotational speed and the vehicle speed, and the total speed ratio is obtained based on the efficiency of the first motor and the efficiency of the second motor of the continuously variable transmission. The transmission ratio of the stepped transmission unit and the transmission ratio of the continuously variable transmission unit are determined so that the transmission efficiency of the entire transmission mechanism is maximized, and the transmission ratio of the stepped transmission unit and the transmission of the continuously variable transmission unit are changed. Since the ratio is controlled, the optimum fuel consumption of the vehicle can be obtained as compared with the case where the gear ratio is controlled individually. For example, by controlling the speed ratio of the stepped transmission unit so that the reverse rotation of the first motor of the continuously variable transmission unit does not occur during relatively high-speed steady traveling, the optimum fuel consumption can be obtained for the entire vehicle. In addition, the efficiency of the first motor and the efficiency of the second motor are taken into consideration, and the gear ratio of the stepped transmission unit and the speed of the continuously variable transmission unit determined to maximize the transmission efficiency of the entire transmission mechanism. Therefore, higher transmission efficiency and optimum fuel efficiency can be obtained.

According to a third aspect of the present invention, there is provided the control device for a vehicle drive device according to the first or second aspect, wherein in the continuously variable transmission control mode in which the continuously variable transmission section is operated continuously variablely, the gear ratio control is performed. Since the gear ratio of the continuously variable transmission section is changed according to the gear ratio of the stepped transmission section by the means, the transmission gear ratio of the stepped transmission section and the continuously variable transmission section is set so as to achieve high transmission efficiency as a whole vehicle. Be controlled.

According to a fourth aspect of the present invention, there is provided a control device for a vehicle drive device according to the second aspect, wherein the transmission ratio control means includes the efficiency of the first motor of the continuously variable transmission and the second motor. Since the gear ratio of the stepped transmission unit and the gear ratio of the continuously variable transmission unit are controlled based on the efficiency, the efficiency of the first motor and the efficiency of the second motor are taken into consideration. Since the gear ratio of the step transmission unit and the gear ratio of the continuously variable transmission unit are controlled, higher transmission efficiency and optimum fuel consumption can be obtained.

According to a fifth aspect of the present invention, there is provided the control device for a vehicle drive device according to any one of the first to third aspects, wherein the gear ratio control means adjusts the gear ratio of the stepped transmission section. Since the output shaft rotational speed of the continuously variable transmission unit is changed, high transmission efficiency and optimum fuel consumption can be obtained as a whole vehicle.

According to a sixth aspect of the present invention, there is provided a control device for a vehicle drive device according to any one of the first to third aspects, wherein the continuously variable transmission section is continuously variable with a gear ratio continuously changed. A switching device for switching between a speed change state and a stepped speed change state with a fixed speed ratio, and a continuously variable speed travel determination means for determining that the continuously variable transmission unit has been switched to the continuously variable speed change state by the switching device. And the gear ratio control means determines that the continuously variable transmission state is switched to the continuously variable transmission state by the continuously variable speed travel determining means. Since the gear ratio is controlled so as to obtain optimum fuel consumption, high transmission efficiency and optimum fuel consumption can be obtained as a whole vehicle.

  Here, preferably, an engine fuel consumption map storage unit that stores an engine fuel consumption map in advance is provided, and the speed ratio control unit calculates a target engine rotational speed of the engine based on an actual accelerator opening degree from the engine fuel consumption map. Target engine speed calculating means for determining, and both speed ratio determining means for determining the speed ratio of the stepped transmission unit and the speed ratio of the continuously variable transmission unit for obtaining the target engine speed based on the actual vehicle speed; It has.

  Preferably, the target engine speed calculation means determines an equal horsepower curve corresponding to the engine output for satisfying the driver's required driving force based on the actual accelerator opening Acc from the engine fuel consumption map. The engine speed corresponding to the intersection of the determined equal horsepower curve and the optimum fuel consumption curve is determined as the target engine speed.

  Preferably, the both speed ratio determining means determines a total speed ratio of the speed change mechanism for obtaining the target engine speed based on the target engine speed and the actual vehicle speed, and The transmission ratio of the stepped transmission unit and the transmission ratio of the continuously variable transmission unit for obtaining the total transmission ratio are determined so that the transmission efficiency of the entire transmission mechanism is maximized.

Preferably, the both gear ratio determining means actually determines a gear ratio candidate value of the stepped transmission unit capable of generating an engine speed higher than the target engine speed from the relationship between the engine speed and the vehicle speed. A plurality of types are set based on the vehicle speed V of the vehicle, and based on the total gear ratio and the gear ratio candidate value for obtaining the target engine speed _NEM from the fuel consumption amount calculation formula stored in advance, the gear ratio candidate values are set. The vehicle consumption amount is calculated every time, the gear ratio candidate value that minimizes the vehicle consumption amount is determined as the gear ratio of the stepped transmission unit, and the gear ratio and the total gear ratio for obtaining the target engine rotation speed are determined. The transmission ratio of the continuously variable transmission unit is determined.

  Preferably, the fuel consumption calculation formula calculates the fuel consumption of the vehicle based on the efficiency of the first motor and the efficiency of the second motor.

  Preferably, the transmission provided between the output shaft and the drive wheel is alternatively selected by, for example, a planetary gear type stepped transmission including a plurality of planetary gear devices or a synchronous meshing device. It consists of a constant mesh type parallel two-axis stepped transmission in which a plurality of pairs of gears having different gear ratios capable of transmitting power are provided between two parallel shafts.

  Preferably, the differential gear device has a ratio between an input shaft rotational speed and an output shaft rotational speed by electrically controlling a rotational speed of a first electric motor connected to the first element. It is operated as an electric continuously variable transmission whose gear ratio is continuously changed.

  Preferably, there is provided a switching device for switching the stepped transmission having the differential gear device between a differential state and a locked state. The switching device includes a clutch provided between the first element and the second element of the differential gear device, and integrally rotates the three elements of the differential gear device by engagement of the clutch. It is.

  Preferably, the differential gear device is preferably composed of a planetary gear device including a sun gear, a ring gear, and a carrier that rotatably supports planet gears meshing with the sun gear and the ring gear. You may consist of a pair of bevel gears connected with the axis | shaft and the output shaft, and the rotating element which rotatably supports the pinion which meshes with these pair of bevel gears.

  Preferably, the stepped transmission unit may be a planetary gear type stepped transmission or a continuously variable continuously variable transmission whose speed ratio is changed stepwise.

  Preferably, the switching device for switching the differential gear device between a differential state and a locked state is a hydraulic pressure that selectively connects some of the components of the differential gear device to each other or to a non-rotating member. It is composed of magnetic powder type, electromagnetic type and mechanical type engaging devices such as a type friction engagement device, a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing type dog clutch.

  Preferably, the second electric motor is provided in a state of being operatively connected to any part of a power transmission path between the output shaft of the differential gear device and the drive wheels. For example, the second electric motor may be connected to any one of rotating members such as an output shaft of the differential gear device, a rotating member in an automatic transmission provided in the power transmission path, and an output shaft of the automatic transmission. Good.

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

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 that constitutes a part of a drive device of a hybrid vehicle to which a control device according to an embodiment of the present invention is applied. In FIG. 1, a transmission mechanism 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, A differential unit 11 directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and a transmission member (transmission shaft) 18 that is an output shaft of the differential unit 11 A stepped automatic transmission 20 (hereinafter referred to as a stepped transmission 20), which is a stepped automatic transmission provided in a power transmission path between the drive wheel 38 and the drive wheel 38; An output shaft 22 that is a connected output rotating member is provided in series. The speed change mechanism 10 is suitably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is an internal combustion engine such as a gasoline engine or a diesel engine as a driving power source for traveling. It is provided between the engine 8 and the pair of drive wheels 38, and as shown in FIG. 7, the power from the engine 8 is another part of the drive device and constitutes a part of the power transmission path. The power is transmitted to the pair of drive wheels 38 through the final reduction gear 36 and the pair of axles in order. Since the speed change mechanism 10 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing the speed change mechanism 10 in FIG. The same applies to each of the following embodiments.

  The differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. And a second electric motor M2 connected to the transmission member 18 functioning as an output shaft of the power distribution mechanism 16 and rotating integrally therewith. A so-called motor generator having a power generation function is used for the first motor M1 and the second motor M2 of the present embodiment, but the first motor M1 has at least a generator (power generation) function for generating a reaction force, The electric motor M2 has at least a motor (electric motor) function for outputting a driving force.

