JP5321023B2 - Control device for vehicle power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a power transmission system for vehicle which can suppress the torque fluctuation of output axial torque when jump down shift is executed during coast traveling. <P>SOLUTION: In the case of executing jump shift during the coast traveling of an automatic shift section 20, when the input axial revolving speed of the automatic shift section 20 reaches around the synchronous revolving speed of an intermediate shift stage, a smooth change control means 88 relaxes the change speed of the input axial revolving speed, and when the input axial revolving speed reaches around the synchronous revolving speed of the intermediate shift stage, drag torque generated due to drag torque between the friction materials of an engagement device is reduced. Therefore, it is possible to reduce the torque fluctuation of an output shaft 22 of an automatic shift section 20, and to improve driveability. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a vehicle power transmission device including a transmission unit that is shifted according to a running state of a vehicle, and more particularly, to a synchronization control unit that performs synchronization control of a transmission unit when the transmission unit is shifted. The present invention relates to a control device for a vehicle power transmission device.

  2. Description of the Related Art A vehicle power transmission device that includes a transmission that automatically shifts according to the running state of a vehicle is well known. In the vehicle power transmission device, a shift is executed based on a preset shift diagram including, for example, an accelerator opening and a vehicle speed. Further, when coasting without depressing the accelerator pedal, a so-called coast down shift is performed in which the speed change portion is shifted down as the vehicle speed decreases. Here, when the coast-down shift is started, a power transmission device is realized that includes a synchronization control unit that places the transmission unit in a power transmission cutoff state and synchronizes the input shaft rotation speed of the transmission unit with the rotation speed after the shift. Yes. One example is the control device of the hybrid drive device of Patent Document 1.

  In Patent Document 1, at the time of a coast downshift, the rotational speed of the motor is controlled to be the synchronous rotational speed after the shift while maintaining the transmission torque capacity of the transmission unit (transmission mechanism) below a predetermined value. Discloses a technique for increasing the engagement hydraulic pressure of the transmission unit to complete the shift after reaching the synchronous rotational speed. When controlled as described above, the input shaft rotation speed of the transmission unit is reliably changed toward the synchronous rotation speed. When the input shaft rotational speed reaches the synchronous rotational speed, the engaging device on the engagement side of the transmission unit is completely engaged, and therefore the rotational speed change accompanying an increase in the torque capacity of the engaging device is reduced. The shift shock is suppressed.

JP 2004-203219 A JP 2008-114624 A

  By the way, when the transmission unit is a multi-stage transmission unit, a jump coast down shift such as a down shift from the third shift stage to the first shift stage may be executed during coasting. In such a case, the input shaft rotation speed of the transmission unit is an intermediate shift stage set during the jump shift (for example, the second shift stage in the jump shift from the third shift stage to the first shift stage). When the rotation speed reaches around the synchronous rotational speed, the output shaft torque of the transmission unit may fluctuate due to dragging of the friction material constituting the engagement device of the transmission unit, and drivability may deteriorate. In addition, since the said subject was unknown, the method of solving the said subject was not discovered at all.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a speed change portion that is changed according to the traveling state of the vehicle, and when the speed change portion is changed, the speed change portion In the control device for the vehicle power transmission device having the synchronization control means for performing the rotation synchronization control, the drivability is suppressed by suppressing the torque fluctuation of the output shaft torque when the jump down shift is executed during the coasting. It is an object to provide a control device for a vehicle power transmission device that can be improved.

In order to achieve the above object, the gist of the invention according to claim 1 is that: (a) a speed change portion that is changed according to the traveling state of the vehicle, and an input shaft of the speed change portion so as to be able to transmit power In the control device for a hybrid vehicle power transmission device, comprising: (b) a shift before a shift , and a synchronization control means for synchronizing the input shaft rotation speed of the transmission unit with a synchronous rotation speed set after the shift. When performing a jump shift to shift to a shift stage that has jumped a shift stage adjacent to the shift stage, the shift stage before the shift and the shift stage after the shift are between the shift stage before the shift and the shift stage after the shift. An intermediate shift stage that is established by engaging a brake element that is not engaged when the shift is established is formed. (C) During coast travel of the transmission unit, a shift stage before the shift and a shift stage after the shift of the intermediate gear stage is set between the establishment That upon shifting jump jumped to shifting it without engaging the brake element engaging is performed if, when the input shaft rotation speed of the shifting portion is in the vicinity of the synchronous revolution speed of the intermediate gear position, the input It is characterized by having a slow change control means for relaxing the change speed of the shaft rotation speed.

The gist of the invention according to claim 2 is that, in the control device for a hybrid vehicle power transmission device according to claim 1, the relaxation amount and relaxation period of the input shaft rotation speed by the slow change control means are It is changed according to the hydraulic oil temperature of the transmission unit.

According to a third aspect of the present invention, there is provided a control device for a hybrid vehicle power transmission device according to the first aspect, wherein a relaxation amount and a relaxation period of the input shaft rotation speed by the slow change control means are determined by a vehicle. It is changed according to the deceleration.

According to a fourth aspect of the present invention, there is provided a control device for a hybrid vehicle power transmission device according to the first aspect, wherein a relaxation amount and a relaxation period of the input shaft rotation speed by the slow change control means are as described above. It is characterized in that it is changed according to the change over time of the hydraulic control parts and hydraulic oil of the transmission unit.

Further, the gist of the invention according to claim 5 for achieving the above object is that: (a) a transmission unit that is changed according to the traveling state of the vehicle, and power transmission to the input shaft of the transmission unit. In a control device for a hybrid vehicle power transmission device, comprising: a coupled motor; and a synchronous control means for synchronizing the input shaft rotational speed of the transmission unit with a synchronous rotational speed set after a shift by the motor; (b) When performing a jump shift to shift to a shift stage that has jumped a shift stage adjacent to the shift stage before the shift, the shift stage before the shift and the shift stage are between the shift stage before the shift and the shift stage after the shift. An intermediate shift stage that is established by engaging a brake element that is not engaged when the subsequent shift stage is established is formed. (C) During the coasting of the transmission unit, the shift stage before and after the shift It is set between the shift speed Serial when jumping shift to shift and skipped without engaging the brake element engaging the case where the intermediate gear position is established is performed, the synchronized rotation of the input shaft rotational speed intermediate gear position of the transmission portion It has a negative torque applying means for applying a negative torque to the power transmission path between the output shaft of the transmission unit and the drive wheels when the speed is close.

According to a sixth aspect of the present invention, in the control device for a hybrid vehicle power transmission device according to the fifth aspect, the negative torque is a braking force of a wheel brake provided on a wheel. And

The gist of the invention according to claim 7 is that, in the control device for a hybrid vehicle power transmission device according to claim 6, the braking force of the wheel brake is configured to be electrically controllable. Features.

According to an eighth aspect of the present invention, in the control device for a hybrid vehicle power transmission device according to the sixth or seventh aspect, the braking force of the wheel brake is output from the output shaft of the transmission unit. The output is performed so as to cancel the torque fluctuation.

According to a ninth aspect of the present invention, in the control device for a hybrid vehicle power transmission device according to the seventh or eighth aspect, the braking force of the wheel brake depends on the hydraulic oil temperature of the transmission unit. It is characterized by being changed.

The gist of the invention according to claim 10 is that, in the control device for a hybrid vehicle power transmission device according to claim 7 or 8, the braking force of the wheel brake is changed according to vehicle deceleration. It is characterized by.

The gist of the invention according to claim 11 is the control device for the hybrid vehicle power transmission device according to claim 7 or 8, wherein the braking force of the wheel brake is a hydraulic control component or hydraulic oil of the transmission unit. It is characterized in that it is changed in accordance with the change with time.

The gist of the invention according to claim 12 is the control device for a hybrid vehicle power transmission device according to claim 5, wherein the negative torque is a power transmission path between the output shaft of the transmission unit and the drive wheels. It is the braking force of the output shaft motor connected so that power transmission is possible.

According to a thirteenth aspect of the present invention, in the control device for a hybrid vehicle power transmission device according to the twelfth aspect, the output shaft motor is connected to a propeller shaft or a drive shaft of the vehicle. Features.

A gist of the invention according to claim 14 is the control device for a hybrid vehicle power transmission device according to claim 12 or 13, wherein the braking force of the output shaft motor is output from the output shaft of the transmission unit. The torque is output so as to cancel the torque fluctuation.

According to a fifteenth aspect of the present invention, there is provided a control device for a hybrid vehicle power transmission device according to any one of the twelfth to fourteenth aspects, wherein the braking force of the output shaft motor is an operation of the transmission unit. It changes according to oil temperature, It is characterized by the above-mentioned.

According to a sixteenth aspect of the present invention, in the control device for a hybrid vehicle power transmission device according to any one of the twelfth to fourteenth aspects, the braking force of the output shaft motor is in accordance with vehicle deceleration. It is characterized by being changed.

A gist of the invention according to claim 17 is that, in the control device for a hybrid vehicle power transmission device according to any one of claims 12 to 14, the braking force of the output shaft motor is a hydraulic pressure of the transmission unit. It is characterized in that it is changed according to the change with time of control parts and hydraulic oil.

According to an eighteenth aspect of the present invention, in the control device for a hybrid vehicle power transmission device according to any one of the first to seventeenth aspects, the rotation synchronization control of the input shaft of the transmission unit is performed by the electric motor. Or it is implemented by the torque control by an engine.

According to a nineteenth aspect of the present invention, there is provided a control device for a hybrid vehicle power transmission device according to any one of the first to eighteenth aspects, wherein during the synchronous control of the input shaft of the transmission unit, the speed change is performed. The part is in a power transmission cut-off state.

The gist of the invention according to claim 20 is that, in the control device for a hybrid vehicle power transmission device according to any one of claims 1 to 19, power can be transmitted between the engine and the transmission. The differential mechanism of the differential mechanism is controlled by controlling the operating state of one or both of the first motor and the second motor. An electrical differential unit is provided.

According to the control device for a hybrid vehicle power transmission device of the first aspect of the present invention, when the jump gear shift is performed during the coasting of the transmission unit, the input shaft rotation speed of the transmission unit is synchronized with the intermediate shift stage. When approaching the rotation speed, the slow change control means relaxes the change speed of the input shaft rotation speed, so that when the input shaft rotation speed reaches the vicinity of the synchronous rotation speed of the intermediate gear, the friction material of the engagement device The drag torque generated by the drag is reduced. Therefore, torque fluctuation of the output shaft of the transmission unit can be reduced, and drivability can be improved.

