JP2010126094A - Apparatus for controlling power transmission device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission device for a vehicle equipped with an electric differential part whose differential state is electrically controlled and a shift unit configuring part of a power transmission path, and to provide an apparatus for controlling the power transmission device for the vehicle for suitably suppressing a shift shock in the case of the shift of the shift unit. <P>SOLUTION: A target rotational speed setting means 88 sets a target rotational speed N<SB>E</SB>* on the basis of an engine rotational speed N<SB>E</SB>during the shift of an automatic shift unit 20. The engine target rotational speed N<SB>E</SB>* is set according to an actual engine rotational speed N<SB>E</SB>so that deviation α between the actual rotational speed N<SB>E</SB>of an engine 8 and the engine target rotational speed N<SB>E</SB>* can be prevented from varying. Thus, it is possible to suppress a shift shock in shift according as the torque ripple of a first motor M1 is suppressed in the case of controlling an engine rotational speed by the first motor M1. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an electric differential unit in which the differential state of the differential mechanism is electrically controlled, and a transmission unit that forms a part of a power transmission path between the electric differential unit and a drive wheel. In particular, the present invention relates to a shift control of a transmission unit.

  The differential state between the rotational speed of the input shaft connected to the engine of the differential mechanism and the rotational speed of the output shaft is controlled by controlling the operating state of the engine that functions as a drive source and the electric motor. 2. Description of the Related Art A control device for a vehicle power transmission device that includes an electric differential unit and a transmission unit that forms a power transmission path between an output shaft and a drive wheel is well known. For example, the control device for a vehicle drive device of Patent Document 1 is an example. In Patent Literature 1, the first engine speed is changed so that the engine rotational speed changes toward the engine target rotational speed after the speed change of the speed change portion at the time of so-called simultaneous speed change in which the electric differential portion and the speed change portion are simultaneously executed. A technique for controlling an electric motor is disclosed. Specifically, a technique for controlling the engine rotational speed by feedback controlling the reaction torque of the first electric motor according to the amount of separation between the actual engine rotational speed and the engine target rotational speed is disclosed.

JP 2008-155718 A No. 7-684 JP 2003-247640 A

  By the way, when the inertia phase is started in the transmission unit, the rotational speed of the output shaft of the electric differential unit changes abruptly. Therefore, the actual engine speed and the target engine speed are affected by the inertia torque of each rotating element. The amount of deviation (the amount of deviation) may increase. In order to correct the divergence amount (deviation amount), the input torque input to the transmission unit may vary as the torque variation due to feedback control of the first motor increases, and a shift shock may occur.

  Also, in a transient state when the accelerator is depressed (especially when traveling at high altitude, etc.), the engine torque error may become very large, resulting in a deviation from the reaction torque of the first motor. The deviation amount (deviation amount) may become large. Similarly, at this time, since the deviation amount (deviation amount) is corrected, the torque fluctuation of the first motor due to the feedback control becomes large, and there is a possibility that a shift shock may occur. Since the above two problems are not known, no method for solving the above problems has been found.

  The present invention has been made against the background of the above circumstances, and its object is to provide an electric differential unit in which the differential state of the differential mechanism is electrically controlled, and its electric differential. In a control device for a hybrid type vehicle power transmission device that includes a speed change portion that constitutes a part of a power transmission path between a drive portion and a drive wheel, it is possible to suitably suppress a speed change shock when shifting the speed change portion. It is providing the control apparatus of the power transmission device for vehicles.

  To achieve the above object, the gist of the invention according to claim 1 is that (a) the engine and the motor of the electric motor are controlled so as to be able to transmit power to the engine by controlling the operating state of the motor. For a vehicle having an electric differential unit that controls a differential state between the rotational speed of the input shaft and the rotational speed of the output shaft, and a transmission unit that forms part of a power transmission path from the output shaft to the drive wheels (B) engine rotational speed control means for controlling the rotational speed of the engine toward the engine target rotational speed at the time of shifting of the transmission unit, and (c) the engine target rotational speed. And (d) including a target rotational speed setting means for setting based on the engine rotational speed during the shift of the transmission unit.

  According to a second aspect of the present invention, in the control device for a vehicle power transmission device according to the first aspect, the target rotational speed setting means sets the engine target rotational speed to the engine rotational speed during the shift. The rotation speed is set at a predetermined deviation from the rotation speed.

  The gist of the invention according to claim 3 is that, in the control device for a vehicle power transmission device according to claim 2, the amount of divergence is determined at the start of the inertia phase of the transmission after the start of the inertia phase. It is set according to the difference between the engine torque and the actual engine torque.

  According to a fourth aspect of the present invention, there is provided a control device for a vehicle power transmission device according to the second or third aspect, wherein the deviation amount is set to zero before the start of the inertia phase. To do.

  According to a fifth aspect of the present invention, there is provided the control device for a vehicle power transmission device according to the first or second aspect, wherein the target rotational speed setting means is the engine before the start of the inertia phase of the transmission unit. The target rotational speed is set to an engine rotational speed at the time of shifting output.

  According to a sixth aspect of the present invention, in the control device for a vehicle power transmission device according to any one of the first to fifth aspects, the optimum fuel consumption line of the engine is set when the engine target rotational speed is set. A limit value is set in consideration of the motor rotation speed, the engine rotation speed, and the rotation speed of the rotation element of the differential mechanism.

  According to a seventh aspect of the present invention, in the control device for a vehicle power transmission device according to any one of the first to sixth aspects, the setting of the engine target rotational speed is performed during engine operation. It is characterized by that.

  The gist of the invention according to claim 8 is the control device for a vehicle power transmission device according to any one of claims 1 to 6, wherein the setting of the engine target rotational speed is performed during load operation of the engine. It is characterized by being implemented.

  According to a ninth aspect of the present invention, there is provided the control device for a vehicle power transmission device according to any one of the first to sixth aspects, wherein the setting of the engine target rotational speed is performed by controlling the rotational speed of the engine. It is implemented in the inside.

  According to the control device for a vehicle power transmission device of the first aspect of the invention, the target rotation speed setting means sets the engine target rotation speed based on the engine rotation speed during the shift of the transmission unit. . In this way, for example, by setting the engine target rotational speed in accordance with the actual engine rotational speed so that the deviation amount between the actual engine rotational speed and the engine target rotational speed does not fluctuate, As the torque fluctuation of the motor is suppressed during engine rotation speed control, it is possible to suppress a shift shock at the time of shifting. In other words, it is not affected by the rotational speed change of the output shaft of the electric differential unit during the inertia phase of the transmission unit or the engine torque error that occurs during the shift transition period. The shift shock can be suppressed.

  According to the control device for a vehicle power transmission device of the invention according to claim 2, the target rotational speed setting means rotates the engine target rotational speed separated from the engine rotational speed during shifting by a predetermined deviation amount. As the speed is set, the amount of deviation between the actual engine speed and the target speed due to the change in the speed of the output shaft of the electric differential unit during the inertia phase can be suppressed. Torque fluctuations during control can be suppressed. Therefore, the torque fluctuation of the input torque input to the input shaft of the transmission unit is suppressed, and the shift shock during the shift is suppressed.

  According to the control device for a vehicle power transmission device according to the third aspect of the present invention, after the inertia phase is started, the deviation amount is calculated as follows: the engine torque at the start of the inertia phase of the transmission unit and the actual engine torque. Is set according to the difference between the two. In this way, for example, if the deviation amount is set large in the low engine torque state, the engine power is used for increasing the rotational speed, so that the input torque transmitted to the transmission unit decreases and is drawn into the driver. Although there is a possibility of giving a feeling, by setting the deviation amount according to the engine torque, it is possible to suppress a decrease in the input torque to the transmission unit, and it is possible to suppress the feeling of being drawn to the driver.