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

  In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. Further, the switching brake B0 is provided between the first sun gear S1 and the case 12, and the switching clutch C0 is provided between the first sun gear S1 and the first carrier CA1. When the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 causes the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 24, to rotate relative to each other. Since the differential action is enabled, that is, the differential action is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and the distributed engine 8 is stored with the electric energy generated from the first electric motor M1 and the second electric motor M2 is rotationally driven, so that, for example, a so-called continuously variable transmission state (electric CVT state) is established. The rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of 8. That is, when the power distribution mechanism 16 is in a differential state, the differential unit 11 continuously changes its speed ratio γ0 (the rotational speed of the input shaft 14 / the rotational speed of the transmission member 18) from the minimum value γ0min to the maximum value γ0max. A continuously variable transmission state that functions as an electrical continuously variable transmission to be changed is set.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 is brought into a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged, the power distribution mechanism 16 includes three elements of the first planetary gear device 24. Since the first sun gear S1, the first carrier CA1, and the first ring gear R1 are all in a locked state where they are rotated, that is, are integrally rotated, the differential action cannot be performed. Since the rotational speed of the transmission member 18 coincides, the differential section 11 is set to a constant transmission state that functions as a transmission in which the transmission ratio γ0 is fixed to “1”. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is connected to the case 12, the power distribution mechanism 16 is brought into a state where the first sun gear S1 is brought into the non-rotating state. Since the first ring gear R1 is rotated at a higher speed than the first carrier CA1 because the differential action is impossible, the differential unit 11 has a gear ratio γ0 smaller than “1”. A constant speed change state that functions as a speed increasing transmission fixed at a value, for example, about 0.7 is set. Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 have the continuously variable transmission state in which the differential unit 11 operates as a continuously variable transmission in which the gear ratio can be continuously changed, and the continuously variable transmission. A constant transmission state in which a continuously variable transmission operation is not operated and a change in the transmission ratio is made constant and a single or multiple transmission of one or more transmission ratios is operated, in other words, the transmission ratio is constant. It functions as a switching device that selectively switches to a stepped transmission state that operates as a single-stage or multiple-stage transmission.

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

  In the stepped transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case via the first brake B1. The second carrier CA2 is selectively connected to the case 12 via the second brake B2, the fourth ring gear R4 is selectively connected to the case 12 via the third brake B3, The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to the first clutch C1. Is selectively connected to the transmission member 18.

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

In the speed change mechanism 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. When the second brake B2 and the third brake B3 are selectively engaged, any one of the first gear (first gear) to the fifth gear (fifth gear) or A reverse gear stage (reverse gear stage) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / rotational speed N _OUT of the output shaft 22) that changes approximately equidistantly is set to each gear stage. You can get it every time. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, the transmission mechanism 10 operates as a stepped transmission with the differential unit 11 and the stepped transmission unit 20 that are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0. A stepless speed change state is configured, and the differential portion 11 and the stepped speed change portion 20 which are brought into a stepless speed change state by engaging neither the switching clutch C0 nor the switching brake B0 as an electric continuously variable transmission. A continuously variable transmission state that operates is configured. In other words, the speed change mechanism 10 is switched to the stepped speed change state by engaging either the switching clutch C0 or the switching brake B0, and is not operated by engaging any of the switching clutch C0 or the switching brake B0. It is switched to the step shifting state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

  For example, when the speed change mechanism 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the third brake B3” The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ The second speed gear stage which is about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the first brake B1, for example," The third speed gear stage which is about 1.424 "is established, and the gear ratio γ4 is smaller than the third speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example," The fourth speed gear stage that is about .000 "is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ5 to be smaller than the fourth speed gear stage, for example," The fifth gear stage which is about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when the transmission mechanism 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. As a result, the differential unit 11 functions as a continuously variable transmission, and the stepped transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, For each of the third and fourth gears, the rotational speed input to the stepped transmission 20, that is, the rotational speed of the transmission member 18 is changed steplessly, so that each gear step has a stepless gear ratio. A width is obtained. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio (total speed ratio) γT of the speed change mechanism 10 as a whole can be obtained steplessly.

FIG. 3 illustrates a gear stage in a transmission mechanism 10 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and a stepped transmission unit 20 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 rotational speed of each rotation element from which a connection state differs for every is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. shows the lower horizontal line X1 rotational speed zero of the horizontal lines, the upper horizontal line X2 the rotational speed of "1.0", that represents the rotational speed N _E of the engine 8 connected to the input shaft 14, horizontal line XG Indicates the rotational speed of the transmission member 18.

  Three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential section 11 are the first sun gears corresponding to the second rotating element (second element) RE2 in order from the left side. S1, the relative rotational speed of the first ring gear R1 corresponding to the first carrier CA1 corresponding to the first rotating element (first element) RE1 and the third rotating element (third element) RE3, and the distance therebetween. Is determined according to the gear ratio ρ1 of the first planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the stepped transmission unit 20 correspond to the fourth rotating element (fourth element) RE4 in order from the left and are connected to each other. S2 and the third sun gear S3, the second carrier CA2 corresponding to the fifth rotation element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element (Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other correspond to the eighth rotating element (eighth element) RE8 and connected to each other. The third ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. Further, in the stepped transmission 20, the interval between the sun gear and the carrier is set at an interval corresponding to “1” for each of the second, third, and fourth planetary gear devices 26, 28, and 30. Is set to an interval corresponding to ρ.

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

  4 and 5 are diagrams corresponding to the differential unit 11 in the alignment chart of FIG. FIG. 4 shows an example of the state of the differential section 11 when it is switched to the continuously variable transmission state (differential state) by releasing the switching clutch C0 and the switching brake B0. For example, when the rotation of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered by controlling the reaction force generated by the power generation of the first electric motor M1, the straight line L0 and the vertical line Y3 The rotational speed of the first ring gear R1 indicated by the intersection is lowered or increased.

FIG. 5 shows the state of the differential section 11 when the gear is switched to the constant speed change state (stepped speed change state) by the engagement of the switching clutch C0. In other words, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is brought into a non-differential state in which the three rotation elements rotate integrally, so that the straight line L0 is It is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so the straight line L0 is in the state shown in FIG. rotational speed of the first ring gear R1, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input at a rotation speed higher than the engine speed N _E to the geared transmission unit 20.

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

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

  FIG. 6 illustrates a signal input to the electronic control device 40 for controlling the speed change mechanism 10 of this embodiment and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8 and the electric motors M1 and M2 and shift control for the stepped transmission unit 20 is executed.

The electronic control unit 40, from the sensors and switches shown in FIG. 6, a signal indicative of the engine coolant temperature, a signal representing the shift position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the gear ratio sequence set value A signal indicating the M (motor running) mode, an air conditioner signal indicating the operation of the air conditioner, a vehicle speed signal corresponding to the rotational speed of the output shaft 22, an oil temperature signal indicating the operating oil temperature of the stepped transmission unit 20, Signal indicating side brake operation, signal indicating foot brake operation, catalyst temperature signal indicating catalyst temperature, accelerator opening (Acc) signal indicating accelerator pedal operation amount, cam angle signal, snow mode setting signal indicating snow mode setting , An acceleration signal indicating the longitudinal acceleration of the vehicle, an auto cruise signal indicating auto cruise driving, a vehicle weight signal indicating the weight of the vehicle, and a wheel speed of each drive wheel A wheel speed signal, a signal indicating the presence or absence of a stepped switch operation for switching the differential portion 11 to a constant speed change state (non-differential state) in order to make the speed change mechanism 10 function as a stepped transmission, and no speed change mechanism 10 are provided. A signal indicating the presence or absence of a continuously variable switch for switching the differential unit 11 to a continuously variable transmission state (differential state) in order to function as a continuously variable transmission, a signal indicating the rotational speed NM1 of the first electric motor M1, a second A signal indicating the rotational speed NM2 of the electric motor M2 is supplied.