Further, according to the control device for a hybrid vehicle power transmission device of a second aspect of the invention, the relaxation amount and relaxation period of the input shaft rotation speed by the gentle change control means depend on the hydraulic oil temperature of the transmission unit. Therefore, the relaxation amount and the relaxation period are suitably set according to the hydraulic oil temperature. For example, as the hydraulic oil temperature increases, the viscosity increases and drag torque increases. In such a case, the drag torque is reduced and the torque fluctuation is effectively reduced by increasing the relaxation amount and extending the relaxation period.

According to the control device for a hybrid vehicle power transmission device of the invention of claim 3, the relaxation amount and relaxation period of the input shaft rotation speed by the slow change control means are changed according to the vehicle deceleration. Therefore, the relaxation amount and the relaxation period are suitably set according to the deceleration. For example, as the vehicle deceleration increases, the drag amount is increased and the relaxation period is lengthened, whereby the drag torque is reduced and the torque fluctuation is effectively reduced.

According to the control device for a hybrid vehicle power transmission device of a fourth aspect of the present invention, the relaxation amount and relaxation period of the input shaft rotation speed by the slow change control means are the hydraulic control components and operations of the transmission unit. Since the oil is changed according to the change with time of the oil, the relaxation amount and the relaxation period are suitably set according to the change with time. For example, since the viscosity of the hydraulic oil decreases with time, the drag torque decreases. In such a case, even if the relaxation amount is reduced and the relaxation period is shortened, the drag torque is reduced, so that torque fluctuation is reduced.

According to the control device for a hybrid vehicle power transmission device of the fifth aspect of the present invention, when the jump gear shift during the coasting of the transmission unit is performed, the input shaft rotational speed of the transmission unit is set to the intermediate shift stage. The negative torque applying means applies a negative torque to the power transmission path between the output shaft of the transmission unit and the drive wheels, so that the torque fluctuation of the output shaft of the transmission unit is reduced. Can do. Therefore, shift shock can be suppressed and drivability can be improved.

According to the control device for a hybrid vehicle power transmission device of the sixth aspect of the invention, since the negative torque is a braking force of a wheel brake provided on a wheel, the negative torque is reduced by the braking force of the wheel brake. The torque fluctuation of the output shaft of the transmission unit can be reduced.

According to the control device for a hybrid vehicle power transmission device of the seventh aspect of the invention, since the braking force of the wheel brake is configured to be electrically controllable, the negative torque can be accurately controlled. Can do. Therefore, the torque fluctuation of the output shaft of the transmission unit can be effectively reduced.

According to the control device for a hybrid vehicle power transmission device of an eighth aspect of the present invention, the braking force of the wheel brake is output so as to cancel the torque fluctuation of the output shaft of the transmission unit. Variation is effectively reduced.

According to the control device for a hybrid vehicle power transmission device of the ninth aspect of the invention, the braking force of the wheel brake is changed according to the hydraulic oil temperature of the transmission unit. Thus, the braking force is suitably set.

According to the control device for a hybrid vehicle power transmission device of the tenth aspect of the invention, since the braking force of the wheel brake is changed according to the vehicle deceleration, the braking force is changed according to the vehicle deceleration. It is set suitably.

According to the control device for a hybrid vehicle power transmission device of an eleventh aspect of the invention, the braking force of the wheel brake is changed in accordance with a change with time of the hydraulic control components and hydraulic oil of the transmission unit. The braking force is preferably set according to the change over time.

In the control device for a hybrid vehicle power transmission device according to a twelfth aspect of the present invention, the negative torque is an output shaft connected to a power transmission path from the output shaft of the transmission unit to the drive wheels so as to be able to transmit power. Since it is the braking force of the electric motor, negative torque can be generated by the braking force of the output shaft electric motor, and the torque fluctuation of the output shaft of the transmission unit can be reduced.

According to the control device for a hybrid vehicle power transmission device of a thirteenth aspect of the present invention, since the output shaft motor is connected to the propeller shaft or drive shaft of the vehicle, it is transmitted to the propeller shaft or drive shaft. The output shaft torque fluctuation can be reduced.

According to the control device for a hybrid vehicle power transmission device of the fourteenth aspect of the present invention, the braking force of the output shaft motor is output so as to cancel the torque of the output shaft of the transmission unit. Variation is effectively reduced.

According to the control device for a hybrid vehicle power transmission device of the fifteenth aspect of the present invention, the braking force of the output shaft motor is changed according to the operating oil temperature of the transmission unit. Accordingly, the negative torque by the output shaft motor is suitably set.

According to the control device for a hybrid vehicle power transmission device of the sixteenth aspect of the invention, since the braking force of the output shaft motor is changed according to the vehicle deceleration, the output shaft according to the vehicle deceleration. The negative torque by the electric motor is suitably set.

According to the control device for a hybrid vehicle power transmission device according to the seventeenth aspect of the invention, the braking force of the output shaft motor is changed in accordance with changes over time in the hydraulic control components of the transmission and hydraulic oil. Therefore, the negative torque by the output shaft motor is suitably set according to the change with time.

According to the control device for a hybrid vehicle power transmission device of the eighteenth aspect of the invention, since the synchronous control of the input shaft of the transmission unit is performed by torque control by the motor or engine, By controlling the torque appropriately, synchronous control of the input shaft of the transmission unit can be performed.

According to the control device for a hybrid vehicle power transmission device of the nineteenth aspect of the invention, during the synchronous control of the input shaft of the transmission unit, the transmission unit is in a power transmission cutoff state. It is possible to avoid the influence due to the shift progress of the shift section.

According to the control device for a hybrid vehicle power transmission device of the twentieth aspect, a differential mechanism, a first motor, and a second motor are coupled between the engine and the transmission unit so as to be able to transmit power. And an electric differential section is provided in which the differential state of the differential mechanism is controlled by controlling the operating state of one or both of the first motor and the second motor. For example, synchronous control of the input shaft of the transmission unit can be performed by the second electric motor.

  Here, preferably, the hydraulic control component corresponds to a component related to friction material drag torque, such as a friction material, a clutch plate, a piston, and a return spring, which constitutes the engaging device of the transmission unit.

  Preferably, coasting corresponds to traveling in a state where the accelerator pedal is not depressed.

  Preferably, the jump shift means shifting to a shift stage in which a shift stage adjacent to the current shift stage is skipped.

  Further, preferably, the intermediate shift speed corresponds to a shift speed set between a shift speed before the shift and a shift speed after the shift when the jump shift is performed.

  Preferably, the differential mechanism includes 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. The first element is a carrier of the planetary gear unit, the second element is a sun gear of the planetary gear unit, and the third element is a ring gear of the planetary gear unit. 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 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly through a pulsation absorbing damper (vibration damping device) (not shown), and the differential unit 11 to drive wheels 34 (FIG. 6). An automatic transmission unit 20 as a power transmission unit connected in series via a transmission member 18 in a power transmission path to the reference), and an output shaft 22 as an output rotation member connected to the automatic transmission unit 20; Are 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 connected driving power source, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine and a pair of drive wheels 34 (see FIG. 6) are provided to transmit power from the engine 8 to the power transmission. The differential gear device (final reduction gear) 32 (see FIG. 6) and a pair of axles that constitute a part of the path are sequentially transmitted to the pair of drive wheels 34.

  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 passing through 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.

  The differential unit 11 corresponding to the electric differential unit of the present invention is connected to a power transmission path between the engine 8 and the drive wheels 34, and is a difference for controlling the differential state of the power distribution mechanism 16. A mechanical mechanism that mechanically distributes the output of the engine 8 input to the input shaft 14 and the first motor M1 that functions as a motor for driving, and distributes the output of the engine 8 to the first motor M1 and the transmission member 18. A power distribution mechanism 16 serving as a differential mechanism, and a second electric motor M2 operatively coupled to rotate integrally with a transmission member 18 functioning as an output shaft. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has at least a generator (power generation) function for generating a reaction force, and the second electric motor. Since M2 functions as a traveling motor that outputs driving force as a driving force source for traveling, M2 has at least a motor (motor) function. The first electric motor M <b> 1 and the second electric motor M <b> 2 are provided in a case 12 that is a casing of the transmission mechanism 10, and are cooled by hydraulic fluid of the automatic transmission unit 20 that is a working fluid of the transmission mechanism 10.

  The power distribution mechanism 16 corresponding to the differential mechanism of the present invention is mainly composed of a single pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 (= 0.416). The differential planetary gear unit 24 includes a differential sun gear S0, a differential planetary gear P0, a differential carrier CA0 that supports the differential planetary gear P0 so as to rotate and revolve, and a differential sun gear via the differential planetary gear P0. A differential ring gear R0 meshing with S0 is provided as a rotating element. When 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, to constitute the first rotating element RE1, and the differential sun gear S0 is connected to the first electric motor M1 to be the second rotating element RE2. The differential ring gear R0 is connected to the transmission member 18 to form a third rotating element RE3. In the power distribution mechanism 16 configured in this manner, the differential sun gear S0, the differential carrier CA0, and the differential ring gear R0, which are the three elements of the differential planetary gear device 24, are capable of relative rotation with respect to each other. Therefore, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and the first part of the distributed output of the engine 8 is the first. Since the electric energy generated from the electric motor M1 is stored or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is caused to function as an electrical differential device, for example, the differential unit. 11 is a so-called continuously variable transmission state, and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, by the differential state between the rotational speed N ₁₈ of the transmitting member which serves as an output shaft rotational speed N _IN of the input shaft 14 is controlled, the differential portion 11 rotation of the speed ratio [gamma] 0 (input shaft 14 speed N _{iN /} rotational speed N ₁₈₎ of the transmission member 18 functions as the electrically controlled continuously variable transmission is caused to continuously change from a minimum value γ0min to a maximum value Ganma0max.