  Further, according to the control device for a vehicle power transmission device of a fourth aspect of the present invention, the deviation amount is set to zero before the start of the inertia phase, so that a change in the rotational speed of the motor before the start of the inertia phase is suppressed. Thus, torque fluctuations due to inertia torque associated with changes in the rotational speed of the motor can be suppressed.

  Further, according to the control device for a vehicle power transmission device of the invention according to claim 5, the target rotation speed setting means uses the engine target rotation speed before the inertia phase of the transmission unit as the engine rotation at the time of shifting output. Since the speed is set, the change in the rotation speed of the motor before the start of the inertia phase is suppressed, and the torque fluctuation due to the inertia torque accompanying the change in the rotation speed of the motor can be suppressed.

  According to the control device for a vehicle power transmission device of the invention according to claim 6, when setting the engine target rotational speed, the optimal fuel consumption line of the engine, the motor rotational speed, the engine rotational speed, the differential mechanism Because limit values are set in consideration of the rotational speed of the rotating elements, fuel consumption decreases due to the engine operating state greatly deviating from the optimal fuel consumption line, durability decreases due to higher motor rotation, durability due to higher engine rotation Deterioration of durability due to a decrease in performance and an increase in the rotation speed of the rotating element of the differential mechanism is prevented.

  According to the control device for a vehicle power transmission device of the invention according to claim 7, since the setting of the engine target rotation speed is performed during engine operation, engine rotation speed control is performed by the electric motor during engine operation. It becomes possible.

  According to the control device for a vehicle power transmission device of the invention according to claim 8, since the setting of the engine target rotational speed is performed during the load operation of the engine, the engine by the electric motor during the engine load operation. Rotational speed control can be performed.

  According to the control device for a vehicle power transmission device of the invention according to claim 9, since the setting of the engine target rotation speed is performed during the rotation speed control of the engine, the torque fluctuation of the electric motor is suppressed. be able to.

  Preferably, the differential mechanism has three rotating elements, a first element connected to the engine, a second element connected to the first electric motor, and a third element connected to the output shaft. A planetary gear set, wherein the first element is a carrier of the planetary gear set, the second element is a sun gear of the planetary gear set, and the third element is a ring gear of the planetary gear set. In this way, the axial direction dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one planetary gear device.

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

  Preferably, the overall transmission ratio of the vehicular power transmission device is formed based on the transmission ratio (gear ratio) of the transmission unit and the transmission ratio of the electric differential unit. In this way, a wide driving force can be obtained by utilizing the gear ratio of the transmission unit.

  Preferably, the transmission unit is a stepped automatic transmission. In this way, for example, a continuously variable transmission is configured by an electric differential section that functions as an electric continuously variable transmission and a stepped automatic transmission, and the drive torque can be changed smoothly. In addition, in a state in which the gear ratio of the electric differential unit is controlled to be constant, the electric differential unit and the stepped automatic transmission constitute a state equivalent to a stepped transmission, and the vehicle As a result, the overall transmission ratio of the power transmission device can be changed stepwise to obtain the drive torque quickly.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 (corresponding to the vehicle power transmission device of the present invention) constituting a part of a power transmission device of a hybrid vehicle to which 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 (corresponding to the electrical differential unit of the present invention) as a continuously variable transmission unit connected directly to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown); An automatic transmission unit 20 as a power transmission unit connected in series via a transmission member (transmission shaft) 18 in a power transmission path between the differential unit 11 and the drive wheel 34 (see FIG. 6); An output shaft 22 as an output rotating member connected to the automatic transmission unit 20 is provided in series. The speed change mechanism 10 is preferably used in, for example, an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 that is an internal combustion engine such as a gasoline engine or a diesel engine is provided between a pair of drive wheels 34 and power from the engine 8 is part of a power transmission path. Is transmitted to the pair of drive wheels 34 through the differential gear device (final reduction gear) 32 (see FIG. 6) and the pair of axles.

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

  The differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the input shaft 14, and serves as a differential mechanism that distributes the output of the engine 8 to the first electric motor M <b> 1 and the transmission member 18. A power distribution mechanism 16, a first electric motor M1 connected to the power distribution mechanism 16 so as to be able to transmit power, and a second electric motor M2 operatively connected to rotate integrally with the transmission member 18. ing. The first motor M1 and the second motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first motor M1 that functions as a differential motor for controlling the differential state of the power distribution mechanism 16. Includes at least a generator (power generation) function for generating a reaction force. The second electric motor M2 connected to the drive wheel 34 so as to be able to transmit power serves as a traveling motor that outputs a driving force as a driving force source for traveling, and thus has at least a motor (electric motor) function.

  The power distribution mechanism 16 is a differential mechanism connected between the engine 8 and the drive wheel 34, and is a single pinion type differential unit planetary gear having a predetermined gear ratio ρ0 of, for example, about “0.418”. The apparatus 24 is mainly configured. The differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). If the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing. In the power distribution mechanism 16 configured in this way, the differential unit sun gear S0, the differential unit carrier CA0, and the differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, can be rotated relative to each other. Thus, the differential action can be activated, that is, the differential state where the differential action works is set, so that the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and the output of the distributed engine 8 is distributed. Are stored with electric energy generated from the first electric motor M1 and the second electric motor M2 is rotationally driven, so that the differential unit 11 (power distribution mechanism 16) functions as an electric differential device. Thus, for example, the differential section 11 is in a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the differential unit 11 is an electrically stepless variable gear whose ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed N ₁₈ of the transmission member ₁₈ ) is continuously changed from the minimum value γ0min to the maximum value γ0max. It functions as a transmission. As described above, the operating state of at least one of the first electric motor M1 and the second electric motor M2 connected to the power distribution mechanism 16 so as to be able to transmit power is controlled, so that the differential state of the power distribution mechanism 16, that is, the input shaft The differential state between the rotational speed of 14 and the rotational speed of the transmission member 18 is controlled.

  The automatic transmission unit 20 (corresponding to the transmission unit of the present invention) constitutes a part of a power transmission path from the differential unit 11 to the drive wheels 34, and includes a single pinion type first planetary gear unit 26, a single pinion This is a planetary gear type multi-stage transmission that includes a type second planetary gear unit 28 and a single pinion type third planetary gear unit 30 and functions as a stepped automatic transmission. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, 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, When the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

  In the automatic transmission unit 20, the first sun gear S1 and the second sun gear S2 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case 12 via the first brake B1. The first carrier CA1 is selectively connected to the case 12 via the second brake B2, the third ring gear R3 is selectively connected to the case 12 via the third brake B3, The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the output shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18.

  In this way, the automatic transmission unit 20 and the differential unit 11 (transmission member 18) are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. It is connected. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, a power transmission path from the differential unit 11 (transmission member 18) to the drive wheels 34. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is brought into a power transmission enabled state, while the first clutch C1 and the second clutch C2 are released. The power transmission path is in a power transmission cut-off state.

Further, the automatic transmission unit 20 performs clutch-to-clutch shift by releasing the disengagement side engagement device and engaging the engagement side engagement device, and selectively establishes each gear stage (shift stage). As a result, a gear ratio γ (= rotational speed N ₁₈ of the transmission member ₁₈ / rotational speed N _OUT of the output shaft 22) that changes approximately in a ratio is obtained for each gear stage. For example, as shown in the engagement operation table of FIG. 2, the first speed gear stage in which the gear ratio γ1 is the maximum value, for example, “3.357” is established by the engagement of the first clutch C1 and the third brake B3. Be made. Further, the engagement of the first clutch C1 and the second brake B2 establishes the second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “2.180”. Further, the engagement of the first clutch C1 and the first brake B1 establishes the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.424”. Further, the engagement of the first clutch C1 and the second clutch C2 establishes the fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “1.000”. In addition, when the second clutch C2 and the third brake B3 are engaged, the reverse gear stage (reverse speed change) 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”. Stage) is established. Further, the neutral "N" state is established by releasing the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3.