  Further, the electronic control device 40 receives a drive signal for a throttle actuator for operating the throttle valve opening, a boost pressure adjustment signal for adjusting the boost pressure, and an electric air conditioner drive signal for operating the electric air conditioner. An ignition signal for instructing the ignition timing of the engine 8, an instruction signal for instructing the operation of the motors M1 and M2, a shift position (operation position) display signal for operating the shift indicator, and a gear ratio display for displaying the gear ratio A signal, a snow mode display signal for displaying that it is in the snow mode, an ABS operation signal for operating an ABS actuator for preventing wheel slipping during braking, and an M mode for displaying that the M mode is selected Controlling the hydraulic actuators of the hydraulic friction engagement device of the display signal, differential unit 11 and stepped transmission unit 20 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42, a signal for driving an electric heater, Signals to the cruise control computer are output.

FIG. 7 is a functional block diagram illustrating a main part of the control function by the electronic control unit 40. In FIG. 7, the stepped speed change control means 54 is configured such that, for example, the vehicle speed V and the stepped speed change unit 20 Based on the vehicle state indicated by the output torque T _OUT , it is determined whether or not the shift of the stepped transmission unit 20 is to be executed, that is, the shift stage of the stepped transmission unit 20 is determined and the stepped transmission unit 20 is determined. The automatic shift control is executed.

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, the differential state of the differential unit 11, while driving force between the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the distribution of the power and the reaction force generated by the first electric motor M1 so as to be optimized. For example, at the traveling vehicle speed at that time, the driver's required output is calculated from the accelerator pedal operation amount Acc and the vehicle speed V, the required driving force is calculated from the driver's required output and the required charging value, and the engine speed N _E and it calculates the total output, based on its total output and engine rotational speed N _E, to control the amount of power generated by the first electric motor M1 controls the engine 8 to obtain the engine output.

The hybrid control means 52 executes the control in consideration of the gear position of the stepped transmission unit 20 for the purpose of improving fuel efficiency. In such a hybrid control, align the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and vehicle speed V and the step-variable transmission portion 20 determined to operate the engine 8 in an operating region at efficient Therefore, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52 performs the total speed change of the speed change mechanism 10 so that the engine 8 can be operated along the pre-stored optimum fuel consumption rate curve of the engine 8 that achieves both drivability and fuel efficiency during continuously variable speed travel. A target value of the ratio γT is determined, and the speed ratio γ0 of the differential unit 11 is controlled so that the target value is obtained, and the total speed ratio γT is within a changeable range of the speed change, for example, within a range of 13 to 0.5. Control.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted there to electric energy, and the electric energy is supplied to the second electric motor M2 or the first electric motor M1 through the inverter 58. Then, it is transmitted from the second electric motor M2 or the first electric motor M1 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. Further, the hybrid control means 52 can run the motor by using only the electric motor, for example, only the second electric motor M2 by the electric CVT function of the differential unit 11 regardless of whether the engine 8 is stopped or in an idle state. Further, the hybrid control means 52 operates the first electric motor M1 and / or the second electric motor M2 to run the motor even when the differential unit 11 is in the stepped speed change state (constant speed change state) while the engine 8 is stopped. You can also

  The hybrid control means 52 executes regenerative braking control that adjusts the amount of power generation in the electric motors M1 and / or M2 based on, for example, the vehicle speed and / or the braking operation amount during deceleration traveling or braking operation. At this time, the electric energy generated from the motors M1 and / or M2 is stored in the power storage device 60 through the inverter 58.

FIG. 9 has a boundary line between the engine travel region and the motor travel region for switching between engine travel and motor travel for switching the driving force source for vehicle travel between the engine 8 and the electric motors M1 and M2. It is a relationship stored in advance, and is an example of a driving force source switching diagram (driving force source map) composed of two-dimensional coordinates using the vehicle speed V and the output torque T _{OUT as} a driving force related value as parameters. Further, hysteresis is provided as shown by a one-dot chain line with respect to the solid line in FIG. 9 is stored in advance in the shift diagram storage means 56, for example. As described above, the motor running by the hybrid control means 52 is compared with the vehicle speed at the time of relatively low output torque T _OUT or the vehicle speed, which is generally considered to be low in engine efficiency as compared with the high torque range, as is apparent from FIG. It is executed at low vehicle speed, that is, in a low load range.

Further, when the motor is running, the hybrid control means 52 suppresses dragging of the engine 8 that is not operated due to fuel cut, thereby improving fuel efficiency. _E is maintained at substantially zero, that is, the engine speed N _E is maintained at zero or a value close to zero, for example, a value determined to be zero. For example, while the vehicle is running with the rotational torque of the second electric motor M2, the engine rotational speed N _E (the rotational speed of the first carrier CA1) is maintained substantially zero with respect to the rotational speed of the second electric motor M2 corresponding to the vehicle speed V. Thus, the first electric motor M1 is controlled, for example, idling at a negative rotational speed.

  The speed-increasing gear stage determining means 62 determines, for example, the shift line based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the transmission mechanism 10 is in the stepped shift state. It is determined whether or not the gear position to be shifted of the speed change mechanism 10 is the speed increasing side gear stage, for example, the fifth speed gear stage, according to the shift diagram shown in FIG.

The switching control means 50 is, for example, a vehicle indicated by the vehicle speed V and the output torque T _OUT from the switching diagram (switching map, relationship) indicated by the broken line and the two-dot chain line in FIG. Based on the state, the shift state of the transmission mechanism 10 to be switched is determined, that is, within the continuously variable control region where the transmission mechanism 10 is in a continuously variable transmission state, or the stepped control region where the transmission mechanism 10 is in a continuously variable transmission state. And the transmission mechanism 10 is selectively switched between the continuously variable transmission state and the stepped transmission state.

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

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

  However, if the switching control means 50 determines that it is within the continuously variable transmission control region for switching the transmission mechanism 10 to the continuously variable transmission state, the transmission mechanism 10 as a whole can obtain the continuously variable transmission state, so that the differential section 11. Is output to the hydraulic control circuit 42 so as to release the switching clutch C0 and the switching brake B0 so that the continuously variable transmission can be performed. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal for permitting automatic shifting of the stepped transmission 20 according to the shift diagram shown in FIG. 8 stored in advance in the shift diagram storage means 56 is output. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the stepped transmission unit 20 in series functions as a continuously variable transmission. At the same time that a large driving force is obtained, and the rotation input to the stepped transmission unit 20 for each of the first, second, third, and fourth speeds of the stepped transmission unit 20. The speed, that is, the rotational speed of the transmission member 18 is changed steplessly, and a stepless speed ratio width is obtained for each gear stage. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

Referring now to FIG. 8 in detail, FIG. 8 is a shift diagram (relationship) stored in advance in the shift diagram storage means 56, which is the basis for the shift determination of the stepped transmission 20, and the vehicle speed V and the driving force. It is an example of a shift diagram (shift map) composed of two-dimensional coordinates using an output torque T _{OUT as} a related value as a parameter. The solid line in FIG. 8 is an upshift line, and the alternate long and short dash line is a downshift line. 8 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 8 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. A high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining a high output travel in which the output torque T _OUT of the stepped transmission unit 20 is a high output, for example. It shows. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 8, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 8 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. The shift diagram including the switching diagram may be stored in advance in the shift diagram storage means 56 as a shift map. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be. The shift diagram, the switching diagram, and the like are stored not as a map but as a judgment formula for comparing the actual vehicle speed V and the judgment vehicle speed V1, a judgment formula for comparing the output torque T _OUT and the judgment output torque T1, and the like. Also good.

The driving force-related value is a parameter that corresponds to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38 but also the output torque T _OUT of the stepped transmission 20, for example. Engine torque T _E , vehicle acceleration, actual value such as engine torque T _E calculated by accelerator opening or throttle opening (or intake air amount, air-fuel ratio, fuel injection amount) and engine rotational speed N _E , Further, it may be an estimated value such as a required driving force calculated based on a driver's accelerator pedal operation amount or a throttle opening. The vehicle drive torque differential ratio from the output torque T _OUT or the like, and a radius of each drive wheel 38 may be calculated in consideration of, for example, may be directly detected using a torque sensor or the like. The same applies to the other torques described above.