  The automatic transmission unit 20 (transmission unit) corresponding to the transmission unit of the present invention constitutes a part of a power transmission path between the engine 8 and the drive wheels 34, and is a single pinion type first planetary gear unit 26. The planetary gear type multi-stage transmission includes a single pinion type second planetary gear device 28 and functions as a stepped automatic transmission unit. 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 that meshes with the first gear R1 has a predetermined gear ratio ρ1 (= 0.488). 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. Is provided with a second ring gear R2 that meshes with the second gear R2 (= 0.455). When 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, and the number of teeth of the second ring gear R2 is ZR2, the gear ratio ρ1 is ZS1 / ZR1. The gear ratio ρ2 is ZS2 / ZR2.

  In the automatic transmission unit 20, the first sun gear S1 is connected to the transmission member 18 via the third clutch C3 and selectively connected to the case 12 via the first brake B1, and the first carrier CA1 and the second ring gear are connected. R2 is integrally connected to the transmission member 18 via the second clutch C2, and is selectively connected to the case 12 via the second brake B2, and the first ring gear R1 and the second carrier CA2 Are integrally connected to the output shaft 22, and the second sun gear S2 is selectively connected to the transmission member 18 via the first clutch C1. Further, the first carrier CA1 and the second ring gear R2 are coupled to the case 12 which is a non-rotating member via a one-way clutch F1 and allowed to rotate in the same direction as the engine 8, but are not allowed to rotate in the reverse direction. ing. As a result, the first carrier CA1 and the second ring gear R2 function as rotating members that cannot rotate in reverse.

In addition, 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 a plurality of gear stages (shift stages). As a result, a transmission gear ratio γ (= rotational speed N ₁₈ of the transmission member ₁₈ / rotational speed N _OUT of the output shaft 22) that changes substantially 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 is about “3.20” is established by the engagement of the first clutch C1 and the one-way clutch F1. In addition, the engagement of the first clutch C <b> 1 and the first brake B <b> 1 establishes the second speed gear speed stage at which the gear ratio is about “1.72”. Further, the third speed gear stage at which the gear ratio is about “1.00” is established by engagement of the first clutch C1 and the second clutch C2. Further, a fourth speed gear stage with a gear ratio of about “0.67” is established by engagement of the second clutch C2 and the first brake B1. Further, the reverse gear stage in which the gear ratio is about “2.04” is established by the engagement of the third clutch C3 and the second brake B2. Further, the neutral "N" state is established by releasing the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2. In addition, the second brake B2 is engaged during the engine braking of the first gear.

  As described above, the power transmission path in the automatic transmission unit 20 is the combination of the engagement and release of the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2. Thus, the state is switched between a power transmission enabling state that enables power transmission through the power transmission path and a power transmission cutoff state that interrupts power transmission. That is, when any one of the first to fourth gears and the reverse gear is established, the power transmission path is in a state capable of transmitting power, and none of the gears is established. When the neutral “N” state is established, the power transmission path is brought into a power transmission cutoff state.

  The first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 (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. 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 (hereinafter referred to as the input rotational speed of the automatic transmission unit 20), that is, the rotational speed of the transmission member 18 (hereinafter referred to as the transmission member rotational speed N ₁₈ ) changes steplessly. As a result, a continuously variable gear ratio width is obtained at the gear stage M. 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.

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, and 28 and a vertical axis indicating the relative rotational speed. indicates horizontal line X1 rotation speed zero lower of horizontal lines, represents the rotational speed N _E of the engine 8 upper horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 14, X3 differential The rotational speed of the 3rd rotation element RE3 mentioned later inputted into the automatic transmission part 20 from the part 11 is shown.

  Also, three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 are the differential unit sun gear S0, the first corresponding to the second rotating element RE2 in order from the left side. The relative rotational speeds of the differential part carrier CA0 corresponding to the first rotational element RE1 and the differential part ring gear R0 corresponding to the third rotational element RE3 are shown, and the distance between them is the gear ratio ρ0 of the differential planetary gear unit 24. It is determined according to. Further, the four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission unit 20 connect the second sun gear S2 corresponding to the fourth rotation element RE4 to each other corresponding to the fifth rotation element RE5 in order from the left. The first ring gear R1 and the second carrier CA2 that are connected to each other, the first carrier CA1 and the second ring gear R2 that are connected to each other corresponding to the sixth rotation element RE6, and the first sun gear S1 that corresponds to the seventh rotation element RE7. These are expressed respectively and their intervals are determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 26 and 28, 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 interval between the sun gear and the carrier is set to correspond to "1" for each of the first and second planetary gear devices 26 and 28, and the interval between the carrier and the ring gear corresponds to ρ. Set to the interval to be

  If expressed using the collinear diagram of FIG. 3 described above, the speed change mechanism 10 of the present embodiment is configured so that the first rotating element RE1 (differential) of the differential planetary gear device 24 in the power distribution mechanism 16 (differential portion 11). The 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 ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor M2. Thus, the rotation of the input shaft 14 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 sun gear S0 and the rotational speed of the differential ring gear R0 is indicated 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. When the rotational speed of the moving ring gear R0 is constrained by the vehicle speed V, the rotational speed of the first electric motor M1 is controlled to control the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1. When the rotation is raised or lowered, the rotational speed, or the engine rotational speed N _E of the differential carrier CA0, represented by an intersecting point between the straight line L0 and the vertical line Y2 is increased or decreased.

Further, the rotation of the differential 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" When the straight line L0 is aligned with the horizontal line X2, the rotational speed, i.e., the power transmitting member 18 of the differential ring gear R0 at a speed equal to the engine speed N _E is rotated. Alternatively, the rotation of the differential sun gear S0 is made zero by controlling the rotational speed of the first electric motor M1 so that the speed ratio γ0 of the differential unit 11 is fixed to a value smaller than “1”, for example, about 0.7. that the straight line L0 is the state shown in FIG. 3, it is higher than the engine speed N _E and the power transmitting member 18 is rotated.

  Further, in the automatic transmission unit 20, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the first clutch C1, the fifth rotation element RE5 is connected to the output shaft 22, and the sixth rotation element RE6 is the sixth rotation element RE6. It is selectively connected to the transmission member 18 via the second clutch C2 and selectively connected to the case 12 via the second brake B2, and the seventh rotating element RE7 is connected to the transmission member 18 via the third clutch C3. It is selectively connected to the case 12 via the first brake B1.

In the automatic transmission unit 20, for example, when the rotational speed of the differential sun gear S0 is made substantially zero by controlling the rotational speed of the first electric motor M1 in the differential unit 11, the straight line L0 is brought into the state shown in FIG. is output to the third rotating element RE3 are speed higher than the speed N _E. Then, as shown in FIG. 3, when the first clutch C1 and the second brake B2 are engaged, the intersection of the vertical line Y4 indicating the rotational speed of the fourth rotating element RE4 and the horizontal line X3 and the sixth rotating element A first intersection at an oblique line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of RE6 and the horizontal line X1 and a vertical line Y5 indicating the rotational speed of the fifth rotational element RE5 connected to the output shaft 22 is the first. The rotational speed of the high-speed output shaft 22 is shown. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y5 indicating the rotational speed of the fifth rotating element RE5 connected to the output shaft 22. The rotational speed of the output shaft 22 of the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the fifth rotational element RE5 connected to the output shaft 22 The rotation speed of the output shaft 22 at the third speed is indicated by the intersection with the vertical line Y5 indicating the rotation speed, and the oblique straight line L4 and the output shaft determined by engaging the second clutch C2 and the first brake B1. The rotational speed of the fourth-speed output shaft 22 is shown at the intersection with the vertical line Y5 indicating the rotational speed of the fifth rotational element RE5 connected to the second rotational element RE5.

FIG. 4 exemplifies signals input to the electronic control device 80 that is a control device for controlling the speed change mechanism 10 of the present embodiment and signals 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 relating to the engine 8, the first electric motor M1, and the second electric motor M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 80 receives a signal representing the engine water temperature TEMP _W that is the temperature of the cooling fluid of the engine 8 and the shift position P _{SH of the} shift lever 52 (see FIG. 5) from each sensor and switch as shown in FIG. and a signal representative of the number of operations such as in the "M" position, a 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, a signal representing the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22 detected by the vehicle speed sensor 46 (see FIG. 1) and the traveling direction of the vehicle, and the hydraulic oil temperature of the automatic transmission unit 20 signal representing the T _OIL, the signal representative of the emergency brake operation, a signal indicative of a foot brake operation, a signal indicative of the catalyst temperature, access corresponding to the output demand of the driver A signal representing the accelerator opening Acc, which is the amount of pedal operation, a signal representing the cam angle, a signal representing the snow mode setting, a signal representing the longitudinal acceleration G of the vehicle, a signal representing the auto-cruise traveling, the vehicle weight (vehicle weight) , A signal representing the wheel speed of each wheel, a rotational speed N _M1 of the first electric motor M1 detected by a rotational speed sensor 42 such as a resolver (hereinafter referred to as “first electric motor rotational speed N _M1 ”), and its A signal indicating the rotational direction, a rotational speed N _M2 of the second electric motor M2 detected by a rotational speed sensor 44 (see FIG. 1) such as a resolver (hereinafter, referred to as “second electric motor rotational speed N _M2 ”), and a rotational direction thereof , A signal representing the remaining charge (charged state) SOC of the power storage device 56 (see FIG. 6) that charges and discharges between the motors M1 and M2 via the inverter 54, respectively. It is fed. The rotational speed sensors 42 and 44 and the vehicle speed sensor 46 are sensors that can detect not only the rotational speed but also the rotational direction. When the automatic transmission unit 20 is in the neutral position while the vehicle is running, the vehicle speed sensor 46 The direction of travel is detected.