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

  In the transmission mechanism 10 configured as described above, the differential unit 11 that functions as a continuously variable transmission and the automatic transmission unit 20 constitute a continuously variable transmission as a whole. Further, by controlling the gear ratio of the differential unit 11 to be constant, the differential unit 11 and the automatic transmission unit 20 can configure a state equivalent to a stepped transmission.

Specifically, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby at least one shift of the automatic transmission unit 20 is performed. The rotational speed input to the automatic transmission unit 20 with respect to the stage M, that is, the rotational speed N _{18 of the} transmission member ₁₈ (hereinafter referred to as “transmission member rotational speed N ₁₈ ”) is changed steplessly and the gear stage is changed. In M, a continuously variable transmission ratio width is obtained. Therefore, the overall speed ratio γT of the transmission mechanism 10 (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 22) is obtained continuously, and the transmission mechanism 10 constitutes a continuously variable transmission. The overall speed ratio γT of the speed change mechanism 10 is a total speed ratio γT of the speed change mechanism 10 as a whole formed based on the speed ratio γ0 of the differential portion 11 and the speed ratio γ of the automatic speed change portion 20.

For example, first gear or transmission member rotational speed N ₁₈ is continuously variable varying for each gear of the fourth gear and the reverse gear position of the automatic transmission portion 20 indicated in the table of FIG. 2 As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 10 as a whole can be obtained continuously.

  Further, the gear ratio of the differential unit 11 is controlled to be constant, and the clutch C and the brake B are selectively engaged and operated, so that one of the first gear to the fourth gear or the reverse drive By selectively establishing the gear stage (reverse gear stage), a total gear ratio γT of the transmission mechanism 10 that changes approximately in a ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the transmission mechanism 10.

  For example, when the gear ratio γ0 of the differential unit 11 is controlled to be fixed to “1”, the first to fourth gear stages of the automatic transmission unit 20 as shown in the engagement operation table of FIG. A total speed ratio γT of the speed change mechanism 10 corresponding to each of the speed gears and the reverse gear is obtained for each gear. Further, if the gear ratio γ0 of the differential unit 11 is controlled to be fixed to a value smaller than “1”, for example, about 0.7 in the fourth speed gear stage of the automatic transmission unit 20, the fourth speed gear stage Is obtained, for example, a total speed ratio γT of about “0.7”.

FIG. 3 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the speed change mechanism 10 including the differential portion 11 and the automatic speed change portion 20. The figure 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. X1 represents a rotational speed zero, represents the rotational speed N _E of the engine 8 horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 14, horizontal line XG indicates the rotational speed of the power transmitting member 18.

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 indicate the differential corresponding to the second rotation element (second element) RE2 in order from the left side. This shows the relative rotational speed of the differential part ring gear R0 corresponding to the part sun gear S0, the differential part carrier CA0 corresponding to the first rotational element (first element) RE1, and the third rotational element (third element) RE3. These intervals are determined according to the gear ratio ρ 0 of the differential planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the second sun gear S2, the first carrier CA1 corresponding to the fifth rotation element (fifth element) RE5, the third ring gear R3 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element ( Seventh element) The first ring gear R1, the second carrier CA2, and the third carrier CA3 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The two ring gear R2 and the third sun gear S3 are respectively represented, and the distance between them is determined according to the gear ratios ρ1, ρ2, and ρ3 of the first, second, and third 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 section 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 ρ0. Further, in the automatic transmission unit 20, the space between the sun gear and the carrier is set at an interval corresponding to "1" for each of the first, second, and third planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3, the speed change mechanism 10 of the present embodiment includes the first rotating element RE1 (difference) of the differential planetary gear unit 24 in the power distribution mechanism 16 (differential unit 11). The moving part carrier CA0) is connected to the input shaft 14, that is, the engine 8, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (differential part ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor. The rotation of the input shaft 14 is connected to M2 and is transmitted (inputted) to the automatic transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and the difference indicated by the intersection of the straight line L0 and the vertical line Y3. rotational speed of the dynamic portion ring gear R0 is bound with the vehicle speed V in the case of substantially constant, the differential portion carrier CA0, represented by an intersecting point between the straight line L0 and the vertical line Y2 by controlling the engine rotational speed N _E When the rotation speed is increased or decreased, the rotation speed of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1, that is, the rotation speed of the first electric motor M1 is increased or decreased.

The rotation of the differential portion sun gear S0 is the same speed as the engine speed N _E by controlling the rotational speed of the first electric motor M1 such speed ratio γ0 of the differential portion 11 is fixed to "1" If that, the straight line L0 is aligned with the horizontal line X2, the rotational speed, i.e., the power transmitting member 18 of the differential portion ring gear R0 at a speed equal to the engine speed N _E is rotated. Alternatively, by controlling the rotational speed of the first electric motor M1 so that the speed ratio γ0 of the differential section 11 is fixed to a value smaller than “1”, for example, about 0.7, the rotation of the differential section sun gear S0 becomes zero. Once, the transmitting member rotational speed N ₁₈ is rotated at a rotation speed higher than the engine speed N _E.

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

  In the automatic transmission unit 20, when the rotation of the transmission member 18 (third rotation element RE3) that is an output rotation member in the differential unit 11 is input to the eighth rotation element RE8 by engaging the first clutch C1. As shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotational element RE8 and the horizontal line XG and the sixth rotational element A first intersection at an oblique line L1 passing through the intersection of the vertical line Y6 indicating the rotation speed of RE6 and the horizontal line X1 and a vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22 is the first. The rotational speed of the output shaft 22 at high speed (1st) is shown. 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 (2nd) is shown, and a seventh rotation coupled to the output shaft 22 and the oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1. The rotation speed of the output shaft 22 of the third speed (3rd) is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the element RE7, and is determined by the engagement of the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 at the fourth speed (4th) is shown at the intersection of the straight line L4 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22.

  FIG. 4 illustrates a signal input to the electronic control device 80 for controlling the speed change mechanism 10 of the present embodiment and a signal output from the electronic control device 80. The electronic control unit 80 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8, the first and second electric motors M1, M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 80 receives signals indicating the engine water temperature TEMP _W from the sensors and switches as shown in FIG. 4, the number of operations at the shift position P _{SH of} the shift lever 52 (see FIG. 5), the “M” position, and the like. signal representing the signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal representative of the gear ratio sequence set value, a signal for commanding the M mode (manual shift running mode), a signal representing the operation of the air conditioner, the output A signal representing the vehicle speed V corresponding to the rotational speed of the shaft 22 (hereinafter referred to as the output shaft rotational speed) N _OUT , a signal representing the hydraulic oil temperature T _OIL of the automatic transmission unit 20, a signal representing the side brake operation, and a foot brake operation. Signal, catalyst temperature signal, accelerator pedal operation amount corresponding to the driver's required output, accelerator pedal opening Acc signal, cam angle signal, Signal representing no mode setting, signal representing vehicle longitudinal acceleration G, signal representing auto cruise traveling, signal representing vehicle weight (vehicle weight), signal representing wheel speed of each wheel, rotational speed of first motor M1 N _M1 (hereinafter referred to as “first motor rotation speed N _M1 ”), a signal indicating rotation speed N _{M2 of} the second motor _M2 (hereinafter referred to as “second motor rotation speed N _M2 ”), and the power storage device 56 A signal indicating the charge capacity (charge state) SOC and the temperature T _BAT of (see FIG. 6) is supplied.