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

10, the engine output as a boundary for the area determining which of the step-variable control region and the continuously variable control region by switching control means 50 and the engine rotational speed N _E and engine torque T _E as a parameter It is a switching diagram (switching map, relationship) stored in advance in, for example, the shift diagram storage means 56 having a line. Switching control means 50, based on the switching diagram of FIG. 10 on the engine rotational speed N _E and engine torque T _E in place of the switching diagram of Figure 8, those of the engine speed N _E and engine torque T _E It may be determined whether the vehicle state represented by is in the stepless control region or in the stepped control region. FIG. 10 is also a conceptual diagram for making a broken line in FIG. In other words, the broken line in FIG. 8 is also a switching line relocated on the two-dimensional coordinates using the vehicle speed V and the output torque T _OUT as parameters based on the relationship diagram (map) in FIG.

As shown in the relationship of FIG. 8, stepped control is performed in a high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1 or a high vehicle speed region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1. Since it is set as a region, the stepped variable speed travel is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed travel is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8. Similarly, as indicated by the relationship shown in FIG. 10, the engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or a high-speed drive region in which, or high output region where the engine output is higher than the predetermined calculated from engine torque T _E and the engine speed N _E, because it is set as a step-variable control region, relatively high torque of the step-variable shifting running the engine 8 This is executed at a relatively high rotational speed or at a relatively high output, and continuously variable speed travel is performed at a relatively low torque, a relatively low rotational speed, or a relatively low output of the engine 8, that is, in a normal output range of the engine 8. It is supposed to be executed. The boundary line between the stepped control region and the stepless control region in FIG. 10 corresponds to a high vehicle speed determination line that is a series of high vehicle speed determination values and a high output travel determination line that is a series of high output travel determination values. ing.

As a result, for example, in low-medium speed traveling and low-medium power traveling of the vehicle, the speed change mechanism 10 is set to a continuously variable transmission state to ensure fuel efficiency of the vehicle, but the actual vehicle speed V exceeds the determination vehicle speed V1. In such high speed running, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path, so that the electric continuously variable transmission. As a result, the conversion loss between the power and the electric energy generated when the power is operated is suppressed, and the fuel efficiency is improved. Further, in high output traveling such that the driving force related value such as the output torque T _OUT exceeds the determination torque T1, the speed change mechanism 10 is set to a stepped shift state in which it operates as a stepped transmission, and is exclusively a mechanical power transmission path. Thus, the region in which the output of the engine 8 is transmitted to the drive wheels 38 to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E with the stepped up-shift of the automatic shifting control, as shown in FIG. 11 can enjoy.

  FIG. 12 shows a seesaw type switch as a shift state manual selection device for selecting switching between a differential state and a non-differential state of the power distribution mechanism 16 by manual operation, that is, a stepless shift state and a stepped shift state of the transmission mechanism 10. 44 (hereinafter referred to as a switch 44), which is provided in the vehicle so that it can be manually operated by the user. This switch 44 allows the user to selectively select vehicle travel in a speed change state desired by the user. The switch 44 corresponding to continuously variable speed travel indicates the position (part) or presence or absence of the switch 44. When the user presses the position (part) indicated as stepped corresponding to the step-variable travel, the continuously variable-speed travel, that is, the continuously variable transmission state in which the transmission mechanism 10 can be operated as an electrical continuously variable transmission, It is possible to select whether to make a stepped speed change, that is, a stepped state in which the speed change mechanism 10 can operate as a stepped transmission. For example, if the user desires a travel that can achieve the feeling of the continuously variable transmission and the effect of improving the fuel efficiency, the user may select the transmission mechanism 10 by a manual operation so that the continuously variable transmission is brought into the continuously variable transmission state. If it is desired to improve the feeling due to the change in the engine rotation speed associated with the speed change, the speed change mechanism 10 may be selected manually so as to be in the stepped speed change state. When the stepless speed change state or the stepped speed change state is selected by manual operation of the switch 44, the switching control means 50 preferentially switches the speed change mechanism 10 to the stepless speed change state or the stepped speed change state.

  FIG. 13 is a diagram showing an example of a shift operation device 90 which is a manual transmission operation device. The shift operation device 90 includes a shift lever 92 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions. For example, as shown in the engagement operation table of FIG. 2, the shift lever 92 has power in the speed change mechanism 10, that is, in the stepped speed change portion 20 so that neither the first clutch C <b> 1 nor the second clutch C <b> 2 is engaged. A parking position “P (parking)” for setting the neutral state, that is, neutral state with the transmission path cut off, and locking the output shaft 22 of the stepped transmission 20, and a reverse traveling position “R (reverse)” for reverse traveling The neutral position “N (neutral)”, the forward automatic shift travel position “D (drive)”, or the forward manual shift travel position “M (manual)”, which is a neutral state where the power transmission path in the speed change mechanism 10 is interrupted. It is provided so that it can be operated manually. The shift positions shown in the “P” to “M” positions are the “P” position and the “N” position, which are non-traveling positions selected when the vehicle is not traveling, and are “R” position and “D” position. The “M” position is a traveling position selected when the vehicle is traveling. Further, the “D” position is also the fastest running position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine brake effect can be obtained.

  The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position in the longitudinal direction of the vehicle, for example, and when the shift lever 92 is operated to the “M” position, Any of the “D” range to the “L” range is changed according to the operation of the shift lever 92. 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 92 has their upshift position “+”. ”Or the downshift position“ − ”, the“ D ”range to the“ L ”range is selected. For example, the five shift ranges from the “D” range to the “L” range at the “M” position are the high speed side (the minimum gear ratio side) in the change range of the total gear ratio γT that allows automatic transmission control of the transmission mechanism 10. The speed range of the gear stage (gear stage) is limited so that there are a plurality of types of gear ranges with different total gear ratios γT, and the maximum speed side gear stage at which the stepped transmission unit 20 can change gears is different. . The shift lever 92 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. The shift operating device 90 is provided with a shift position sensor (not shown) for detecting each shift position of the shift lever 92, and electronically controls the shift position of the shift lever 92 and the number of operations at the “M” position. Output to the device 40.

  For example, when the “D” position is selected by operating the shift lever 92, automatic switching control of the shift state of the transmission mechanism 10 is executed by the switching control means 50 based on the switching map stored in advance shown in FIG. Then, the continuously variable transmission control of the power distribution mechanism 16 is executed by the hybrid control unit 52, and the automatic transmission control of the stepped transmission unit 20 is executed by the stepped transmission control unit 54. For example, when the speed change mechanism 10 is switched to the stepped speed change state, the speed change mechanism 10 is automatically controlled in the range of the first to fifth speed gears as shown in FIG. When the mechanism 10 is switched to the continuously variable transmission state, the speed change mechanism 10 is connected to the continuously variable transmission ratio width of the power distribution mechanism 16 and the first to fourth gears of the stepped transmission 20. The automatic transmission control is performed within the change range of the total speed ratio γT that can be changed by the transmission mechanism 10 obtained by each gear stage that is automatically controlled within the range. This “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which automatic shift control of the transmission mechanism 10 is executed.

  Alternatively, when the “M” position is selected by operating the shift lever 92, the switching control means 50, the hybrid control means 52, and the stepped gear are set so as not to exceed the maximum speed side shift speed or gear ratio of the shift range. The shift control means 54 performs automatic shift control within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10. For example, when the transmission mechanism 10 is switched to the stepped transmission state, the transmission mechanism 10 is automatically controlled to shift within the range of the total transmission ratio γT at which the transmission mechanism 10 can shift in each shift range, or the transmission mechanism 10 During continuously variable speed driving that can be switched to a continuously variable speed state, the speed change mechanism 10 automatically operates within the range of the stepless speed ratio range of the power distribution mechanism 16 and the shift speed range of the stepped speed changer 20 corresponding to each speed range. Automatic shift control is performed within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10 obtained by each gear stage subjected to shift control. This “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which manual shift control of the transmission mechanism 10 is executed.

Returning to FIG. 7, the fuel cut control means 78 performs predetermined deceleration driving in which the required driving force-related value of any one of the accelerator opening Acc, the throttle opening θ _th , the fuel injection amount, etc. is zero during vehicle traveling. When the fuel cut condition such as continuing for more than the time is satisfied, the fuel supply to the engine 8 is cut off and the engine 8 is stopped. The engine 8 is start-controlled by the hybrid control means 52.