From the electronic control unit 80, an engine output control unit 58 (see FIG. 6) for controlling the output P _{E of the} engine 8 (the unit is, for example, “kW”; hereinafter referred to as “engine output P _E ”). Control signal, for example, a drive signal to the throttle actuator 64 for operating the throttle valve opening θ _TH of the electronic throttle valve 62 provided in the intake pipe 60 of the engine 8, the intake pipe 60 by the fuel injection device 66 or the in-cylinder of the engine 8 A fuel supply amount signal for controlling the fuel supply amount to the engine, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 68, a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric motor for operating the electric air conditioner Air conditioner drive signal, command signal for commanding operation of motors M1 and M2, shift position (operation position) display signal for operating shift indicator , A gear ratio display signal for displaying a gear ratio, a snow mode display signal for displaying that it is in a snow mode, an ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, and an M mode Is included in the hydraulic control circuit 70 (see FIG. 6) for controlling the hydraulic actuator of the hydraulic friction engagement device of the differential unit 11 and the automatic transmission unit 20. valve command signals for actuating electromagnetic valves (linear solenoid valves), a signal for pressure regulating the line pressure P _L by the hydraulic control circuit regulator valve (pressure regulating valve) provided in 70, pressurized the line pressure P _L is adjusted A drive command signal for operating an electric hydraulic pump, which is a hydraulic source of the original pressure for driving, a signal for driving the electric heater, Signal or the like to the over's control control computer is 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 clutches C1 to C1 that cannot drive the vehicle in which the power transmission path in the automatic transmission unit 20 is released so that any of the first clutch C1 to the third clutch C3 is released. This is a non-driving position for selecting switching to the power transmission cutoff state of the power transmission path by the third clutch C3. 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. Power transmission of the power transmission path by the first clutch C1 to the third clutch C3 that enables driving of the vehicle to which the power transmission path in the automatic transmission 20 is connected so that at least one of the third clutch C3 is engaged. It is also a drive position for selecting switching to a possible 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. Whether or not the shift of the automatic transmission unit 20 should be executed based on the vehicle state indicated by the actual vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 from the relationship (chain diagram, shift map) having a chain line) 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. The target output is calculated, and the target engine output (required engine output) _PER is calculated in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so as to obtain the total target output. controlling the amount of power generated by the first electric motor M1 controls the engine 8 so that the engine rotational speed N _E and engine torque T _E by the engine output P _ER is obtained.

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 In this way, an optimum fuel consumption rate curve (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, an engine output P required to satisfy a target output (total target output, required driving force) so that the engine 8 can be operated while the eight operating points (hereinafter referred to as “engine operating points”) are being met. so that the engine torque T _E and the engine rotational speed N _E for generating _E, determines the target value of the overall speed ratio γT of the transmission mechanism 10, so that the target value is obtained Further, the gear ratio γ0 of the differential unit 11 is controlled in consideration of the gear position of the automatic transmission unit 20, and the total gear ratio γT is controlled within the changeable range. 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. Further, the hybrid control means 84 shifts the differential unit 11 in the opposite direction so as to cancel the shift with respect to the shift direction of the automatic transmission unit 20, so that the total transmission ratio γT before and after the shift of the automatic transmission unit 20. Can be kept constant.

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 .

Further, the hybrid control means 84 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for the throttle control, and controls the fuel injection amount and the injection timing by the fuel injection device 66 for the fuel injection control. a command to control the ignition timing by the ignition device 68 such as an igniter for controlling alone or in combination with output to the engine output control device 58, an output control of the engine 8 so as to generate the necessary engine output P _E The engine output control means to perform 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 this 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 travel in this embodiment is travel that stops the engine 8 and uses the second electric motor M2 as a driving force source for travel.

  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.

When the downshift is performed in accordance with the deceleration of the vehicle speed V during the coasting where the accelerator pedal is not depressed (so-called coast downshift), the synchronous control means 86 cuts off the torque capacity of the automatic transmission unit 20 and cuts the power transmission. a substantially equal state of being maintained below a predetermined value in a state, the second electric motor M2, so the synchronous rotational speed is set to speed N ₁₈ of the power transmitting member 18 which also serves as an input shaft of the automatic shifting portion 20 after the downshift Control toward (feedback control). More specifically, a control formula comprising a proportional term, a differential term, or an integral term from the deviation between the current transmission member rotational speed N ₁₈ (= second motor rotational speed N _M2 ) and the target rotational speed (synchronous rotational speed). The control amount (output torque) of the second electric motor M2 obtained by the above is calculated, and the output torque of the second electric motor M2 is controlled so that the control amount is obtained. When the rotational speed N ₁₈ of the power transmitting member 18 reaches the synchronous rotation speed, and step-variable shifting control means 82, sharply increases the engagement pressure of the engagement side frictional engagement device of the automatic transmission portion 20 engages To complete the shift. As described above, since the change in the rotational speed accompanying the engagement of the engagement side frictional engagement device is reduced, the shift shock is suppressed.

  By the way, in the automatic transmission unit 20 as in the present embodiment, the deceleration of the vehicle increases, so that, for example, a jump shift (jump coast downshift from the third gear to the first gear) during coasting is performed. ) May be implemented. At this time, if the input shaft rotation speed of the automatic transmission unit 20 is close to the synchronous rotation speed of the intermediate gear stage, drag torque is generated in the engagement device of the automatic transmission unit 20, and therefore the output shaft torque of the automatic transmission unit 20 varies. However, drivability may be deteriorated.

The jump coast down shift from the third speed gear stage to the first speed gear stage will be described more specifically. FIG. 9 is a collinear diagram illustrating a rotation state of the automatic transmission unit 20 when a jump coast down shift from the third speed gear stage to the first speed gear stage is performed. Note that FIG. 9 has the same configuration as the collinear diagram of FIG. 3 described above, and thus detailed description thereof is omitted. In the rotation state of the third speed gear stage indicated by the straight line L3 shown in FIG. 9, when the downshift to the first speed gear stage is started, the rotation state indicated by the straight line L1 is obtained. That is, the rotation speed of the fourth rotation element RE4 is increased around the fifth rotation element RE5 connected to the output shaft 22, and the rotation speed of the seventh rotation element RE7 is decreased. Note that the intersection of the Y4 and the straight line L1 corresponding to the fourth rotary element RE4 is, corresponds to the synchronous rotational speed N _S1 after the shift to the first gear, the synchronization control unit 86, the synchronous speed The rotational speed control of the input shaft (corresponding to the transmission member 18 in this embodiment) of the automatic transmission unit 20 is performed with _NS1 as a target.

  Here, in the transition period in which the rotation speed of the first sun gear S1, which is the seventh rotation element RE7, is lowered from the positive rotation speed to the negative rotation speed, the rotation speed of the first sun gear S1 becomes zero as shown by the broken line L2. There are times when The broken line L2 indicates a state in which the gear is shifted to the second speed gear stage. When the first sun gear S1 passes this rotational speed (zero rotation), torque fluctuation of the output shaft 22 of the automatic transmission unit 20 occurs. There are things to do.

  The reason why the torque fluctuation occurs will be described with reference to FIG. FIG. 10 shows the drag torque generated in response to the differential rotation of the friction plates (not shown) in the engagement device of the automatic transmission unit 20. When the coast down shift from the third speed gear stage to the first speed gear stage is performed, the first brake that is engaged when the second speed gear stage that is an intermediate gear stage (intermediate gear stage) is established. Although B1 is not engaged, the hydraulic fluid is filled between the friction plates. Therefore, when the friction plates of the first brake B1 are relatively rotated with the shift, drag torque is generated due to the viscosity of the hydraulic oil filled between the friction plates as shown in FIG. Become. Accordingly, the first brake B1 is in the same state as having a predetermined torque capacity. Therefore, when the rotational speed of the first sun gear S1 is near zero, the outputs of the differential unit 11 and the automatic transmission unit 20 A slight amount of power can be transmitted to the shaft 22. As a result, the influence of the synchronous control by the second electric motor M2 is transmitted to the output shaft 22 of the automatic transmission unit 20, and torque fluctuation occurs.

On the other hand, the slow change control means 88 is such that the input shaft rotation speed (transmission member rotation speed N ₁₈ , second motor rotation speed N _M2 ) of the automatic transmission unit 20 by the synchronization control means 86 is the synchronous rotation speed of the intermediate gear. When near, the change rate of the input shaft rotation speed is relaxed as compared with the implementation of the synchronous control means 86, thereby reducing the torque fluctuation output from the output shaft 22. Hereinafter, the control will be described. Note that the input shaft rotation speed substantially corresponds to the transmission member rotation speed N ₁₈ and the second motor rotation speed N _M2 in this embodiment, and therefore, the input shaft rotation speed (N ₁₈ , N _M2 ) as necessary. It describes.

  Returning to FIG. 6, the gradual change control means 88 is executed in a jump shift transition period during coasting. Therefore, the jump shift determination means 90 determines whether or not a jump down shift during coasting is performed. The jump shift determining means 90 determines coasting based on whether or not the accelerator opening Acc, which is the amount of depression of the accelerator pedal, is zero. In addition, the jump shift determination means 90 is configured so that the automatic transmission unit 20 uses an intermediate shift stage (second speed, for example, from the third speed to the first speed) based on the shift diagram shown in FIG. It is determined whether or not a jump-down shift that jumps the gear stage is performed.

Further, gradual change control unit 88 and the synchronization control unit 86, for thereby controlling the rotational speed N ₁₈ of the transmitting member 18 by the second electric motor M2, the output enable power of the second electric motor M2 is limited, the Control cannot be performed. Therefore, the motor output limit determining means 92 (hereinafter referred to as the output limit determining means 92) sets a predetermined value PA at which the output possible power of the second motor M2 can be implemented by the slow change control means 86 and the synchronization control means 86. Judge whether to exceed. The output restriction determination unit 92 outputs, for example, the output of the second electric motor M2 from the temperature of the second electric motor M2 and the power storage device 56 and the charge capacity SOC of the electric power storage device 56 based on an output map set in advance and rated. The possible power is calculated, and it is determined whether or not the output possible power exceeds a predetermined value PA. The predetermined value PA is experimentally set in advance, and is set to a value at which the slow change control means 86 and the synchronization control means 86 can be implemented.

As an alternative means by the second electric motor M2, the slow change control means 86 and the synchronization control means 86 can be implemented by the engine 8 and the first electric motor M1. For example, by controlling the rotational speed _{N E} and the first electric motor speed _{N M1} of the engine 8, it can be synchronized to the synchronous revolution speed _{N S1} the input shaft rotational speed _{(N 18,} N _M2). In this case, since the first electric motor M1 may be driven in reverse rotation (reverse power running), the output restriction determination unit 92 determines whether the output possible power of the first electric motor M1 exceeds a predetermined value at which the control can be performed. Determine whether.

  Here, if it is determined that the output possible power of the first motor M1 and the second motor M2 is less than the predetermined value PA, it is determined that the rotation speed control by the synchronization control means 86 and the slow change control means 88 is impossible, and automatic shifting is performed. Switching to clutch-to-clutch control by hydraulic control of the unit 20 is performed.