A control signal from the electronic control device 80 to the engine output control device 58 (see FIG. 6) for controlling the engine output, for example, the throttle valve opening θ of the electronic throttle valve 62 provided in the intake pipe 60 of the engine 8. _Commands a drive signal to the throttle actuator 64 for operating _TH , a fuel supply amount signal for controlling the fuel supply amount to the intake pipe 60 or the cylinder of the engine 8 by the fuel injection device 66, and an ignition timing of the engine 8 by the ignition device 68 Ignition signal for adjusting, supercharging pressure adjusting signal for adjusting supercharging pressure, electric air conditioner driving signal for operating electric air conditioner, command signal for instructing operation of electric motors M1 and M2, shift for operating shift indicator Position (operation position) display signal, gear ratio display signal for displaying gear ratio, and snow mode A snow mode display signal for indicating, an ABS operation signal for operating an ABS actuator that prevents slipping of the wheel during braking, an M mode display signal for indicating that the M mode is selected, A valve command signal for operating an electromagnetic valve (linear solenoid valve) included in the hydraulic control circuit 70 (see FIG. 6) in order to control the hydraulic actuator of the hydraulic friction engagement device of the automatic transmission unit 20, the hydraulic control circuit 70 signal for applying regulates the line pressure P _L by a regulator valve (pressure regulating valve) provided in the drive for operating an electric hydraulic pump serving as a hydraulic pressure source of the original pressure for the line pressure P _L is pressure adjusted A command signal, a signal for driving the electric heater, a signal to the cruise control computer, etc. are output respectively. .

FIG. 5 is a diagram showing an example of a shift operation device 50 as a switching device for switching a plurality of types of shift positions _PSH by an artificial operation. The shift operation device 50 includes, for example, a shift lever 52 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 52 is in a neutral state, that is, a neutral state in which the power transmission path in the transmission mechanism 10, that is, the automatic transmission unit 20 is interrupted, and a parking position “P (parking) for locking the output shaft 22 of the automatic transmission unit 20. ) ”, Reverse travel position“ R (reverse) ”for reverse travel, neutral position“ N (neutral) ”to establish neutral state where power transmission path in transmission mechanism 10 is cut off, automatic transmission mode established Of the speed change mechanism 10 obtained by the stepless speed change ratio width of the differential unit 11 and each gear stage that is automatically controlled to shift within the range of the first to fourth speed gears of the automatic transmission unit 20. A forward automatic shift travel position “D (drive)” for executing automatic shift control within a change range of the total gear ratio γT that can be shifted, or a manual shift travel mode (manual mode) The by established is provided so as to be manually operated to the forward manual shift drive position for setting a so-called shift range that limits the speed position of the high-speed side of the automatic transmission portion 20 "M (Manual)".

The reverse gear "R" shown in the engagement operation table of FIG 2 in conjunction with the manual operation of the various shift positions P _SH of the shift lever 52, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 70 is electrically switched so that is established.

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

  Specifically, when the shift lever 52 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. When the power transmission is cut off from the power transmission cut-off state and the shift lever 52 is manually operated from the “N” position to the “D” position, at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased. The transmission path is changed from a power transmission cutoff state to a power transmission enabled state. Further, when the shift lever 52 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released and the power transmission path in the automatic transmission unit 20 is in a state in which power transmission is possible. From the “D” position to the “N” position, the first clutch C1 and the second clutch C2 are released, and the power transmission in the automatic transmission unit 20 is performed. The path is changed from the power transmission enabled state to the power transmission cut-off state.

FIG. 6 is a functional block diagram for explaining the main part of the control function by the electronic control unit 80. In FIG. 6, the stepped shift control means 82 includes an upshift line (solid line) and a downshift line (one point) stored in advance with the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 as shown in FIG. relationship with dashed line) (shift diagram, based on the vehicle state indicated by the required output torque T _OUT of the actual vehicle speed V and the automatic shifting portion 20 from the shift map), whether to execute the shifting of the automatic shifting portion 20 That is, that is, the shift stage to be shifted by the automatic transmission unit 20 is determined, and the automatic shift control of the automatic transmission unit 20 is executed so that the determined shift stage is obtained. The accelerator opening Acc and the required output torque T _OUT (vertical axis in FIG. 7) of the automatic transmission unit 20 have a correspondence relationship in which the required output torque T _OUT increases in accordance with the increase in the accelerator opening Acc. Therefore, the vertical axis of the shift diagram in FIG. 7 may be the accelerator opening Acc.

At this time, the stepped shift control means 82 engages and / or engages the hydraulic friction engagement device involved in the shift of the automatic transmission unit 20 so that the shift stage is achieved, for example, according to the engagement table shown in FIG. A clutch-to-clutch shift is executed by releasing a release command (shift output command, hydraulic pressure command), that is, by releasing the release-side engagement device involved in the shift of the automatic transmission unit 20 and engaging the engagement-side engagement device. Command to output to the hydraulic control circuit 70. In accordance with the command, for example, the hydraulic control circuit 70 releases the disengagement side engagement device and engages the engagement side engagement device so that the shift of the automatic transmission unit 20 is executed. A linear solenoid valve is actuated to actuate a hydraulic actuator of a hydraulic friction engagement device that is involved in the speed change.

The hybrid control means 84 operates the engine 8 in an efficient operating range, while changing the driving force distribution between the engine 8 and the second electric motor M2 and the reaction force generated by the first electric motor M1 to be optimized. Thus, the gear ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled. For example, at the traveling vehicle speed V at that time, the target (request) output of the vehicle is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and the total required from the target output and the required charging value of the vehicle. Calculate the target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second motor M2, etc. so as to obtain the total target output, and obtain the target engine output. so that the speed N _E and engine torque T _E to control the amount of power generated by the first electric motor M1 controls the engine 8.

For example, the hybrid control means 84 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 84, to achieve both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate composed of the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 As shown in FIG. 8, the optimum fuel consumption rate curve (optimum fuel consumption line, fuel consumption map, relationship), which is a kind of operation curve of the engine 8 as shown by the broken line in FIG. For example, a target output (total target output, required driving force) is set so that the engine 8 can be operated while the operating point of the engine 8 (hereinafter referred to as “engine operating point”) is aligned with the rate curve (optimum fuel consumption line). so that the engine torque T _E and the engine rotational speed N _E for generating an engine output required to satisfy, determines the target value of the overall speed ratio γT of the transmission mechanism 10, its Taking into account the gear position of the automatic transmission portion 20 so that the target value is obtained by controlling the speed ratio γ0 of the differential portion 11 is controlled in its variable speed change range overall speed ratio [gamma] T. Here, the above-mentioned engine operating point, indicating the operating state of the engine rotational speed N _E and the engine 8 in a two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 8 is exemplified by such engine torque T _E operation Is a point.

  At this time, the hybrid control means 84 supplies the electric energy generated by the first electric motor M1 to the power storage device 56 and the second electric motor M2 through the inverter 54, so that the main part of the power of the engine 8 is mechanically transmitted to the transmission member 18. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 54, The second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed.

Further, the hybrid control means 84 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. It controls the rotation of the engine rotational speed N _E to any rotational speed or maintained substantially constant. In other words, the hybrid control means 84, rotating the first electric motor speed N _M1 and / or the second electric motor rotation speed N _M2 while controlling any rotational speed or to maintain the engine speed N _E substantially constant for any The rotation can be controlled to the speed.

For example, the hybrid control means 84 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E during running of the vehicle, the vehicle speed V the second electric motor rotation speed N which is bound to the (drive wheels 34) The first motor rotation speed N _M1 is increased while maintaining _M2 substantially constant. The hybrid control means 84 when maintaining the engine speed N _E at the nearly fixed level during the shifting of the automatic shifting portion 20, due to the shift of the automatic transmission portion 20 while maintaining the engine speed N _E substantially constant The first motor rotation speed N _M1 is changed in the direction opposite to the change of the second motor rotation speed N _M2 .

  The hybrid control means 84 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control, and controls the fuel injection amount and injection timing by the fuel injection device 66 for fuel injection control. A command for controlling the ignition timing by the ignition device 68 such as an igniter for control is output to the engine output control device 58 alone or in combination, and the output control of the engine 8 is executed so as to generate the necessary engine output. An engine output control means is functionally provided.

For example, the hybrid controller 84 basically drives the throttle actuator 64 based on the accelerator opening Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Throttle control is executed so that Further, the engine output control device 58 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control according to the command from the hybrid control means 84, and the fuel injection by the fuel injection device 66 for fuel injection control. The engine torque control is executed by controlling the ignition timing by an ignition device 68 such as an igniter for controlling the ignition timing.