  The continuously variable speed travel determining means 80 determines whether or not the continuously variable speed travel of the vehicle has been selected based on the output of the switching control means 50 or the selection operation of the continuously variable speed state by the switch 44. The engine fuel consumption map storage means 82 stores, for example, an engine fuel consumption map shown in FIG. 14 in advance. This engine fuel consumption map is a relationship experimentally obtained in advance, and is an isofuel consumption curve L1 indicated by a contour line by a solid line, which is set in the two-dimensional coordinates of the engine rotation speed axis AX1 and the engine output torque axis AX2. And an optimal fuel consumption curve L2 indicated by a broken line and an equal horsepower curve L3 indicated by a one-dot chain line curve. The optimum fuel consumption curve L2 indicates better fuel consumption at the center, and the equal horsepower curve L3 indicates higher horsepower at the higher engine rotation side. Further, the motor efficiency map storage means 84 stores in advance, for example, an efficiency map of the first motor M1 shown in FIG. 15 and an efficiency map of the second motor M2 shown in FIG. 16, for example. The efficiency map of the first motor M1 and the efficiency map of the second motor M2 include an efficiency curve L4 indicated by a solid contour line in the two-dimensional coordinates of the rotation speed axis and the output torque axis. This efficiency curve L4 shows higher efficiency toward the center.

A continuously variable speed traveling speed ratio control means (hereinafter referred to as a speed ratio control means) 86 is a continuously variable vehicle for which the differential section (the continuously variable transmission section) 11 is operated by the continuously variable speed travel determining means 80. When it is determined that the vehicle is in the variable speed running state, the stepped transmission unit is configured so that the optimum fuel consumption is obtained based on the efficiency ηM1 of the first electric motor M1, the efficiency ηM2 of the second electric motor M2, and the efficiency of the stepped transmission unit 20. The transmission gear ratio γ of 20 and the transmission gear ratio γ0 of the differential portion (continuously variable transmission portion) 11 are controlled. For example, the output shaft rotation speed of the differential section (continuously variable transmission section) 11 (the input shaft rotation speed of the stepped transmission section 20) for the purpose of preventing reverse rotation of the first electric motor M1 even during relatively high-speed steady running. ) By adjusting the gear ratio γ of the stepped transmission unit 20 so as to suppress N _IN, the gear ratio γ0 of the differential unit (continuously variable transmission unit) 11 is changed according to the gear ratio γ.

The gear ratio control means 86 determines the target engine speed N _EM for determining the target engine speed N _EM of the engine 8 based on the actual accelerator opening Acc from the engine fuel efficiency map shown in FIG. 14 stored in the engine fuel efficiency map storage means 82. a speed calculating unit 88, determines the target engine rotational speed ratio γ and the differential portion of the geared transmission unit 20 to obtain a speed N _EM (continuously variable transmission portion) 11 of the gear ratio γ0 based on the actual vehicle speed V Both transmission ratio determining means 90 are provided.

In the target engine speed calculation means 88, as shown in FIG. 14, any equal horsepower curve L3a corresponding to the output of the engine 8 for satisfying the driver's required driving force based on the actual accelerator opening Acc. Is determined from a well-known relationship, and the engine speed corresponding to the intersection point Ca between the determined equal horsepower curve L3a and the optimum fuel efficiency curve L2 is determined as the target engine speed _NEM .

In the both speed ratio determining means 90, the total speed ratio γT of the speed change mechanism 10 for obtaining the target engine speed _NEM based on the target engine speed _NEM and the actual vehicle speed V is, for example, the formula (1 ) Is determined from the relationship shown in The relationship between the rotational speed N _OUT (rpm) of the output shaft 22 of the stepped transmission unit 20 and the vehicle speed V (km / h) is such that the speed ratio of the final reduction gear 36 is γf and the radius of the wheel 38 is r. Then, there is a relationship shown in Formula 2. Next, the gear ratio γ0 of the stepped transmission unit 20 and the gear ratio γ0 of the differential unit (continuously variable transmission unit) 11 for obtaining the total gear ratio γT (= γ × γ0) of the transmission mechanism 10 are expressed by the equation (1 ), (2), (3), and (4) are determined so that the transmission efficiency of the entire transmission mechanism 10 is maximized.

That is, first, because the range of variation of the speed ratio γ0 of the differential portion (continuously-variable transmission portion) 11 is zero to 1, than the target engine rotational speed N _EM at the time when the speed ratio γ0 is assumed to be 1 speed ratio candidate value γa of geared transmission unit 20 which can generate a large engine speed N _E, .gamma.b etc., for example, formula (1) and (2) the engine speed N _E as shown and relationship between the vehicle speed V Are set based on the actual vehicle speed V. Next, for example, based on the total speed ratio γT and the speed ratio candidate values γa and γb for obtaining the target engine speed N _EM from the relationship shown in the equation (3), the vehicle fuel is determined for each speed ratio candidate value γa and γb. A consumption ratio Mfce is calculated, a transmission ratio candidate value at which the vehicle fuel consumption is minimized is determined as a transmission ratio γ of the stepped transmission unit 20, and the transmission ratio γ and the target engine speed N _EM are obtained. From the total speed ratio γT, the speed ratio γ0 of the differential section (continuously variable speed section) 11 is determined.

In Equation (3), Fce is the fuel consumption rate, PL is the instantaneous required power, ηele is the efficiency of the electrical system, ηCVT is the transmission efficiency of the differential unit 11, k1 is the transmission ratio of the electrical path of the differential unit 11, k2 Is the transmission ratio of the mechanical path of the differential section 11, and ηgi is the transmission efficiency of the stepped transmission section 20. Equation (3) Efficiency ηM2 efficiency ηM1 and the second electric motor M2 of the first electric motor M1 is in each gear ratio candidate value .gamma.a, to obtain the overall speed ratio γT for obtaining the target engine speed N _EM for each γb 15 is obtained from the relationship shown in FIG. 15 and FIG. 16 on the basis of the rotational speed determined for each of the transmission ratio candidates γ0a and γ0b of the differential section 11 and the output torque required for each electric motor to generate the required driving force. It is done. In addition, k1 is usually a value near 0.1 and k2 is usually a value near 0.9, but since it is a function of the required output, it is changed according to the required output. Further, the transmission efficiency ηgi of the stepped transmission unit 20 is a function of the transmission torque Ti, the rotational speed Ni of the rotating member, and the oil temperature H, which are different for each gear stage i, for example, as shown in equation (4). For convenience, constant values are used for the fuel consumption rate Fce, the instantaneous required power PL, the electric system efficiency ηele, and the transmission efficiency ηCVT of the differential section 11. Further, a constant value may be used for the transmission efficiency ηgi and the like of the stepped transmission unit 20 as long as the practical accuracy is not affected.

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

  The gear ratio control means 86 is configured so that the gear ratio γ of the stepped transmission unit 20 and the gear ratio γ0 of the differential unit (continuously variable transmission unit) 11 determined as described above are respectively used as gear ratios in continuously variable transmission. The stepped shift control means 54 and the hybrid control means 52 are commanded so as to be realized.

However, when it is determined by the continuously variable speed travel determining means 80 that the speed is not continuously variable speed travel, that is, when it is determined that the speed is variable speed travel, the speed ratio control means 86 is stored in the shift diagram storage means 56. For example, the stepped shift control means 54 is caused to perform shift control using the stored stepped shift diagram shown in FIG. In the shift diagram of the entire stepped shown in FIG. 17, shift line as in other words, as the operating point of the engine is close to the optimum fuel consumption point engine speed N _E becomes closer to the target engine rotational speed N _EM As a result, when the differential section (continuously variable transmission section) 11 is non-differential, the shift line is set on the low vehicle speed side so as to upshift earlier. Yes. Note that this instead of using the shift diagram of FIG. 17, the speed change of the engine fuel consumption target engine obtained from the map rotation speed N _EM of the most engine rotational speed N geared transmission unit 20 _{that E} can be made closer to 14 The speed, that is, the gear ratio γ may be obtained.

  FIG. 18 is a flowchart for explaining the main part of the control operation of the electronic control unit 40, that is, the gear ratio control operation at the time of continuously variable speed travel, and is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds. The FIG. 19 is a flowchart for explaining the gear ratio calculation routine of FIG.