When the output restriction determination unit 92 determines that the slow change control unit 86 and the synchronization control unit 86 can be implemented, the above control is performed. For example, when a coast-down shift from the third speed gear stage to the first speed gear stage is performed, the synchronization control means 86 sets the vehicle speed V (output shaft rotation speed N _OUT ) and the gear ratio γ1 of the first speed gear stage. Based on this, the synchronous rotational speed N _S1 (= N _OUT × γ1) of the input shaft (transmission member 18) of the automatic transmission 20 after the shift is calculated, and the synchronous rotational speed _NS1 and the current input shaft rotational speed (N ₁₈ , N _M2 ) based on the deviation control. Then, when the input shaft rotation speed is close to the synchronous rotation speed N _S2 (= N _OUT × γ2) calculated based on the speed ratio γ2 of the second speed gear stage, the slow change control means 88 is executed.

Gradual change control means 88, for example, when the rotational speed difference between the input shaft rotational speed and _{(N 18, N M2)} and the synchronous rotation speed _{N M2} is within a predetermined range (e.g., 100rpm around the synchronous rotational speed _{N S2),} the input By setting the upper limit value α of the change speed (change gradient, change rate) of the shaft rotation speed (N ₁₈ , N _M2 ), the change speed is relaxed. When the changing speed of the input shaft rotational speed when passing through the synchronous rotational speed _{N S2 (N 18, N M2} ) is reduced, the rotation change rate of the first sun gear S1 is the seventh rotary element RE7 is similarly Alleviated. When the change speed is relaxed as described above, the drag torque generated in the first brake B1 is reduced from the relationship of the drag torque shown in FIG. 10, and the torque fluctuation of the output shaft 22 of the automatic transmission unit 20 is reduced. . The upper limit value α of the change speed is set, for example, to a value at which the drag torque in FIG. 10 is sufficiently small (a level that does not cause the driver to feel torque fluctuation at the time of shifting). The upper limit α of the change rate, for example, the input shaft rotational speed by setting even smaller toward the synchronous rotational speed N _S2, drag torque of the synchronous rotational speed N _S2 during the passage is effectively reduced, automatic The torque fluctuation of the output shaft 22 of the transmission unit 20 is suppressed.

The drag torque changes according to the hydraulic oil temperature T _OIL of the hydraulic oil. As indicated by the broken line in FIG. 10, the drag torque decreases as the hydraulic oil temperature T _OIL increases, while the drag torque increases as the temperature decreases as indicated by the alternate long and short dash line. Accordingly, the gradual change control means 88 appropriately changes the relaxation amount and relaxation period of the input shaft rotation speed in accordance with the hydraulic oil temperature T _OIL . Here, the relaxation amount is defined by the magnitude of the change rate of the input shaft rotation speed (N ₁₈ , N _M2 ). When the relaxation amount increases, the change rate of the input shaft rotation speed increases, and when the relaxation amount decreases, It is assumed that the change speed of the input shaft rotation speed becomes slow. In addition, the relaxation period corresponds to an interval between time t2 and time t5 in FIG. 12 to be described later. When the relaxation period becomes shorter, the interval becomes shorter, and when the relaxation period becomes longer, the interval becomes longer.

For example, as the hydraulic oil temperature T _OIL becomes higher, the drag torque becomes smaller as shown in FIG. 10, so the relaxation amount is reduced and the relaxation period is shortened. Specifically, by setting the upper limit value α to be larger as the hydraulic oil temperature T _OIL becomes higher, the change rate of the input shaft rotation speed becomes faster than that at low temperature, and the relaxation amount is reduced. Further, the relaxation period in which the gradual change control is performed is shortened as the hydraulic oil temperature T _OIL becomes higher. For example, the relaxation period can be reduced by reducing the rotational speed difference range between the input shaft rotational speed (N ₁₈ , N _M2 ) and the synchronous rotational speed NS ₂ where the slow change control means 88 is implemented (for example, changing 100 rpm to 50 rpm). Is shortened. Even in the case of the control as described above, since the drag torque is small, the torque fluctuation is suppressed. In addition, the synchronization control is performed promptly.

On the other hand, as the hydraulic oil temperature T _OIL becomes lower, the drag torque increases as shown in FIG. 10, so the relaxation amount is increased and the relaxation period is set longer. Specifically, by decreasing the upper limit value α as the hydraulic oil temperature T _OIL becomes lower, the change rate of the input shaft rotation speed becomes gentler than that at high temperature, and the relaxation amount increases. In addition, as the hydraulic oil temperature T _OIL becomes higher, by setting a wider rotation speed region of the input shaft rotation speed at which the gradual change control is performed, the change speed of the input shaft rotation speed is reduced in a wider rotation speed region. , The relaxation period becomes longer. When controlled as described above, the drag torque decreases as the change rate of the input shaft rotation speed decreases, so that torque fluctuation is suppressed. Note that the relaxation amount and relaxation period of the input shaft rotation speed based on the hydraulic oil temperature T _OIL are set based on, for example, a map of the relaxation amount and relaxation period, relational expressions, and the like that are obtained experimentally and stored in advance. .

Further, when the hydraulic oil temperature T _OIL exceeds a predetermined value, the drag torque becomes sufficiently small, so that torque fluctuation is suppressed even if the slow change control of the input shaft rotational speed (N ₁₈ , N _M2 ) is not performed. Therefore, when the hydraulic oil temperature T _OIL exceeds the predetermined value TA, control by the slow change control means 88 is not required. Therefore, the hydraulic oil temperature determination means 94 detects the hydraulic oil temperature T _OIL by the oil temperature sensor 72 provided with the hydraulic pressure control circuit 70, and whether or not the detected hydraulic oil temperature T _OIL exceeds a predetermined value TA. Determine. Then, when the hydraulic oil temperature T _OIL exceeds the predetermined value TA, the drag torque is sufficiently small, so the slow change control means 88 is not implemented. The predetermined value TA is obtained experimentally or analytically in advance, and is set to a value that does not make the driver feel torque fluctuation of the output shaft of the automatic transmission unit 20 when the drag torque is sufficiently small. The

  Further, the relaxation amount and relaxation period of the input shaft rotation speed can be appropriately changed according to the deceleration GR of the vehicle. For example, as the vehicle deceleration GR increases, the mitigation amount is increased and the mitigation period is set longer. Specifically, as the vehicle deceleration GR increases, the upper limit value α is decreased, so that the change rate of the input shaft rotation speed becomes more gradual and the amount of relaxation increases. Also, as the vehicle deceleration GR increases, the input shaft rotational speed relaxation period in which the gentle change control is performed is lengthened, so that the input shaft rotational speed change speed is relaxed in a wide rotational speed region, and the relaxation period is increased. become longer. As described above, since drag torque is reduced, torque fluctuation is suppressed. The input shaft rotational speed relaxation amount and the relaxation period based on the vehicle deceleration GR are set based on, for example, a map or a relational expression of the relaxation amount and the relaxation period with respect to the vehicle deceleration GR obtained in advance through experiments, analysis, or the like. Is done.

  In addition, the relaxation amount and relaxation period of the input shaft rotation speed can be changed as appropriate according to changes over time of the hydraulic control components and hydraulic fluid that constitute the hydraulic control circuit 70 of the automatic transmission unit 20. The hydraulic control component corresponds to a component related to drag torque such as a clutch or brake friction plate, a clutch plate, a piston, or a return spring. A suitable relaxation amount and relaxation period are set based on the relationship between the drag torque obtained experimentally in advance for each component or hydraulic oil and the change over time.

  For example, when the friction plate is used for a long time, the friction coefficient on the surface of the friction plate changes as the friction plate is worn, so that the drag torque changes. By appropriately changing the relaxation amount and relaxation period of the input shaft rotation speed in accordance with the above changes, the slow change control is effectively performed. For example, when the hydraulic oil is used for a long time, the drag torque changes as the viscosity of the hydraulic oil changes. By appropriately changing the relaxation amount and relaxation period of the input shaft rotation speed in accordance with the above changes, the slow change control is effectively performed. In addition, since a viscosity will fall when hydraulic oil is used for a long time, drag torque will fall. Therefore, as the hydraulic oil is used for a long time, the relaxation amount of the input shaft rotation speed is reduced, and the relaxation period is shortened. Then, in consideration of the various conditions, a suitable relaxation amount and relaxation period of the input shaft rotation speed are set.

  FIG. 11 is a flowchart for explaining a control operation for suppressing the torque fluctuation and improving the drivability when the jump down shift is executed during coasting, that is, the main part of the control operation of the electronic control unit 80. For example, it is repeatedly performed with an extremely short cycle time of about several milliseconds to several tens of milliseconds.

First, at step SA1 (hereinafter, step is omitted) corresponding to the jump shift determining means 90, for example, a jump down shift (jump coast down shift) during coasting from the third gear to the first gear is performed. It is determined whether or not it is implemented. If SA1 is negative, this routine is terminated. On the other hand, when SA1 is affirmed, it is determined in SA2 corresponding to the output restriction determination means 92 whether or not the output powers of the second electric motor M2 and the first electric motor M1 are greater than or equal to a predetermined value. When SA2 is negative, it is determined that the synchronous control by the electric motor cannot be performed, and the shift control by the clutch-to-clutch is performed at SA6 corresponding to the stepped shift control means 82. On the other hand, if SA2 is positive, it is determined in SA3 corresponding to the hydraulic oil temperature determination means 94 whether the hydraulic oil temperature _TOIL is equal to or lower than a predetermined value TA. If SA3 is negative, it is determined that the drag torque is sufficiently small, and the normal rotation synchronization control is performed in SA5 corresponding to the synchronization control means 86. On the other hand, when SA3 is affirmed, in SA4 corresponding to the slow change control means 88, the input shaft rotational speed (N ₁₈ , N _M2 ) is reduced from the intermediate gear (from the third gear to the first gear). When the speed is close to the synchronous rotational speed of the second gear), the input shaft rotational speed is slowly controlled.