Further, the hybrid control means 84 uses the second electric motor M2 as a driving force source for traveling by the electric CVT function (differential action) of the differential unit 11 regardless of whether the engine 8 is stopped or in an idle state. Can be made. For example, the hybrid control means 84, typically a relatively low output torque T _OUT region or low engine torque T _E region the engine efficiency is poor compared to the high torque region, or a relatively low vehicle speed range of the vehicle speed V That is, the motor travel is executed in the low load region. Further, the hybrid control means 84 controls the first motor rotation speed N _M1 at a negative rotation speed in order to suppress the drag of the stopped engine 8 and improve fuel consumption during the motor running, for example, the first electric motor M1 is rotated in idle and by a no-load state, to maintain the engine speed N _E at zero or substantially zero as needed by the electric CVT function of the differential portion 11 (differential action).

  In addition, the hybrid control means 84 is the electric energy from the first electric motor M1 and / or the power storage device 56 by the electric path described above even in the engine traveling region where the engine 8 travels using the engine 8 as a driving force source for traveling. The so-called torque assist for assisting the power of the engine 8 is possible by supplying the electric energy from the second motor M2 and driving the second motor M2 to apply torque to the drive wheels 34. Therefore, the engine traveling of the present embodiment includes a case where the engine 8 is used as a driving power source for traveling and a case where both the engine 8 and the second electric motor M2 are used as driving power sources for traveling. The motor traveling in this embodiment is traveling that stops the engine 8 and uses the second electric motor M2 as a driving force source for traveling.

  Further, the hybrid control means 84 makes the first electric motor M1 in a no-load state and freely rotates, that is, idles, so that the differential unit 11 cannot transmit torque, that is, the power transmission path in the differential unit 11 is interrupted. It is possible to make the state equivalent to the state in which the output from the differential unit 11 is not generated. That is, the hybrid control means 84 can place the differential motor 11 in a neutral state (neutral state) in which the power transmission path is electrically cut off by setting the first electric motor M1 to a no-load state.

  Further, the hybrid control means 84 is transmitted from the kinetic energy of the vehicle, that is, from the drive wheels 34 to the engine 8 side in order to improve fuel efficiency, for example, when coasting with the accelerator off (during coasting) or braking with a foot brake. The second electric motor M2 is rotationally driven by the reverse driving force to act as a generator, and the electric energy, that is, the second electric motor generated current is charged to the power storage device 56 via the inverter 54 as a regeneration control means. The regenerative control is performed so that the regenerative amount is determined based on the braking force distribution of the braking force by the hydraulic brake for obtaining the braking force according to the remaining charge SOC of the power storage device 56 and the brake pedal operation amount. Is done.

The hybrid control means 84 controls the engine speed N _E toward a preset engine target speed N _E ^* (hereinafter referred to as target speed N _E ^* ) when shifting the automatic transmission 20. A rotation speed control means 86 is provided. Specifically, the engine speed control means 86 controls the first electric motor M1 (in accordance with the present invention) so that the engine speed N _E becomes the target speed N _E ^* when the target speed N _E ^* is set. Implements feedback control using a motor).

Here, conventionally, the target rotation speed N _E ^* is, the calculated target engine output based on the accelerator opening Acc and the vehicle speed V, etc., have been set as the target engine output is obtained. In the case of setting as described above, when the inertia phase of the automatic transmission unit 20 is started, the inertia torque of the rotating element accompanying the rapid rotation speed change of the transmission member 18 that also functions as the input shaft of the automatic transmission unit 20 is set. the effect, the actual engine rotational speed N _E deviation amount is the difference _{(hereinafter,} distinguished easily as the actual engine rotational speed N _E according) and the target rotation speed N _E ^* alpha (deviation rotational speed) increases There was a thing. When the feedback control is performed based on the deviation amount α, the torque fluctuation of the first electric motor M1 increases, and the torque fluctuation is transmitted to the automatic transmission unit 20, so that a shift shock may occur. It was.

Further, an engine torque error that is a difference between the engine torque T _E and the predicted engine torque T _E ^* may increase in a transitional state when the accelerator pedal is depressed (particularly, when traveling at a high altitude). At this time, since the reaction torque and the difference of the first electric motor M1 is set based on the engine torque T _E is generated, as a result, the deviation amount of the engine rotational speed N _E alpha increases. Therefore, the torque fluctuation of the first electric motor M1 due to the feedback control becomes large based on the deviation amount α, and a shift shock may occur.

In contrast, in the present embodiment, by suppressing the deviation amount α by setting based on the actual engine rotational speed N _E during the shifting of the target rotational speed N _E ^*, the torque fluctuation of the first electric motor M1 by the feedback control By suppressing the shift shock is suppressed. Hereinafter, the control will be described.

Target rotational speed setting means 88 sets the target rotational speed N _E ^* based on the actual engine speed N _E during the shifting of the automatic shifting portion 20. Here, it is determined whether or not the target rotational speed setting means 88 is implemented based on the engine operation determination means 90 and the shift determination means 92.

  The engine operation determination means 90 is for determining whether or not the engine 8 is operating, particularly during load operation. Since the engine rotation speed control means 86 and the target rotation speed setting means 88 are implemented during engine operation, the engine rotation speed control means 90 determines whether or not the control means can be implemented. The operating state of the engine 8 is determined based on various command signals indicating the engine operating state such as a fuel supply amount signal and an ignition signal output to the engine output control device 58, for example.

  The shift determination unit 92 determines whether or not the automatic transmission unit 20 is shifting. Since the engine rotation speed control means 86 and the target rotation speed setting means 88 are implemented during the shift of the automatic transmission unit 20, the shift determination means 92 determines whether or not the above control can be performed. Note that the shift of the automatic transmission unit 20 is determined based on, for example, a shift output signal output from the stepped shift control means 82.

Then, when the engine operation determining means 90 and the shift determining means 92 are affirmed, the target rotational speed setting means 88 is implemented, and the target rotational speed _NE ^* is set. Here, the target rotational speed setting means 88 performs different control before and after the inertia phase of the automatic transmission unit 20 regarding the setting of the target rotational speed N _E ^* . Therefore, the inertia phase determination unit 94 determines whether or not the inertia phase is started in the shift transition period of the automatic transmission unit 20, and outputs the determination result to the target rotation speed setting unit 88. Then, the target rotational speed setting means 88 switches the setting mode of the target rotational speed _NE ^* based on whether the inertia phase has been started. The inertia phase is determined based on, for example, whether a change in the rotational speed of the second electric motor M2 connected to the transmission member 18 that functions as the input shaft of the automatic transmission unit 20 has occurred.

First, the control of the target rotational speed setting means 88 before the start of the inertia phase will be described. Prior to the start of the inertia phase, the target rotational speed setting means 88 sets the target rotational speed _NE ^* so that the amount of change in rotational speed of the first electric motor M1 does not increase. Specifically, in the before starting the inertia phase, the target rotational speed setting means 88, the target rotation speed N _E ^*, the engine rotation speed N _E during the shifting output of the automatic shifting portion 20 (at the shift start) Set. In other words, the actual engine rotational speed N _E from the time shift output until the start of the inertia phase is not to change, the target rotational speed N _E ^* is set. Therefore, when the target rotation speed N _E ^* is set as described above, the engine rotational speed control means 86, will be carried out feedback control by the first electric motor M1 and the engine rotational speed N _E during the shift output to the target Thus, the engine rotation speed _NE is kept constant from the time of shifting output.

Here, before the inertia phase of the automatic transmission unit 20 starts, the rotation speed N ₁₈ (second motor rotation speed N _M2 ) of the transmission member 18 that also functions as the input shaft of the automatic transmission unit 20 does not change. in the feedback control of the engine speed N _E by the electric motor M1, the rotation speed N _M1 of the first electric motor M1 is kept substantially constant. Therefore, the inertia torque based on the rotation speed change of the first electric motor M1 is suppressed from being transmitted to the automatic transmission unit 20, and the shift shock is suppressed.