  In FIG. 18, in step (hereinafter, step is omitted) S1 corresponding to the continuously variable speed travel determining means 80, whether or not the vehicle is in a continuously variable speed travel state is determined by the output of the switching control means 50 or the switch 44. It is determined based on the selection operation. If the determination in S1 is affirmative, the engine fuel consumption map of FIG. 14 stored in advance in the engine fuel consumption map storage means 82 is read in S2, and FIG. 15 stored in advance in the motor efficiency map storage means 84 in S3. The efficiency map of the first motor M1 is read, and in S4, the efficiency map of the second motor M2 of FIG. 15 stored in advance in the motor efficiency map storage means 84 is read. Next, a gear ratio calculation routine in S5 and a gear ratio control output in S6 corresponding to the continuously variable speed traveling gear ratio control means 86 are executed.

In FIG. 19 showing the gear ratio calculation routine of S5, after the actual vehicle speed V and throttle opening Acc are read in S51, S52 and S53 corresponding to the target engine speed calculation means 88 are executed. In S52, any equal horsepower curve L3a corresponding to the output of the engine 8 for satisfying the driver's required driving force is determined based on the actual accelerator opening Acc from the equal horsepower curve L3 shown in FIG. The determined equal horsepower curve L3a indicates the target engine output for satisfying the driver's required driving force. Next, in S53, in the relationship shown in FIG. 14, the engine speed corresponding to the intersection Ca between the determined equal horsepower curve L3a and the optimum fuel efficiency curve L2 is determined as the target engine speed _NEM . Next, in S54 corresponding to the both speed ratio determining means 90, the total speed ratio γT of the speed change mechanism 10 for obtaining the target engine speed _NEM based on the target engine speed _NEM and the actual vehicle speed V. Is determined from, for example, the relationship shown in equation (1), and the gear ratio γ of the stepped transmission unit 20 and the differential unit (continuously variable transmission) for obtaining the total gear ratio γT (= γ × γ0) of the transmission mechanism 10. Part) 11 is determined so as to maximize the transmission efficiency of the entire speed change mechanism 10 from the equations (1), (2), (3), and (4).

  Returning to FIG. 18, in step S6, the stepped speed change is performed so that the speed ratio γ of the stepped speed change unit 20 determined as described above and the speed change ratio γ0 of the differential unit (stepless speed change unit) 11 are obtained. A command is issued to the control means 54 and the hybrid control means 52, and the gear ratio is controlled.

If the determination in S1 is negative, in S7, the engine fuel consumption map of FIG. 14 stored in advance in the engine fuel consumption map storage means 82 is read in the same manner as in S2. Next, in S8, the gear stage of the stepped transmission unit 20, that is, the gear ratio γ that can bring the engine speed N _E closest to the target engine speed N _EM obtained from the engine fuel consumption map, is the fuel efficiency optimum existence. It is determined as a step shift stage or a fuel efficiency optimum stepped gear ratio. In step S6, the stepped transmission control means 54 is controlled so that the speed ratio γ of the stepped transmission unit 20 determined as the fuel efficiency optimal stepped transmission ratio is obtained.

  As described above, according to this embodiment, in the continuously variable speed running state in which the differential unit (continuously variable transmission unit) 11 is operated continuously variablely, the transmission ratio of the stepped transmission unit 20 is changed by the transmission ratio control means 86. Since the ratio γ and the gear ratio γ0 of the differential unit (continuously variable transmission unit) 11 are controlled so as to obtain the optimum fuel consumption, the optimum fuel consumption of the vehicle is compared with the case where the gear ratio is controlled individually. Is obtained. For example, the gear ratio γ of the stepped transmission unit 20 is controlled so that the reverse rotation of the first electric motor M1 in the differential unit (stepless transmission unit) 11 as shown in FIG. As a result, the optimum fuel consumption can be obtained for the entire vehicle.

  Further, according to the present embodiment, in the continuously variable transmission control mode in which the differential section (continuously variable transmission section) 11 is operated with a continuously variable transmission, the transmission ratio control means 86 responds to the transmission ratio γ of the stepped transmission section 20. Since the transmission gear ratio γ0 of the differential unit (continuously variable transmission unit) 11 is changed, the transmission of the stepped transmission unit 20 and the differential unit (continuously variable transmission unit) 11 is changed so as to achieve high transmission efficiency as a whole vehicle. Since the ratio is controlled, the stepped gear ratio 20 is set so that the reverse rotation of the first motor M1 does not occur in the differential section (stepless transmission section) 11 as shown in FIG. When the gear ratio γ is controlled, in response thereto, the gear ratio γ0 of the differential section (continuously variable transmission section) 11 is changed so that the total gear ratio γT does not change. It will be obtained.

  Further, according to the present embodiment, the gear ratio control means 86 is based on the efficiency ηM1 of the first electric motor M1 and the efficiency ηM2 of the second electric motor M2 of the differential section (continuously variable transmission section) 11. In this case, the efficiency ηM1 of the first electric motor M1 and the efficiency ηM2 of the second electric motor M2 are taken into account. Thus, since the transmission gear ratio γ of the stepped transmission unit 20 and the transmission gear ratio γ0 of the differential unit (stepless transmission unit) 11 are controlled, higher transmission efficiency can be obtained.

Further, according to the present embodiment, the gear ratio control means 86 adjusts the gear ratio γ of the stepped transmission unit 20 to change the output shaft rotational speed N _IN of the differential unit (stepless transmission unit) 11. Therefore, for example, the gear ratio of the stepped transmission unit 20 is set so that the reverse rotation of the first electric motor M1 does not occur in the differential unit (stepless transmission unit) 11 as shown in FIG. By controlling γ, the optimum fuel consumption can be obtained for the entire vehicle.

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

  FIG. 20 is a skeleton diagram illustrating the configuration of the speed change mechanism 70 according to another embodiment of the present invention, and FIG. 21 is a view showing the relationship between the gear position of the speed change mechanism 70 and the engagement combination of the hydraulic friction engagement device. FIG. 22 is a collinear diagram illustrating the speed change operation of the speed change mechanism 70.

  The speed change mechanism 70 is similar to the speed change mechanism 10 of the above-described embodiment, and includes the differential unit 11 including the first electric motor M1, the power distribution mechanism 16, and the second electric motor M2, the differential unit 11 and the output shaft 22. And a forward three-stage stepped transmission 72 that is connected in series via the transmission member 18. The power distribution mechanism 16 includes, for example, a single pinion type first planetary gear unit 24 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The stepped transmission unit 72 includes a single pinion type second planetary gear unit 26 having a predetermined gear ratio ρ2 of about “0.532”, for example, and a single pinion having a predetermined gear ratio ρ3 of about “0.418”, for example. And a third planetary gear device 28 of the type. The second sun gear S2 of the second planetary gear unit 26 and the third sun gear S3 of the third planetary gear unit 28 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2. The second carrier CA2 of the second planetary gear device 26 and the third ring gear R3 of the third planetary gear device 28 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1. The second ring gear R2 is selectively connected to the transmission member 18 via the first clutch C1, and the third carrier CA3 is selectively connected to the case 12 via the second brake B2.

In the speed change mechanism 70 configured as described above, for example, as shown in the engagement operation table of FIG. 21, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes approximately in a ratio is obtained for each gear stage. ing. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, the transmission mechanism 70 operates as a stepped transmission with the differential unit 11 and the stepped transmission unit 72 that are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0. A stepless speed change state is configured, and the differential part 11 and the stepped speed change part 72, which are brought into a continuously variable speed state by disengaging neither the switching clutch C0 or the switching brake B0, serve as an electric continuously variable transmission. A continuously variable transmission state that operates is configured. In other words, the speed change mechanism 70 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and is disabled by not operating the switching clutch C0 and the switching brake B0. It is switched to the step shifting state.

  For example, when the speed change mechanism 70 functions as a stepped transmission, as shown in FIG. 21, the gear ratio γ1 is set to a maximum value, for example, “1” due to the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. A first gear that is approximately 2.804 "is established, and the gear ratio γ2 is smaller than that of the first gear by engaging the switching clutch C0, the first clutch C1, and the first brake B1, for example,“ The second speed gear stage of about 1.531 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, for example," For example, a third speed gear stage of about 1.000 "is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to engagement of the first clutch C1, the second clutch C2, and the switching brake B0. Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when transmission mechanism 70 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 21 are released. Accordingly, the differential unit 11 functions as a continuously variable transmission, and the stepped transmission unit 72 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, second speed, The rotation speed input to the stepped transmission 72, that is, the rotation speed of the transmission member 18 is changed steplessly for each of the third gear stages, and each gear stage has a stepless speed ratio width. . Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio γT of the transmission mechanism 70 as a whole can be obtained continuously.