FIG. 12 is a time chart for explaining the control operation when the gradual change control is performed during the jump coast down shift, and corresponds to the control operation of the flowchart of FIG. In FIG. 12, a jump coast down shift from the third gear to the first gear is shown as an example. When the jump coast down shift from the third speed gear stage to the first speed gear stage is started at time t1, the release hydraulic pressure (command pressure) of the release side frictional engagement device of the automatic transmission unit 20 indicated by the one-dot chain line is changed. By setting it to zero, the automatic transmission unit 20 is brought into a power transmission cut-off state. Note that the engagement-side frictional engagement element is kept at a constant pressure with a hydraulic pressure that does not have torque capacity. Next, synchronous control of the input shaft rotational speed (N ₁₈ , N _M2 ) by the synchronous control means 86 is started. Specifically, based on the deviation of the synchronous rotational speed N _S1 that is set after the shift to the input shaft rotational speed and the first speed gear position, a feedback operation amount of the second electric motor M2 (output torque) is controlled Control is implemented. Accordingly, the input shaft rotation speed (N ₁₈ , N _M2 ) is increased by the second electric motor M2. Note that synchronous control by the engine 8 and the first electric motor M1 may be performed.

Then, at time t2, the slow change control means 88 is started. Incidentally, t2 point in time, for example, when the rotational speed difference between the synchronous speed N _S2 of the second gear is an intermediate gear position to the current input shaft rotational speed is within a predetermined range, or from the time shift start Set by timer control or the like. From time t2 to time t5, the upper limit value α of the change rate (change gradient, change rate) of the input shaft rotation speed is set, and the input shaft rotation speed (N ₁₈ , N _M2 ) is controlled so as not to exceed it. Therefore, the rotational speed gradient of the input shaft rotational speed is relaxed. Since the relaxation control is performed by torque control by the second electric motor M2, the input shaft torque (AT input shaft torque) of the automatic transmission unit 20 is reduced from the time t2 to the time t5. As described above, when the rotational change speed of the input shaft rotational speed is relaxed, the torque fluctuation of the output shaft 22 of the automatic transmission unit 20 is suppressed as the drag torque decreases. Then, at time t5, the slow change control ends, and at time t7, when the input shaft rotational speed reaches the synchronous rotational speed _NS1 , the engagement hydraulic pressure of the engagement side frictional engagement device is rapidly increased. Shifting is complete. Similar to the time t2 even time t5, for example, the rotational speed difference between the synchronous speed N _S2 of the second gear is an intermediate gear position to the current input shaft rotational speed _{(N 18,} N _M2) in advance It is set by a timer control or the like with reference to the shift start time (time t1) when it is outside the set predetermined range. Here, slow change control shows the case where not performed by a broken line, as indicated by a broken line, the input shaft rotational speed reaches the vicinity of the synchronous rotation speed N _S2 and (t3 time), variations in the output shaft torque by the drag torque Becomes larger. If the slow change control is not performed, the engagement hydraulic pressure of the engagement side frictional engagement device is suddenly increased at time t6, and the shift is completed.

  As described above, according to this embodiment, when the jump shift is performed during the coasting of the automatic transmission unit 20, when the input shaft rotation speed of the automatic transmission unit 20 is close to the synchronous rotation speed of the intermediate gear stage, The slow change control means 88 relieves the change speed of the input shaft rotation speed, so that the drag generated by the drag between the friction materials of the engagement device when the input shaft rotation speed reaches near the synchronous rotation speed of the intermediate gear. Torque is reduced. Therefore, torque fluctuation of the output shaft 22 of the automatic transmission unit 20 can be reduced, and drivability can be improved.

Further, according to the present embodiment, the relaxation amount and relaxation period of the input shaft rotation speed by the slow change control means 88 are changed according to the hydraulic oil temperature T _OIL of the automatic transmission unit 20, and therefore the hydraulic oil temperature T _The relaxation amount and the relaxation period are suitably set according to the _OIL . For example, as the hydraulic oil temperature T _OIL increases, the viscosity increases and drag torque increases. In such a case, the drag torque is reduced and the torque fluctuation is effectively reduced by increasing the relaxation amount and extending the relaxation period.

  In addition, according to the present embodiment, the relaxation amount and relaxation period of the input shaft rotation speed by the slow change control means 88 are changed according to the vehicle deceleration GR, and therefore the relaxation amount and relaxation according to the vehicle deceleration GR. A period is suitably set. For example, as the vehicle deceleration GR increases, the drag amount is increased and the relaxation period is lengthened, whereby the drag torque is reduced and the torque fluctuation is effectively reduced.

  In addition, according to the present embodiment, the relaxation amount and relaxation period of the input shaft rotation speed by the slow change control means 88 are changed according to changes over time of the hydraulic control components and the hydraulic oil of the automatic transmission unit 20, so The relaxation amount and the relaxation period are suitably set according to the change. For example, since the viscosity of the hydraulic oil decreases with time, the drag torque decreases. In such a case, even if the relaxation amount is reduced and the relaxation period is shortened, the drag torque is reduced, so that torque fluctuation is reduced.

  Further, according to the present embodiment, the synchronous control of the input shaft (transmission member 18) of the automatic transmission unit 20 is performed by the torque control by the second electric motor M2 or the engine 8 and the first electric motor M1, and therefore the electric motor M1. , M2 and the torque of the engine 8 are suitably controlled, so that the synchronous control of the input shaft of the automatic transmission unit 20 can be performed.

  Further, according to the present embodiment, the automatic transmission unit 20 is in a power transmission cut-off state during the synchronous control of the input shaft (transmission member 18) of the automatic transmission unit 20, so It is possible to avoid the influence due to the shift progress.

  Further, according to the present embodiment, the engine 8 and the automatic transmission unit 20 include the power distribution mechanism 16, the first electric motor M <b> 1, and the second electric motor M <b> 2 that are connected so as to be capable of transmitting power. Since the differential unit 11 is provided in which the differential state of the power distribution mechanism 16 is controlled by controlling the operating state of one or both of the electric motor M1 and the second electric motor M2, for example, the second electric motor M2 Thus, the synchronous control of the input shaft of the automatic transmission unit 20 can be performed.

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

  FIG. 13 is another functional block diagram for explaining the main part of the control function by the electronic control unit 80. Note that means (synchronization control means 86 and the like) that are common to the functional block diagram of FIG. In the functional block diagram of FIG. 13, the torque fluctuation generated when the jump coast down shift is performed is suppressed by the negative torque applying means 102. Hereinafter, the negative torque applying means 102 will be mainly described.

A braking device 104 shown in FIG. 13 is a so-called disc brake well known as a service brake, and constitutes a disc 106 that is fixed to an axle and rotates with wheels (drive wheels) 34, and a suspension connected to the vehicle body. A wheel brake 110 that is disposed on a member or the like and includes a caliper 108 that strongly presses the disk 106 via a brake pad (friction material) when brake hydraulic pressure is supplied from the master cylinder 107 or the like, and a brake actuator 112 or the like. It is configured. The brake actuator 112 includes, for example, a hydraulic pump and an accumulator that generate an original pressure of the brake hydraulic pressure, and an electromagnetic valve (for example, a linear solenoid valve) that independently adjusts the brake hydraulic pressure of each wheel (drive wheel) 34. The brake hydraulic pressure is supplied to the caliper 108 of each wheel (drive wheel) 34 in accordance with a command from the electronic control unit 80, and the supplied brake hydraulic pressure is regulated. The wheel brake 110 brakes the rotation of the wheel (drive wheel) 34 by friction generated when the brake pad is pressed from the caliper 108 against the disk 106 that rotates together with the wheel (drive wheel) 34 during braking of the vehicle. The braking force (hydraulic braking torque TB _-OIL , brake braking torque) due to the friction is increased or decreased according to the hydraulic pressure supplied from the brake actuator 112. As described above, the braking force of the wheel brake 110 can be electrically controlled via the brake actuator 112.

When the jump coast downshift is performed, synchronization control of the input shaft rotational speed is performed by the synchronization control means 86, and when the input shaft rotational speed (N ₁₈ , N _M2 ) is near the synchronous rotational speed of the intermediate gear, negative torque is applied. Means 102 are executed. The negative torque applying means 102 suppresses torque fluctuations output from the output shaft 22 of the automatic transmission unit 20 by applying a braking force (hydraulic braking torque TB _-OIL , brake braking torque) of the wheel brake 110. Here, the braking force (negative torque) of the wheel brake 110 controlled by the negative torque applying means 102 is output so as to cancel the torque fluctuation output from the output shaft 22 of the automatic transmission unit 20 during the jump coast downshift. Is done. For example, torque fluctuation output according to each condition such as a shift pattern is obtained experimentally or analytically in advance, and negative torque by the wheel brake 110 is outputted so as to cancel the torque fluctuation. The magnitude of the braking force (negative torque) and the control period are, for example, the hydraulic oil temperature T _OIL , the vehicle deceleration GR, the hydraulic control component, and the hydraulic oil in addition to the shift pattern, as in the above-described embodiment. For each condition such as a change with time, an optimum value that cancels the torque fluctuation is preset and stored by experiment and analysis, and the braking force is appropriately changed in consideration of the above conditions.

  FIG. 14 is another flowchart illustrating a control operation of the electronic control device 80, that is, a control operation for suppressing drivability and improving drivability when a jump-down shift is performed during coasting. For example, it is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds. Since steps SA1 to SA3, SA5, and SA6 are the same as those in the above-described embodiment, the description thereof will be described.

  In FIG. 14, when SA3 corresponding to the hydraulic oil temperature determination means 94 is affirmed, the torque fluctuation is suppressed by suitably applying the braking force of the wheel brake 110 in SB4 corresponding to the negative torque applying means 102. Is done. The braking force is controlled based on a set value obtained in advance through experiments and analysis.

FIG. 15 is a time chart for explaining the control operation when the braking force control by the wheel brake 110 is performed during the jump coast down shift, and corresponds to the control operation of the flowchart of FIG. When the jump coast down shift from the third speed gear stage to the first speed gear stage is started at time t1, the release hydraulic pressure (command pressure) of the release side frictional engagement device of the automatic transmission unit 20 indicated by the one-dot chain line is changed. By setting it to zero, the automatic transmission unit 20 is brought into a power transmission cut-off state. Next, synchronous control of the input shaft rotation speed by the second electric motor M2 is started. Specifically, based on the deviation between the input shaft rotation speed (N ₁₈ , N _M2 ) and the synchronous rotation speed N _S1 set after shifting to the first gear, the operation amount (output) of the second electric motor M2 The feedback control in which the torque is controlled is performed. Accordingly, the input shaft rotation speed (N ₁₈ , N _M2 ) is increased by the second electric motor M2. Note that synchronous control by the engine 8 and the first electric motor M1 may be performed.