Alternatively, the target rotational speed setting means 88 sets the deviation amount α between the actual engine rotational speed _NE and the target rotational speed _NE ^* to zero before the inertia phase starts. Therefore, since the actual engine rotational speed N _E and the target rotation speed N _E ^* is always equal, when the feedback control by the first electric motor M1, the rotation speed variation of the first electric motor M1 is substantially equal to zero. As a result, the transmission of the inertia torque due to the change in the rotational speed of the first electric motor M1 to the automatic transmission unit 20 is suppressed, so that the shift shock is suppressed.

Next, the target rotation speed setting means 88 after the start of the inertia phase will be described. When the inertia phase begins, with the shift progress of the automatic shifting portion 20, the rotational speed N ₁₈ of the power transmitting member 18 changes. Thus, the rotational speed N _M2 of the second electric motor M2 is changed, which is connected to the power transmitting member 18. In this case, the target rotational speed setting means 88 sets the target rotational speed N _E ^* calculated from the actual engine rotational speed N _E. Specifically, the target rotational speed setting means 88, the target rotation speed N _E ^* rotational speed away from the actual engine rotational speed N _E by a predetermined deviation amount alpha (target rotational speed N _{E *} ⁼ the actual engine rotational speed N _E + Deviation amount α).

The deviation amount α configuration, for example, sets the rate of change of the engine rotational speed N _E corresponding to the shift speed of the automatic shifting portion 20 (change gradient) in advance, the first electric motor required to achieve the change speed M1 The control torque (reaction torque) is calculated based on the inertia of the first electric motor M1, the inertia of the engine 8, and the like. The deviation amount α corresponding to the control torque is set corresponding to an offset generated when a feedback control control expression, for example, a control expression having a proportional term or an integral term is used.

Here, in the state of low engine torque T _E, if raising the engine rotational speed of N _E, the engine torque T _E is used in the engine rotational speed increases, the input torque transmitted to the automatic transmission portion 20 is reduced There is a possibility that the feeling of pulling in the torque given to the driver in the inertia phase will be increased. On the other hand, in the present embodiment, the deviation amount α is set in accordance with the difference between the engine torque T _EI at the start of the inertia phase and the current engine torque T _E. FIG. 9 shows a change amount ΔT _E (= T _E −T _EI ) between the start of inertia and the current engine torque, and a deviation amount α (rpm / 8.192 ms) set in accordance with the change amount ΔT _E. This shows the relationship. As shown in the figure, with the amount of change [Delta] T _E from the time the inertia phase start increases, is set as the deviation amount α is increased. Therefore, since the deviation amount α is small in the state the engine torque T _E is low, the engine torque T _E that is used in the engine rotational speed increase is small, input torque reduction to the automatic transmission portion 20 is suppressed.

Also, when setting the target rotation speed N _E ^*, for example, optimum fuel consumption curve which is previously set in the engine 8 (optimum fuel consumption line), the rotational speed of the motor M1, M2, the rotational speed N _E of the engine _8, the differential portion 11 The limiting value is set in consideration of the rotational speed of the rotating element such as the differential planetary gear P0. Specifically, a restriction that prevents a reduction in fuel efficiency due to the operating point of the engine 8 greatly deviating from the optimal fuel consumption curve, and an increase in the rotation speed of the rotation elements of the engine 8, the motors M1, M2, and the differential unit 11 are prevented. A value is preset.

Note that the actual engine rotational speed N _E is sequentially detected by the engine rotational speed detecting means 96. Engine speed detecting means 96 detects the engine rotational speed N _E based on the engine rotational speed signal detected by the engine rotational speed sensor (not shown), for example. Further, the engine torque T _E is sequentially detected by the engine torque detecting means 98. Engine torque detecting means 98 predicts the engine torque T _E, for example, based such waste time and based on responsiveness preset engine torque map or adaptation condition from the accelerator pedal depression. Alternatively, the engine torque _TE is predicted based on the intake air amount detected from an air flow meter (not shown). Or you may detect directly from the torque sensor etc. which are not shown in figure.

FIG. 10 is a flowchart for explaining the control operation for suppressing the shift shock by suitably setting the target rotational speed _NE ^* when shifting the main control unit of the electronic control unit 80, that is, the automatic transmission unit 20. For example, it is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds.

First, in step SA1 (hereinafter, step is omitted) corresponding to the engine operation determination means 90, it is determined whether or not the engine 8 is in operation. If SA1 is negative, other controls such as control during motor running are performed in SA6. If SA1 is positive, it is determined in SA2 corresponding to the shift determination means 92 whether or not the automatic transmission unit 20 is shifting. If SA2 is negative, other controls such as normal travel control are performed in SA6. If SA2 is affirmed, it is determined in SA3 corresponding to the inertia phase determination means 94 whether or not the inertia phase of the automatic transmission unit 20 is before starting. If SA3 is positive, the target rotational speed N _E ^* before the start of the inertia phase is set in SA4 corresponding to the target rotational speed setting means 88. Note that the target rotational speed N _E ^* before the start of the inertia phase is set to, for example, the engine rotational speed at the time of shifting output of the automatic transmission unit 20. Therefore, the engine rotation speed _NE is held substantially constant. At this time, since the rotation speed of the second electric motor M2 does not change, the rotation speed of the first electric motor M1 does not substantially change during the feedback control of the first electric motor M1, so that the inertia accompanying the change in the rotation speed of the first electric motor M1. Transmission of torque to the automatic transmission unit 20 is suppressed. On the other hand, when SA3 is negative, in SA5 corresponding to the target rotational speed setting means 88, the target rotational speed N _E of the inertia phase ^* is set. In the inertia phase, that the deviation amount is a difference between the target rotational speed N _E ^* alpha is set so as not to vary based on the engine rotational speed N _E, the target rotational speed N _E ^* is preferably set . Therefore, since the torque fluctuation of the first electric motor M1 is suppressed, the torque fluctuation input to the automatic transmission unit 20 is suppressed.

  FIG. 11 is a time chart showing the operation of feedback control of the engine rotation speed by the first electric motor M1 at the time of shifting of the automatic transmission unit 20, and corresponds to the flowchart of FIG. In this time chart, a case where a downshift from the second gear to the first gear is performed will be described as an example.

By depressing the accelerator pedal at time t0, downshift from the second gear to the first gear is started at time t1. Here, in the inertia phase start before (time t1 ~t2 time), the target rotation speed N _E ^* of the engine 8 is set to the engine rotational speed N _E at a rotational speed, that the time t1 during the shift output (at the shift start) The Accordingly, the feedback control by the first electric motor M1, the engine rotational speed N _E is maintained at constant engine rotational speed at the time point t1. Here, before the start of the inertia phase, the second motor rotation speed N _M2 does not change, so the rotation speed N _M1 of the first motor M1 during the feedback control is similarly held constant. Note that the control from time t1 to time t2 corresponds to step SA4 in the flowchart of FIG. Here, the actual engine rotational speed N _E and the target rotation speed N _E ^* and the deviation amount α zero and even when the set similar results. That is, when the deviation amount α is set to zero, the actual engine rotational speed _NE and the target rotational speed _NE ^* have the same value, so the actual engine rotational speed _NE is held constant.