  FIG. 22 is a diagram illustrating a transmission mechanism 70 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and a stepped transmission unit 72 that functions as a stepped transmission unit or a second transmission unit. The collinear chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs is shown. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

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

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

  The speed change mechanism 70 of the present embodiment also includes a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and a stepped transmission unit 72 that functions as a stepped transmission unit or a second transmission unit. Therefore, the same effect as the above-described embodiment can be obtained.

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

  For example, ηgi does not necessarily have to be provided on the right side of Equation (3) in the above-described embodiment.

  Further, the transmission mechanisms 10 and 70 of the above-described embodiment have the continuously variable transmission state that functions as an electrical continuously variable transmission by switching the differential unit 11 between the differential state and the non-differential state. Although it was configured to be able to switch to a stepped transmission state that functions as a stepped transmission, switching between the continuously variable transmission state and the stepped transmission state is switched between the differential state and the non-differential state of the differential unit 11. For example, even if the differential unit 11 is in the differential state, the speed ratio of the differential unit 11 may be changed stepwise instead of continuously so as to function as a stepped transmission. In other words, the differential state / non-differential state of the transmission mechanisms 10 and 70 (differential unit 11) and the continuously variable transmission state / stepped transmission state are not necessarily in a one-to-one relationship. 10 and 70 are not necessarily configured to be switchable between a continuously variable transmission state and a stepped transmission state, and the transmission mechanisms 10 and 70 (the differential unit 11 and the power distribution mechanism 16) are in a differential state and a non-differential state. The present invention can be applied if it can be switched to a state.

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

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

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

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

  Further, in the transmission mechanisms 10 and 70 of the above-described embodiment, the switching clutch C0 is engaged when the neutral "N" is set, but it is not always necessary to be engaged.

  In the above-described embodiment, the stepped transmission units 20 and 72 are interposed in the power transmission path between the differential member 11, that is, the transmission member 18 that is an output member of the power distribution mechanism 16 and the drive wheel 38. However, other types of power transmission devices such as a continuously variable transmission (CVT), which is a kind of automatic transmission, may be provided. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear positions in the stepped transmission, and the stepped transmission units 20 and 72 are used using the plurality of fixed gear ratios. May be executed. Alternatively, the present invention can be applied even if the stepped transmission units 20 and 72 are not necessarily provided.

  In the above-described embodiment, the stepped transmission units 20 and 72 are connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14 and the counter shaft The stepped transmission units 20 and 72 may be arranged concentrically with each other. In this case, the differential unit 11 and the stepped transmission units 20 and 72 can transmit power via, for example, a pair of transmission members including a counter gear pair as a transmission member 18 and a sprocket and a chain. Connected.

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

  In the above-described embodiment, the shift range is set by operating the shift lever 92 to the “M” position. However, the shift speed is set, that is, the highest speed shift speed of each shift range is set. It may be set as a gear position. In this case, in the stepped transmission units 20 and 72, the shift stage is switched and the shift is executed. For example, when the shift lever 92 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the stepped transmission unit 20 can select any of the first to fourth gear positions. Is set according to the operation of the shift lever 92.

  In addition, the switch 44 of the above-described embodiment is a seesaw type switch. For example, a push button type switch, two push button type switches that can be held only alternatively, a lever type switch, Any switch that can selectively switch between at least continuously variable speed travel (differential state) and stepped speed variable travel (non-differential state), such as a slide switch. In addition, when the switch 44 is provided with a neutral position, a switch capable of selecting whether the selection state of the switch 44 is valid or invalid, that is, equivalent to the neutral position, may be provided separately from the switch 44 instead of the neutral position.

  Further, the shift state area changing means 86 provided in the switching control means 50 of the above-described embodiment is based on the selection state of the switch 44, for example, a stepped shift control area as shown in the switching diagram of FIG. In the shift control area, all of one area is changed to the other area, but a part of one area may be changed to the other area. Taking FIG. 8 as an example, the determination vehicle speed V1 or the determination output torque T1 is changed so that the region for switching to the shift state selected based on the selection state in the switch 44 is expanded, and the boundary line indicated by the broken line Is moved.

  Further, in FIG. 8 of the above-described embodiment, the stepless speed change control region and the stepped speed change control region are stored in order to switch the speed change state of the speed change mechanism 10, but basically the whole of FIG. In this case, the shift state changing unit 86 changes the whole or a part of FIG. 8 to the stepped control region only when the stepped variable speed travel is selected by the user's operation. In other words, the basic may be stored in advance as a continuously variable transmission state, that is, a continuously variable transmission, and the switching control means 50 may be switched to a continuously variable transmission state only when a stepped variable traveling is selected by a user operation. As a result, the user can select step-variable travel and continuously variable-speed travel only by selecting step-variable travel. In this case, the switch 44 only needs to be able to select at least step-variable travel.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 6 is a collinear diagram illustrating the relative rotational speed of each gear when the drive device for the hybrid vehicle of the embodiment of FIG. FIG. 6 is a diagram illustrating an example of a state of a differential unit (power distribution mechanism) when switched to a continuously variable transmission state (differential state), corresponding to the differential unit of the collinear diagram of FIG. 3. It is. FIG. 6 is a diagram showing a state of a differential portion (power distribution mechanism) when the gear is switched to a constant speed change state (non-differential state, stepped speed change state) by engagement of a switching clutch C0. It is a figure equivalent to the differential part of a diagram. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. Pre-stored shift map of the stepped transmission unit, which is based on the same two-dimensional coordinates using the vehicle speed and output torque as parameters, and a shift determination state of the shift mechanism in advance. It is a figure which shows the relationship with the memorize | stored switching diagram. Driving force source switching indicating a prestored relationship having a boundary line between the engine traveling region and the motor traveling region for switching between the engine traveling and the motor traveling configured by two-dimensional coordinates using the vehicle speed and the output torque as parameters. It is an example of a diagram. FIG. 9 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 8. It is also a conceptual diagram. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. It is a figure which shows the seesaw type switch which is an example of the gear-change state manual selection apparatus operated in order to select a continuously variable transmission state and a step-variable transmission state. It is an example of the shift operation device provided with the shift lever operated in order to select a plurality of kinds of shift positions. It is a figure which shows an example of the optimal fuel consumption map memorize | stored beforehand used in order to calculate target engine speed _NEM . It is a figure which shows an example of the optimal fuel consumption map memorize | stored previously in order to calculate the efficiency (eta) M1 of the 1st electric motor M1 when calculating the fuel consumption of a vehicle. It is a figure which shows an example of the optimal fuel consumption map memorize | stored previously in order to calculate the efficiency (eta) M2 of the 2nd electric motor M2 when calculating the fuel consumption of a vehicle. It is a figure which shows the shift diagram used for stepped transmission control when a differential part (continuously variable transmission part) is not a continuously variable transmission state. FIG. 8 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 7, that is, a gear ratio change control operation of the stepped transmission unit during deceleration traveling. It is a flowchart explaining in detail the control operation of the gear ratio calculation routine of FIG. FIG. 3 is a skeleton diagram illustrating a configuration of a drive device for a hybrid vehicle according to another embodiment of the present invention, corresponding to FIG. 1. FIG. 22 is an operation chart for explaining the relationship between the speed change operation and the operation of the hydraulic friction engagement device used therefor when the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 3 is a diagram corresponding to FIG. 2. FIG. 17 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the hybrid vehicle drive device of the embodiment of FIG.