At time t2, braking force control by the wheel brake 110 is started. Incidentally, t2 point in time, for example, when the rotational speed difference between the synchronous speed N _S2 of the second gear is an intermediate gear position to the current input shaft rotational speed enters within a preset predetermined range, or, It is set by timer control or the like based on the shift start time (time t1). From the time t2 to the time t5, the braking force of the wheel brake 110 is output so as to cancel the torque fluctuation output from the output shaft 22 of the automatic transmission unit 20. Therefore, the output shaft torque fluctuation is suppressed as shown by the solid line with respect to the conventional output shaft torque fluctuation shown by the broken line. At time t5, the torque control by the wheel brake 110 is finished. At time t6, when the input shaft rotational speed reaches the synchronous rotational speed _NS1 , the engagement hydraulic pressure of the engagement side frictional engagement device increases rapidly. Pressure change is completed. Similar to the time t2 even time t5, for example, the rotational speed difference between the synchronous speed N _S2 of the second gear is an intermediate gear position to the current input shaft rotational speed _{(N 18,} N _M2) in advance It is set by a timer control or the like with reference to the shift start time (time t1) when it is outside the set predetermined range.

  As described above, according to the present embodiment, when the jump transmission during the coasting of the automatic transmission unit 20 is performed, when the input shaft rotation speed of the automatic transmission unit 20 is close to the synchronous rotation speed of the intermediate shift stage, The negative torque imparting means 102 imparts a negative torque to the power transmission path between the output shaft 22 of the automatic transmission unit 20 and the wheels 34 (drive wheels 34). Can be reduced. Therefore, shift shock can be suppressed and drivability can be improved.

  Further, according to the present embodiment, since the negative torque is a braking force of the wheel brake 110 provided on the wheel 34, the negative torque can be generated by the braking force of the wheel brake 110, and the automatic transmission unit 20 The torque fluctuation of the output shaft 22 can be reduced.

  Further, according to the present embodiment, the braking force of the wheel brake 110 is configured to be electrically controllable, so that the negative torque can be accurately controlled. Therefore, the torque fluctuation of the output shaft 22 of the automatic transmission unit 20 can be effectively reduced.

  Further, according to the present embodiment, the braking force of the wheel brake 110 is output so as to cancel the torque fluctuation of the output shaft 22 of the automatic transmission unit 20, so that the torque fluctuation is effectively reduced.

Further, according to the present embodiment, the braking force of the wheel brake 110 is changed according to the hydraulic oil temperature T _OIL of the automatic transmission unit 20, and therefore the braking force is suitably set according to the hydraulic oil temperature T _OIL. The

  Further, according to the present embodiment, the braking force of the wheel brake 110 is changed according to the vehicle deceleration GR, so that the braking force is suitably set according to the vehicle deceleration GR.

  In addition, according to the present embodiment, the braking force of the wheel brake 11 is changed according to the change over time of the hydraulic control component of the automatic transmission unit 20 and the hydraulic oil, so the braking force is suitably set according to the change over time. Is done.

  FIG. 16 is still another functional block diagram for explaining the main part of the control operation by the electronic control unit 80. Note that means common to the functional blocks of FIGS. 6 and 13 (synchronization control means 86 and the like) perform the same operations as those in the above-described embodiment, and thus the description thereof is omitted. In the functional block diagram of FIG. 16, torque fluctuation generated when the jump coast down shift is performed is suppressed by the negative torque applying means 152, and therefore, the negative torque applying means 152 will be mainly described below. .

  In the speed change mechanism 150 of the present embodiment, the output shaft motor M3 is coupled to the propeller shaft 22 that functions as the output shaft 22 of the automatic transmission unit 20 so that power can be transmitted. The output shaft motor M3 is a motor generator that can be driven and regenerated, and can output drive torque and braking torque (negative torque) to the propeller shaft 22.

When the jump coast downshift is performed, synchronization control of the input shaft rotation speed is performed by the synchronization control means 86, and when the input shaft rotation speed (N ₁₈ , N _M2 ) is near the synchronization rotation speed _NS2 of the intermediate gear, Torque applying means 152 is executed. The negative torque applying means 152 suppresses torque fluctuation output from the output shaft 22 of the automatic transmission unit 20 by applying negative torque by the output shaft motor M3. Here, the negative torque of the output shaft motor M3 controlled by the negative torque applying means 152 is output so as to cancel the torque fluctuation output from the output shaft 22 of the automatic transmission unit 20 during the jump coast downshift. For example, torque fluctuation output according to each condition such as a shift pattern is obtained experimentally or analytically in advance, and negative torque is output by the output shaft motor M3 so as to cancel the torque fluctuation. The magnitude of the negative torque and the torque application period are, for example, the hydraulic oil temperature T _OIL , the vehicle deceleration GR, the hydraulic deceleration component, and the change over time of the hydraulic oil in addition to the shift pattern, as in the above-described embodiment. For each of the above conditions, an optimal value that cancels the torque fluctuation is preset and stored by experiment and analysis, and the braking force is appropriately changed according to each of the above running conditions. In the speed change mechanism 150, the output shaft motor M3 is connected to the propeller shaft 22. However, the output shaft motor M3 is not limited to the propeller shaft 22. For example, the drive shaft transmits power between the differential gear device 32 and the drive wheels 34. It may be connected to 36 so that power transmission is possible. In other words, if the configuration can cancel the torque fluctuation output from the automatic transmission unit 20, specifically, the configuration connected to the output shaft 22 so that power can be transmitted, the connecting position of the output shaft motor M3 and the motor The number of is not particularly limited.

  FIG. 17 shows still another control operation of the electronic control unit 80, that is, a control operation for improving drivability by suppressing torque fluctuation when a jump-down shift is performed during coasting. This is a flowchart, and is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds. Since steps SA1 to SA3, SA5, and SA6 are the same as those in the above-described embodiment, the description thereof will be described.

  In FIG. 17, when SA3 corresponding to the hydraulic oil temperature determining means 94 is affirmed, in SC4 corresponding to the negative torque applying means 152, a negative torque is suitably applied by the output shaft motor M3, whereby torque fluctuations are caused. It is suppressed. The negative torque is controlled based on, for example, a preset value obtained experimentally or analytically in advance.

FIG. 18 is a time chart for explaining the control operation when the negative torque control by the output shaft motor M3 is performed during the jump coast down shift, and corresponds to the operation control of the flowchart of FIG. When the jump coast down shift from the third speed gear stage to the first speed gear stage is started at time t1, the release hydraulic pressure (command pressure) of the release side frictional engagement device of the automatic transmission unit 20 indicated by the one-dot chain line is changed. By setting it to zero, the automatic transmission unit 20 is brought into a power transmission cut-off state. Note that the engagement-side frictional engagement element is kept at a constant pressure with a hydraulic pressure that does not have torque capacity. Next, synchronous control of the input shaft rotational speed (N ₁₈ , N _M2 ) by the second electric motor M2 is started. Specifically, based on the deviation of the synchronous rotational speed N _S1 that is set after the shift to the input shaft rotational speed and the first speed gear position, a feedback operation amount of the second electric motor M2 (output torque) is controlled Control is implemented. Accordingly, the input shaft rotation speed (N ₁₈ , N _M2 ) is increased by the second electric motor M2. Note that synchronous control by the engine 8 and the first electric motor M1 may be performed.

And torque control (negative torque provision) by the output shaft motor M3 is started at time t2. Incidentally, t2 point in time, for example, when the rotational speed difference between the synchronous speed N _S2 of the second gear is an intermediate gear position to the current input shaft rotational speed is within a predetermined range, or transmission start time ( It is set by time control based on (time t1). From the time t2 to the time t5, the negative torque of the output shaft motor M3 is output so as to cancel out the torque fluctuation output from the output shaft 22 of the automatic transmission unit 20. Therefore, the output shaft torque is suppressed as shown by the solid line with respect to the conventional output shaft torque shown by the broken line. Then, at time t5, the output shaft negative torque application control is completed by the electric motor M3, at time t6, the input shaft rotational speed reaches the synchronous speed N _S1, the engagement pressure of the engagement side frictional engagement device The pressure is suddenly increased and the shift is completed. Similar to the time t2 even time t5, for example, the rotational speed difference between the synchronous speed N _S2 of the second gear is an intermediate gear position to the current input shaft rotational speed _{(N 18,} N _M2) in advance It is set by a timer control or the like with reference to the shift start time (time t1) when it is outside the set predetermined range.

  As described above, according to the present embodiment, when the jump transmission during the coasting of the automatic transmission unit 20 is performed, when the input shaft rotation speed of the automatic transmission unit 20 is close to the synchronous rotation speed of the intermediate shift stage, The negative torque imparting means 152 imparts a negative torque to the power transmission path between the output shaft 22 of the automatic transmission unit 20 and the wheels 34 (drive wheels 34). Can be reduced. Therefore, shift shock can be suppressed and drivability can be improved.

  Further, according to the present embodiment, the negative torque is a braking force of the output shaft motor M3 that is connected to the power transmission path from the output shaft 22 of the automatic transmission unit 20 to the drive wheels 34 so as to be able to transmit power. Negative torque can be generated by the braking force of the output shaft motor M3, and torque fluctuation of the output shaft 22 of the automatic transmission unit 20 can be reduced.

  Further, according to the present embodiment, the output shaft motor M3 is connected to the propeller shaft 22 or the drive shaft 36 of the vehicle, so that the torque fluctuation of the output shaft 22 transmitted to the propeller shaft 22 or the drive shaft 36 is reduced. can do.

  Further, according to the present embodiment, the braking force of the output shaft motor M3 is output so as to cancel the torque of the output shaft 22 of the automatic transmission unit 20, so that torque fluctuation is effectively reduced.

Further, according to the present embodiment, the braking force of the output shaft motor M3 is changed according to the hydraulic oil temperature T _OIL of the automatic transmission unit 20, so that the negative output by the output shaft electric motor M3 according to the hydraulic oil temperature T _OIL. Torque is suitably set.

  Further, according to the present embodiment, the braking force of the output shaft motor M3 is changed according to the vehicle deceleration GR, so that the negative torque by the output shaft motor M3 is suitably set according to the vehicle deceleration GR. .