When the inertia phase starts at time t2, the rotational speed NM2 of the second electric motor _M2 is increased accordingly. At this time, the target speed N _E ^*, as shown in a thick solid line, the speed rotation apart divergence amount alpha to the actual engine rotational speed N _E indicated by the thin solid lines (the target rotation speed N _{E *} ^{= N} E ₊ alpha) Is set. The deviation amount α is calculated such that the control torque (reaction torque) of the first electric motor M1 determined from the rotation change speed (rotation change gradient) of the engine 8 that is requested in advance is calculated, and the control torque is obtained. It is calculated based on a control equation for feedback control. Here, in FIG. 11, based on the relationship between the change amount [Delta] T _E of the engine torque T _E and the deviation amount α as shown in FIG. 9 is the target rotational speed N _E ^* is set. Therefore, since the engine torque T _E increases with the accelerator depression, as shown in FIG. 11, the deviation amount α is set larger as closer to the time t3. By setting as described above, a decrease in input torque input to the automatic transmission unit 20 is suppressed. Then, it carried out feedback control by the first electric motor M1 for controlling the engine rotational speed N _E toward the set target rotational speed N _E ^*.

Here, based on the control torque of the first electric motor M1, which is calculated from the rotation change rate of the engine rotational speed N _E (reaction torque), the divergence amount alpha (and the target rotational speed N _{E ^*)} is set, The reaction torque of the first electric motor M1 can be stabilized while being kept substantially constant. As a result, the torque fluctuation of the first electric motor M1 is reduced, so that the torque fluctuation input to the automatic transmission unit 20 is suppressed. Moreover, since the rotational speed fluctuation | variation of the 1st electric motor M1 also becomes small, the influence of an inertia torque becomes small.

At time t3, when the second motor rotation speed _NM2 is near the synchronous rotation speed, the direct torque output from the differential unit 11 is increased by increasing the torque of the first motor M1. It is assumed that the reaction torque increases as the control torque (reaction torque) of the first motor shown in FIG. 11 changes downward in the figure.

In FIG. 11, a broken line indicates a conventional control amount. When the target rotational speed N _E ^{* of the} engine 8 is set as indicated by a broken line, the rotational speed N _M1 of the first electric motor M1 increases before the inertia phase and decreases after the inertia phase. Therefore, the influence of inertia torque due to the rotational speed fluctuation of the first electric motor M1 becomes large, and a shift shock based on the inertia torque is likely to occur. Further, the torque fluctuation of the first electric motor M1 also increases, and a shift shock is likely to occur.

By the way, as a method for stabilizing the torque of the first electric motor M1, in addition to the above control, for example, feedback control by the first electric motor M1 is stopped, or the torque of the first electric motor M1 is made constant. Problems such as torque fluctuations of the first electric motor M1 after the control is resumed and high engine speed when the feedback control is stopped occur. On the other hand, in this embodiment, the torque fluctuation of the first electric motor M1 is suppressed while the feedback control is continued. Further, since the engine rotational speed _NE is changed along the target rotational speed _NE ^* , an increase in the rotational speed of the engine 8 is similarly suppressed.

As described above, according to this embodiment, the target rotational speed setting means 88, the target rotation speed N _E ^*, is to set based on the engine rotational speed N _E during the shifting of the automatic shifting portion 20. Thus, for example, the actual rotational speed N _E and as the amount of deviation between the engine target rotational speed N _E ^* alpha does not vary in accordance with the actual engine rotational speed N _E engine target rotational speed N of the engine 8 By setting _E ^* , a shift shock at the time of shifting can be suppressed as the torque fluctuation of the first motor M1 is suppressed during engine rotation speed control by the first motor M1. That is, the torque fluctuation of the first electric motor M1 is suppressed because it is not affected by the change in the input shaft rotation speed of the automatic transmission unit 20 during the inertia phase of the automatic transmission unit or the engine torque error generated during the shift transition period. Shift shocks during shifting can be suppressed.

Further, according to this embodiment, the target rotational speed setting means 88, for setting the rotational speed away from the engine rotational speed N _E during the shifting of the target rotational speed N _E ^* by a predetermined deviation amount alpha, inertia phase engine rotational speed by the automatic transmission portion with the divergence amount α of the actual engine speed N _E by the rotation speed change of the input shaft 20 and the target rotation speed N _E ^* can be suppressed, the first electric motor M1 in the middle Torque fluctuations during control can be suppressed. Therefore, the torque fluctuation of the input torque transmitted to the automatic transmission unit 20 is suppressed, and the shift shock during the shift is suppressed.

Further, according to the present embodiment, the deviation amount α depends on the difference ΔT _E between the engine torque T _EI at the start of the inertia phase of the automatic transmission unit 20 and the actual engine torque T _E after the start of the inertia phase. Is set. In this way, for example, if the deviation amount α is set to be large in the low engine torque state, the engine power is used for increasing the rotational speed, so that the input torque transmitted to the automatic transmission unit 20 is reduced and the driving is performed. Although there is a possibility of giving a sense of pulling the person, by setting the amount of divergence α in response to the engine torque T _E, it is possible to suppress the input torque reduction to the automatic transmission portion 20, the pull given to the driver A feeling can be suppressed.

  Further, according to the present embodiment, the deviation amount α is set to zero before the start of the inertia phase, so that a change in the rotation speed of the first electric motor M1 before the start of the inertia phase is suppressed, and the rotation speed of the first electric motor M1. Torque fluctuations due to inertia due to changes can be suppressed.

Further, according to this embodiment, the target rotational speed setting means 88, for the automatic shifting portion 20 of the inertia phase before the target rotational speed N _E ^*, is set to the engine rotational speed N _E during the shift output, inertia-phase A change in the rotation speed of the first electric motor M1 before the start is suppressed, and a torque fluctuation due to the inertia torque accompanying a change in the rotation speed of the first electric motor M1 can be suppressed.

Further, according to the present embodiment, when setting the target rotational speed N _E ^* , the optimum fuel consumption line of the engine 8, the motor rotational speed, the engine rotational speed N _E , and the limitation considering the rotational speed of the rotating elements of the differential unit 11 are considered. Because the value is set, the fuel consumption decreases when the operating state of the engine 8 greatly deviates from the optimum fuel consumption line, the durability decreases due to the high rotation of the motors (M1, M2), and the durability decreases due to the high rotation of the engine 8. And the durability fall by high rotation of the rotation element of the differential part 11 is prevented.

Further, according to the present embodiment, the target rotational speed N _E ^* is set during the engine operation, so that the engine rotational speed control by the first electric motor M1 during the engine operation can be performed.

Further, according to the present embodiment, since the target rotational speed N _E ^* is set during the load operation of the engine 8, the engine rotational speed control by the first electric motor M1 motor during the engine load operation can be performed. Become.

Further, according to the present embodiment, the target rotational speed N _E ^* is set during the rotational speed control of the engine 8, so that the torque fluctuation of the first electric motor M1 can be suppressed.

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

  For example, in the above-described embodiment, the target rotation speed setting means 88 is not limited to the downshift of the automatic transmission unit 20 and can also be applied in the upshift.

Further, although in the foregoing embodiments, although the deviation amount α is set to vary according to the engine torque T _E, it may be one that is controlled to a constant value.

  In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited thereto, and the engine 8 or the transmission member 18 to the drive wheels 34 are not limited thereto. It may be directly or indirectly connected to a power transmission path between them via a transmission, a planetary gear device, an engagement device or the like.

  Further, in the above-described embodiment, by controlling the operating state of the first electric motor M1, the differential unit 11 has the electric gear ratio γ0 continuously changed from the minimum value γ0min to the maximum value γ0max. Although the present invention functions as a step transmission, the present invention can be applied even if the gear ratio γ0 of the differential portion 11 is not changed continuously but is changed stepwise using a differential action. Can do.

  In the above-described embodiment, the differential unit 11 includes a differential limiting device that is provided in the power distribution mechanism 16 and is operated as at least a two-stage forward transmission by limiting the differential action. It may be.

  In the power distribution mechanism 16 of the above-described embodiment, the differential carrier CA0 is connected to the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 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 the three elements CA0, S0, and R0 of the differential planetary gear unit 24. It can be connected to either of these.