Explanation of symbols

8: Engine 10, 70: Transmission mechanism (drive device)
11: Differential part (continuously variable transmission part)
12: Transmission case (non-rotating member)
16: Power distribution mechanism (differential gear unit)
18: Transmission member (output shaft)
20, 72: Stepped automatic transmission (stepped transmission)
38: drive wheel 80: continuously variable speed travel determining means 86: continuously variable speed travel speed ratio control means 88: target engine speed calculating means 90: both speed ratio determining means C0: clutch (switching device)
M1: first electric motor M2: second electric motor

Claims (20)

Of the three elements, the first element is connected to the first electric motor, the second element is connected to the prime mover, the third element is a differential gear device connected to the output shaft, and the output shaft and the drive wheel. A continuously variable transmission that includes a second electric motor that is operatively connected to a power transmission path therebetween and that is electrically continuously variable speed-operated; and a stepped gear that is provided in the power transmission path and is stepped Control the gear ratio of the stepped transmission section and the gear ratio of the continuously variable transmission section so that optimum fuel efficiency can be obtained in a continuously variable running state where the continuously variable transmission section and the continuously variable transmission section are operated continuously variablely. A vehicle drive device control device comprising:
The speed ratio control means determines a target engine speed based on a driving force-related value from a previously stored relationship , and calculates a total speed ratio for obtaining the target engine speed from the target engine speed and the vehicle speed. And determining the gear ratio of the stepped transmission unit and the gear ratio of the continuously variable transmission unit to obtain the total gear ratio based on the efficiency of the first motor and the efficiency of the second motor of the continuously variable transmission unit. Control of a vehicle drive device characterized in that the transmission ratio of the stepped transmission unit and the transmission ratio of the continuously variable transmission unit are controlled by determining the transmission efficiency of the entire transmission mechanism to be maximum. apparatus. Of the three elements, the first element is connected to the first electric motor, the second element is connected to the prime mover, the third element is a differential gear device connected to the output shaft, and the output shaft and the drive wheel. A continuously variable transmission that includes a second electric motor that is operatively connected to a power transmission path therebetween, and is configured to be electrically continuously variable, and a variable speed ratio of the continuously variable transmission is continuously changed. A switching device for switching between a stepped shift state and a stepped shift state with a fixed gear ratio, a stepped transmission unit provided in the power transmission path for stepped shifting, and the continuously variable transmission unit are continuously variable. A vehicle drive device comprising: a gear ratio control unit configured to control a gear ratio of the stepped transmission unit and a gear ratio of the continuously variable transmission unit so as to obtain an optimum fuel consumption in a continuously variable driving state in which a gear shift operation is performed. A control device,
The gear ratio control means performs a gear shift at a different shift point in the stepped variable speed traveling state by switching of the switching device as compared with the continuously variable speed variable traveling state. .   The gear ratio control means changes the gear ratio of the continuously variable transmission unit according to the gear ratio of the stepped transmission unit in a continuously variable transmission state in which the continuously variable transmission unit is operated continuously variable. The control device for a vehicle drive device according to claim 1 or 2. The gear ratio control means controls the gear ratio of the stepped transmission unit and the gear ratio of the continuously variable transmission unit based on the efficiency of the first motor and the efficiency of the second motor of the continuously variable transmission unit. The control device for a vehicle drive device according to claim 2 .   The vehicle drive device according to any one of claims 1 to 3, wherein the speed ratio control means changes the output shaft rotation speed of the continuously variable transmission section by adjusting a speed ratio of the stepped transmission section. Control device. A switching device for switching the continuously variable transmission portion between a continuously variable transmission state in which a transmission gear ratio is continuously changed and a stepped transmission state in which the transmission gear ratio is fixed;
Continuously variable speed travel determining means for determining that the continuously variable transmission unit has been switched to the continuously variable transmission state by the switching device;
The gear ratio control means optimizes the gear ratio of the stepped transmission section and the gear ratio of the continuously variable transmission section when it is determined by the continuously variable speed travel determination means that the gear is changed to the continuously variable transmission state. The control device for a vehicle drive device according to any one of claims 1 to 3, wherein control is performed so as to obtain fuel consumption. A differential gear device that distributes the output of the prime mover to the first electric motor and the output shaft, a continuously variable transmission having a second electric motor coupled to the drive wheels so as to be able to transmit power, and the output shaft and the drive wheels of the prime mover A stepped transmission unit provided in a power transmission path between the stepped transmission unit and a stepless transmission unit in which the stepless transmission unit is operated continuously variablely. A control device for a vehicle drive device, comprising: a gear ratio control means for controlling the gear ratio of the continuously variable transmission unit so as to obtain an optimum fuel consumption,
The speed ratio control means determines a target engine speed based on a driving force-related value from a previously stored relationship , and calculates a total speed ratio for obtaining the target engine speed from the target engine speed and the vehicle speed. And determining the gear ratio of the stepped transmission unit and the gear ratio of the continuously variable transmission unit to obtain the total gear ratio based on the efficiency of the first motor and the efficiency of the second motor of the continuously variable transmission unit. Control of a vehicle drive device characterized in that the transmission ratio of the stepped transmission unit and the transmission ratio of the continuously variable transmission unit are controlled by determining the transmission efficiency of the entire transmission mechanism to be maximum. apparatus. A continuously variable transmission unit having a differential gear device that distributes the output of the prime mover to the first motor and the output shaft, a second motor connected to the drive wheels so as to be able to transmit power, and the transmission ratio of the continuously variable transmission unit is A switching device for switching between a continuously variable transmission state that is continuously changed and a stepped transmission state in which the transmission gear ratio is fixed, and a stepped device provided in a power transmission path between the output shaft of the prime mover and the drive wheels. In the continuously variable transmission state in which the stepped transmission unit to be shifted and the continuously variable transmission unit are operated to be continuously variable, the optimum fuel efficiency is obtained by changing the transmission ratio of the stepped transmission unit and the transmission ratio of the continuously variable transmission unit. A control device for a vehicle drive device comprising a gear ratio control means for controlling so as to be obtained,
The gear ratio control means performs a gear shift at a different shift point in the stepped variable speed traveling state by switching of the switching device as compared with the continuously variable speed variable traveling state. .   The gear ratio control means changes the gear ratio of the continuously variable transmission unit according to the gear ratio of the stepped transmission unit in a continuously variable transmission state in which the continuously variable transmission unit is operated continuously variable. The control device for a vehicle drive device according to claim 7 or 8. The gear ratio control means controls the gear ratio of the stepped transmission unit and the gear ratio of the continuously variable transmission unit based on the efficiency of the first motor and the efficiency of the second motor of the continuously variable transmission unit. The control device for a vehicle drive device according to claim 8 .   The vehicle drive device according to any one of claims 7 to 9, wherein the gear ratio control means changes the output shaft rotational speed of the continuously variable transmission unit by adjusting a gear ratio of the stepped transmission unit. Control device. A switching device for switching the continuously variable transmission portion between a continuously variable transmission state in which a transmission gear ratio is continuously changed and a stepped transmission state in which the transmission gear ratio is fixed;
Continuously variable speed travel determining means for determining that the continuously variable transmission unit has been switched to the continuously variable transmission state by the switching device;
The gear ratio control means optimizes the gear ratio of the stepped transmission section and the gear ratio of the continuously variable transmission section when it is determined by the continuously variable speed travel determination means that the gear is changed to the continuously variable transmission state. The control device for a vehicle drive device according to any one of claims 7 to 9, wherein control is performed so that fuel consumption is obtained. Based on the vehicle speed and the driving force related value from the relationship stored in advance, an engine travel region that travels using the engine as a drive source and a motor travel region that travels using the second electric motor as a drive source are selected,
The gear ratio control means, in the engine drive region, claim 1,2,7,8 is what determines the gear stage of the geared transmission unit and a vehicle speed and the drive-force-related value as a parameter 1 is a control device for a vehicle drive device. The control device for a vehicle drive device according to claim 13 , wherein the driving force related value is an output torque of the stepped transmission unit. The control device for a vehicle drive device according to claim 13 , wherein the driving force related value is a torque of the engine. 14. The control device for a vehicle drive device according to claim 13 , wherein the driving force related value is an accelerator opening or a throttle opening.   The vehicle drive device according to any one of claims 1, 2, 7, and 8, wherein the transmission ratio control means determines a transmission ratio of the continuously variable transmission unit based on transmission efficiency of the stepped transmission unit. Control device.   The vehicle according to any one of claims 1, 2, 7, and 8, wherein the speed ratio control means determines a speed ratio of the continuously variable transmission section based on a transmission ratio of an electric path of the continuously variable transmission section. Drive device controller.   9. The gear ratio control device according to claim 1, wherein the gear ratio control means determines a gear ratio of the continuously variable transmission unit based on a transmission ratio of a mechanical path of the continuously variable transmission unit. A control device for a vehicle drive device.   The gear ratio control means executes the gear shifting of the stepped transmission portion on the low vehicle speed side in the stepped variable speed traveling state by switching of the switching device compared to the continuously variable speed traveling state. The control device for a vehicle drive device according to claim 2 or 8.

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