  In addition, according to the present embodiment, the braking force of the output shaft motor M3 is changed according to the change over time of the hydraulic control components and the hydraulic oil of the automatic transmission unit 20, and therefore the output shaft motor M3 is changed according to the change over time. Negative torque is suitably set.

  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 embodiments, each embodiment is implemented independently, but the above does not necessarily have to be implemented independently, and may be implemented in appropriate combination.

  In the above-described embodiment, the start timing and the end timing of the slow change control means 88 and the negative torque applying means 102 and 152 are set in advance by the difference in rotational speed between the input shaft rotational speed and the intermediate rotational speed. However, when the input shaft rotation speed reaches the synchronous rotation speed, for example, when the input shaft rotation speed reaches the synchronous rotation speed, the slow change control may be started. I do not care.

  In the above-described embodiment, the slow change amount by the slow change control unit 88, the slow change period, the magnitude of the negative torque by the negative torque applying units 102 and 152, and the applying period are appropriately changed by, for example, learning control. It doesn't matter.

  In the above-described embodiment, the jump coast down shift from the third gear to the first gear has been described as an example. For example, from the fourth gear to the second gear, It may be a jump coast down shift. That is, the present invention can be applied as appropriate as long as it is a jump shift in which synchronous control is performed.

Further, although in the foregoing embodiments, although the hydraulic oil T _OIL is set so as not to implement the gradual change control means 88 and negative torque applying means 102, 152 exceeds the predetermined value TA, only hydraulic fluid temperature T _OIL For example, when the vehicle deceleration GR is lower than a predetermined value, or when the change over time of the hydraulic control component and the hydraulic oil exceeds a predetermined time, the slow change control means 88 and the negative torque applying means 102 and 152 are not executed. It does not matter.

  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 mechanisms 10, 100, and 150 of the above-described embodiments, 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. 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 transmission mechanisms 10, 100, and 150 are hybrid-type vehicle power transmission devices including the differential unit 11, but include, for example, an electric torque converter or a one-motor hybrid mechanism. The present invention can also be applied to a vehicle power transmission device.

  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.

1 is a schematic diagram showing a part of a power transmission device according to an embodiment of the present invention. 2 is an operation chart for explaining a relationship between a shift operation of an automatic transmission unit provided in the power transmission device of FIG. 1 and a combination of operations of a hydraulic friction engagement device used therefor. It is a collinear diagram explaining the relative rotational speed of each gear stage in the power transmission device of FIG. It is a figure explaining the input-output signal of the electronic controller as a control apparatus which controls the power transmission device of FIG. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions 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 drive device of FIG. 1, an example of a pre-stored shift diagram that is a basis for shift determination of the automatic transmission unit, and a pre-stored drive force source switching diagram for switching between engine travel and motor travel It is a figure which shows an example, Comprising: It is also a figure which shows each relationship. It is a figure showing the optimal fuel consumption rate curve of the engine of FIG. FIG. 6 is a collinear diagram showing a rotation state of an automatic transmission unit when a jump coast down shift from the third speed gear stage to the first speed gear stage is performed. The drag torque generated according to the differential rotation of the friction plates (not shown) in the engagement device of the automatic transmission unit is shown. 7 is a flowchart for explaining a control operation for suppressing a torque fluctuation and improving drivability when a jump down shift is performed during coasting, that is, a main part of a control operation of the electronic control device. It is a time chart explaining the control action at the time of performing slow change control during a jump coast down shift. It is another functional block diagram explaining the principal part of the control function by the electronic controller of FIG. FIG. 6 is another flowchart for explaining a control operation for suppressing the torque fluctuation and improving the drivability when the jump down shift is performed during coasting, that is, the main part of the control operation of the electronic control device of FIG. 4. . It is a time chart explaining the control action at the time of braking force control by wheel brake being implemented during a jump coast down shift. FIG. 5 is still another functional block diagram for explaining a main part of a control operation by the electronic control device of FIG. 4. FIG. 5 is still another flowchart for explaining the control operation for suppressing the torque fluctuation and improving the drivability when the jump down shift is performed during coasting, that is, the main part of the control operation of the electronic control device of FIG. is there. It is a time chart explaining the control action at the time of performing negative torque control by an output shaft motor during jump jump downshift.

Explanation of symbols

8: Engine 10, 100, 150: Transmission mechanism (vehicle power transmission device)
11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
18: Transmission member (input shaft of transmission)
20: Automatic transmission unit (transmission unit)
22: Output shaft (output shaft of transmission), propeller shaft 34: Wheel, drive wheel 36: Drive shaft 86: Synchronous control means 88: Slow change control means 102, 152: Negative torque applying means 110: Wheel brake M1: No. 1 1 motor (motor)
M2: Second electric motor (electric motor)
M3: Output shaft motor

Claims (20)

A transmission unit that is shifted according to the running state of the vehicle, an electric motor that is connected to the input shaft of the transmission unit so that power can be transmitted, and the input shaft rotation speed of the transmission unit is synchronized with a synchronous rotation speed that is set after shifting A control device for a hybrid vehicle power transmission device comprising:
When performing a jump shift to shift to a shift stage that has jumped a shift stage adjacent to the shift stage before the shift, between the shift stage before the shift and the shift stage after the shift, the shift stage before the shift and the shift stage An intermediate shift stage is formed that is established by engaging a brake element that is not engaged when the shift stage after the shift is established,
During coasting of the shifting portion, without engaging the brake element engaging when the intermediate gear position is set between the speed after the shift and the pre-shift gear is established When a jump shift is performed in which the speed is changed by jumping, when the input shaft rotation speed of the transmission unit is close to the synchronous rotation speed of the intermediate shift stage, there is a slow change control means for relaxing the change speed of the input shaft rotation speed. A control device for a power transmission device for a hybrid vehicle.   2. The control device for a hybrid vehicle power transmission device according to claim 1, wherein the relaxation amount and the relaxation period of the input shaft rotation speed by the slow change control means are changed according to the hydraulic oil temperature of the transmission unit. .   2. The control device for a hybrid vehicle power transmission device according to claim 1, wherein a relaxation amount and a relaxation period of the input shaft rotation speed by the slow change control means are changed according to vehicle deceleration.   2. The hybrid vehicle according to claim 1, wherein a relaxation amount and a relaxation period of the input shaft rotation speed by the slow change control unit are changed according to a change with time of a hydraulic control component and hydraulic oil of the transmission unit. Control device for power transmission device. A speed change portion that is changed according to the running state of the vehicle, an electric motor that is coupled to the input shaft of the speed change portion so that power can be transmitted, and synchronous rotation that is set after the input shaft rotational speed of the speed change portion is changed by the electric motor. A control device for a hybrid vehicle power transmission device comprising synchronization control means for synchronizing with speed,
When performing a jump shift to shift to a shift stage that has jumped a shift stage adjacent to the shift stage before the shift, between the shift stage before the shift and the shift stage after the shift, the shift stage before the shift and the shift stage An intermediate shift stage is formed that is established by engaging a brake element that is not engaged when the shift stage after the shift is established,
During coasting of the shifting portion, without engaging the brake element engaging when the intermediate gear position is set between the speed after the shift and the pre-shift gear is established When the jump gear shift is performed, the input shaft rotation speed of the transmission unit is close to the synchronous rotation speed of the intermediate gear, and the power transmission path between the output shaft of the transmission unit and the drive wheels is transmitted. A control device for a hybrid vehicle power transmission device, comprising negative torque applying means for applying a negative torque.   6. The control device for a hybrid vehicle power transmission device according to claim 5, wherein the negative torque is a braking force of a wheel brake provided on a wheel.   The control device for a power transmission device for a hybrid vehicle according to claim 6, wherein the braking force of the wheel brake is configured to be electrically controllable.   8. The control device for a hybrid vehicle power transmission device according to claim 6, wherein the braking force of the wheel brake is output so as to cancel out torque fluctuations output from the output shaft of the transmission unit.   The control device for a power transmission device for a hybrid vehicle according to claim 7 or 8, wherein a braking force of the wheel brake is changed according to a hydraulic oil temperature of the transmission unit.   The control device for a power transmission device for a hybrid vehicle according to claim 7 or 8, wherein the braking force of the wheel brake is changed according to vehicle deceleration.   The control device for a power transmission device for a hybrid vehicle according to claim 7 or 8, wherein the braking force of the wheel brake is changed according to a change with time of a hydraulic control component of the transmission unit and hydraulic oil.   6. The power transmission for a hybrid vehicle according to claim 5, wherein the negative torque is a braking force of an output shaft motor connected to a power transmission path between an output shaft of the transmission unit and a drive wheel so as to be able to transmit power. Control device for the device.   13. The control device for a hybrid vehicle power transmission device according to claim 12, wherein the output shaft motor is connected to a propeller shaft or a drive shaft of the vehicle.   14. The control device for a hybrid vehicle power transmission device according to claim 12, wherein the braking force of the output shaft motor is output so as to cancel out torque fluctuations output from the output shaft of the transmission unit.   The control device for a power transmission device for a hybrid vehicle according to any one of claims 12 to 14, wherein the braking force of the output shaft motor is changed according to a hydraulic oil temperature of the transmission unit.   15. The control device for a power transmission device for a hybrid vehicle according to claim 12, wherein the braking force of the output shaft motor is changed according to vehicle deceleration.   15. The hybrid vehicle power transmission device according to claim 12, wherein the braking force of the output shaft motor is changed according to a change with time of a hydraulic control component of the transmission unit and hydraulic oil. Control device.   The control device for a hybrid vehicle power transmission device according to any one of claims 1 to 17, wherein the synchronous control of the input shaft of the transmission unit is performed by torque control by the electric motor or the engine.   19. The control device for a power transmission apparatus for a hybrid vehicle according to claim 1, wherein the transmission section is in a power transmission cut-off state during synchronous control of the input shaft of the transmission section.   A differential mechanism, a first electric motor, and a second electric motor are connected between the engine and the transmission unit so as to be capable of transmitting power, and the operating state of one or both of the first electric motor and the second electric motor is controlled. The control of the power transmission device for a hybrid vehicle according to any one of claims 1 to 19, further comprising an electric differential portion that controls a differential state of the differential mechanism. apparatus.

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