  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 electric motor M1 and the second electric motor M2 are disposed concentrically with the input shaft 14, the first electric motor M1 is connected to the differential sun gear S0, and the second electric motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the differential unit sun gear S0 through, for example, a gear, a belt, a speed reducer, etc., and the second motor M2 is It may be connected to the transmission member 18.

  In the above-described embodiment, the hydraulic friction engagement device such as the first clutch C1 and the second clutch C2 is a magnetic type such as a powder (magnetic powder) clutch, an electromagnetic clutch, an engagement type dog clutch, an electromagnetic type, You may be comprised from the mechanical engagement apparatus. For example, in the case of an electromagnetic clutch, the hydraulic control circuit 70 is configured by a switching device, an electromagnetic switching device, or the like that switches an electrical command signal circuit to the electromagnetic clutch, not a valve device that switches an oil passage.

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

  The power distribution mechanism 16 serving as the differential mechanism of the above-described embodiment includes, for example, a pinion that is rotationally driven by an engine, and a pair of bevel gears that mesh with the pinion, the first electric motor M1 and the transmission member 18 (second electric motor M2). It may be a differential gear device operatively connected to the motor.

  In the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 and the differential unit 11 are not necessarily connected directly, and are connected via a clutch between the engine 8 and the differential unit 11. May be.

  In the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series. However, the present invention is not limited to such a configuration, and the transmission mechanism 10 as a whole has an electrical difference. The present invention is applicable and mechanically independent as long as the structure includes a function for performing a movement and a function for performing a shift on a principle different from that based on an electric differential as a whole of the transmission mechanism 10. There is no need. Further, the arrangement position and arrangement order of these are not particularly limited. In short, the automatic transmission unit 20 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 34.

  In addition, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices (differential planetary gear device 24), but is composed of two or more planetary gear devices in a non-differential state ( In the constant shift state), it may function as a transmission having three or more stages. The differential planetary gear device 24 is not limited to a single pinion type, and may be a double pinion type planetary gear device. Further, even when the planetary gear device is constituted by two or more planetary gear devices, the engine 8, the first and second electric motors M1 and M2, the transmission member 18, and the output depending on the configuration are provided to each rotating element of these planetary gear devices. The shaft 22 may be connected so as to be able to transmit power, and the stepped speed change and the stepless speed change may be switched by the control of the clutch C and the brake B connected to the rotating elements of the planetary gear device.

In addition, the shift operating device 50 of the above-described embodiment includes the shift lever 52 operated to select a plurality of types of shift positions P _SH. Instead of the shift lever 52, for example, a push button type Switches that can select multiple types of shift positions P _SH , such as switches and slide switches, or devices and foot operations that can switch between multiple types of shift positions P _SH in response to the driver's voice regardless of manual operation it may be a plurality of shift positions P _SH is switched device such as a. In addition, the shift range is set by operating the shift lever 52 to the “M” position, but the gear stage is set, that is, the highest speed gear stage of each shift range is set as the gear stage. May be. In this case, in the automatic transmission unit 20, the gear stage is switched and the shift is executed. For example, when the shift lever 52 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the automatic transmission unit 20 selects any one of the first speed gear to the fourth speed gear. Is set according to the operation of the shift lever 52.

  Further, in the transmission mechanism 10 of the above-described embodiment, the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected, but the first electric motor M1. May be connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor M2 may be connected to the third rotating element RE3 via an engaging element such as a clutch.

  In the above-described embodiment, the second electric motor M2 is connected to the transmission member 18 constituting a part of the power transmission path from the engine 8 to the drive wheels 34. However, the second electric motor M2 is connected to the power transmission path. In addition to being connected, it can be connected to the power distribution mechanism 16 via an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 by the second electric motor M2 instead of the first electric motor M1. The structure of the speed change mechanism 10 that makes it possible to control the above may be used.

  In the above-described embodiment, the automatic transmission unit 20 is a transmission unit that functions as a stepped automatic transmission. However, the connection relationship of the automatic transmission unit 20 and the achievable shift stage are not particularly limited. Further, a continuously variable CVT may be used.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device of a hybrid vehicle to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation of an automatic transmission unit provided in the vehicle power transmission device of the hybrid vehicle of FIG. 1 and a combination of operations of a hydraulic friction engagement device used therefor. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the vehicle power transmission device of the hybrid vehicle in FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for vehicles of the hybrid vehicle of FIG. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the vehicle power transmission device of the hybrid vehicle of FIG. 1, an example of a shift diagram that is stored in advance and that is based on the same two-dimensional coordinates having the vehicle speed and the output torque as parameters and serves as a basis for shift determination of the automatic transmission unit. And an example of a driving force source switching diagram stored in advance having a boundary line between the engine traveling region and the motor traveling region for switching between engine traveling and motor traveling, and showing the relationship between them. It is also a figure. It is a figure showing the optimal fuel consumption rate curve of the engine of FIG. It is a figure which shows the relationship between the variation | change_quantity of the time of an inertia start, and the present engine torque, and the deviation amount set according to the variation | change_quantity. 7 is a flowchart for explaining a control operation for suppressing a shift shock by suitably setting a target rotational speed when shifting the main control unit of the electronic control unit, that is, the automatic transmission unit. FIG. 11 is a time chart showing a control operation of feedback control of engine rotational speed by the first electric motor at the time of shifting of the automatic transmission unit, and corresponds to the flowchart of FIG. 10.

Explanation of symbols

8: Engine 10: Transmission mechanism (vehicle power transmission device)
11: Differential part (electrical differential part)
14: Input shaft 16: Power distribution mechanism (differential mechanism)
18: Transmission member (output shaft of differential mechanism, input shaft of transmission)
20: Automatic transmission unit (transmission unit)
34: Drive wheel 86: Engine rotation speed control means 88: Target rotation speed setting means α: Deviation amount M1: First electric motor (electric motor)
T _E : Engine torque N _E : Engine rotation speed (actual engine rotation speed)
N _E ^* : Target rotational speed

Claims (9)

An electric differential unit that controls the differential state between the rotational speed of the input shaft and the rotational speed of the output shaft connected to the engine of the differential mechanism so as to transmit power by controlling the operating state of the engine and the electric motor And a control device for a vehicle power transmission device having a speed change portion that constitutes a part of a power transmission path from the output shaft to the drive wheels,
Engine rotation speed control means for controlling the rotation speed of the engine toward the engine target rotation speed during shifting of the transmission unit;
Target rotational speed setting means for setting the engine target rotational speed based on the engine rotational speed during shifting of the transmission unit;
A control device for a vehicle power transmission device.   2. The control of a vehicle power transmission device according to claim 1, wherein the target rotation speed setting means sets the engine target rotation speed to a rotation speed that is separated from the engine rotation speed during the shift by a predetermined deviation amount. apparatus.   3. The vehicle power transmission according to claim 2, wherein, after the inertia phase is started, the deviation amount is set according to a difference between an engine torque at a start time of the inertia phase of the transmission unit and an actual engine torque. Control device for the device.   The control device for a vehicle power transmission device according to claim 2 or 3, wherein the deviation amount is set to zero before the start of the inertia phase.   3. The vehicle power transmission device according to claim 1, wherein the target rotation speed setting means sets the engine target rotation speed before the start of the inertia phase of the transmission unit to an engine rotation speed at the time of shifting output. Control device.   The engine target rotational speed is set with a limit value in consideration of an optimum fuel consumption line of the engine, an electric motor rotational speed, an engine rotational speed, and a rotational speed of a rotating element of the differential mechanism. Item 6. The control device for a vehicle power transmission device according to any one of Items 1 to 5.   The control device for a vehicle power transmission device according to any one of claims 1 to 6, wherein the setting of the engine target rotation speed is performed during engine operation.   7. The control device for a vehicle power transmission device according to claim 1, wherein the setting of the engine target rotation speed is performed during a load operation of the engine.   The control device for a vehicle power transmission device according to any one of claims 1 to 6, wherein the setting of the engine target rotation speed is performed during the rotation speed control of the engine.

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