JP5330669B2 - Control device for vehicle power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a power transmission apparatus for a vehicle, suppressing deterioration in torque responsiveness caused by a slow varying process of torque, in the power transmission apparatus for the vehicle comprising a power generating unit, and a gear shifting unit or an engaging element configuring a part of a power transmission path between the power generating unit and driving wheels. <P>SOLUTION: The torque responsiveness is improved while suppressing a rattling shock and a chip in shock to be generated when varying input torque of the gear shifting unit by making such as a changing rate to be high for changing the changing rate or amount of inputting torque of the gear shifting unit relating to the changing rate or amount of driver requesting torque, when an output shaft (transmission member 18) of a differential unit 11 and an output shaft 22 of an automatic gear shifting unit 20 are in a disconnected state. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a control device for a vehicle power transmission device comprising: a power generation unit; and a transmission unit or an engagement element that constitutes a part of a power transmission path between the power generation unit and a drive wheel. In particular, the present invention relates to a technique for improving torque response.

  2. Description of the Related Art A vehicle power transmission device is known that includes a power generation unit and a speed change unit or an engagement element that constitutes a part of a power transmission path between the power generation unit and a drive wheel. For example, a hybrid power transmission device for a vehicle described in Patent Document 1 is an example. In Patent Document 1, a differential unit (stepless transmission unit) that is configured by a planetary gear device as a power generation unit and can perform a differential action is provided, and a differential limiting device that limits the differential of the differential unit. The smoothing control is performed according to whether or not the differential action is limited by the differential limiting device and the input torque change of the differential unit is directly transmitted to the drive wheels. Thus, a technology is disclosed in which a change in torque transmitted to the drive wheels is suppressed to suppress the occurrence of a shock during the accelerator operation.

JP 2007-1465 A

  By the way, in the hybrid vehicle power transmission device including Patent Document 1, when the driver required torque is increased by depressing the accelerator pedal, for example, rattling shock and tip-in shock are generated. The rattling shock is for connecting the input shaft of the transmission unit or the engagement element and the output shaft of the power generation unit when the input torque of the transmission unit is switched from zero or a negative torque state to a positive torque state, for example. This is a shock that occurs when the spline teeth of the spline fitting portion collide with each other. Further, the tip-in shock refers to a shock that occurs after a rattling shock that occurs due to, for example, a collision between gears of the transmission unit.

  In order to suppress such rattling shocks and tip-in shocks, a gradual change process (smoothing control is supported in Patent Document 1) for gently adjusting the torque change of the normal driver request torque is performed. However, even when the accelerator pedal is depressed during a shift that does not cause rattling shock or tip-in shock, for example, the driver's accelerator Responsiveness from pedal depression to shifting and torque transmission may be deteriorated.

  The present invention has been made against the background of the above circumstances. The object of the present invention is to provide a power generation unit and a speed change that constitutes a part of a power transmission path between the power generation unit and a drive wheel. In a vehicle power transmission device including a portion or an engagement element, a control device for a vehicle power transmission device capable of suppressing a decrease in torque responsiveness due to a gradual torque change process is provided.

In order to achieve the above object, the gist of the invention according to claim 1 is as follows: (a) a power generation unit including an electric motor, and a power transmission path between the power generation unit and the drive wheels. (B) The input torque input to the transmission unit or the engagement element is changed from a negative torque to a positive torque. When switching, a gradual change process is performed in which the rate of change or amount of the output torque of the power generation unit is gently changed by the electric motor , and (c) the output shaft of the power generation unit and the transmission unit or the engagement element When the output shaft is not connected, the change rate or amount of the output torque of the power generation unit relative to the change rate or amount of the driver required torque is made higher than that at the time of connection.

  According to a second aspect of the present invention, in the control device for a vehicle power transmission device according to the first aspect, the output shaft of the power generation unit and the output shaft of the transmission unit or the engagement element are not connected. The state of being connected is characterized in that the speed change portion is being changed or the engagement element is in a released state.

According to a third aspect of the present invention, in the control device for a vehicle power transmission device according to the first or second aspect , the driver-requested torque is detected based on an accelerator operation. .

According to a fourth aspect of the present invention, there is provided a control device for a vehicle power transmission device according to any one of the first to third aspects, wherein the shift portion is not shifted or the engagement element is engaged. Before the end, torque reduction control of the transmission unit or the input shaft of the engagement element is performed.

According to a fifth aspect of the present invention, in the control device for a vehicle power transmission device according to any one of the first to fourth aspects, the power generation unit is connected to a rotating element of a differential mechanism. The electric differential unit is configured to control the differential state between the rotational speed of the input shaft and the rotational speed of the output shaft by controlling the operating state of the motor.

According to a sixth aspect of the present invention, there is provided a control device for a vehicle power transmission device according to a fifth aspect , wherein the electric differential section is continuously controlled by controlling an operating state of the electric motor. It operates as a transmission.

A gist of the invention according to claim 7 is that, in the control device for a vehicle power transmission device according to any one of claims 1 to 6 , the transmission unit is a stepped automatic transmission unit. It is characterized by.

According to the control device for a vehicle power transmission device of the first aspect of the invention, when the input torque input to the transmission unit or the engagement element is switched from negative torque to positive torque, When the rate of change or amount of output torque is slowly changed by the electric motor, and the output shaft of the power generation unit and the output shaft of the transmission unit or the engagement element are in a disconnected state, the driver In order to increase the rate of change or amount of output torque of the power generation unit relative to the rate of change or amount of required torque compared to when connecting, while suppressing rattling shock and tip-in shock that occur when the driver required torque changes, Torque response can be improved. In addition, when the output shaft of the power generation unit and the output shaft of the transmission unit or the engagement element are in the disconnected state, a change in torque of the power generation unit is not transmitted to the output shaft of the transmission unit or the engagement element. For example, even if the rate of change of the output torque of the power generation unit is increased, the rattling shock and the tip-in shock do not occur.

  According to the control device for a vehicle power transmission device of the invention according to claim 2, when the output shaft of the power generation unit and the output shaft of the transmission unit or the engagement element are in a disconnected state, Since the transmission unit is shifting or the engagement element is in the released state, the rate of change of the output torque of the power generation unit with respect to the driver request torque is increased when the transmission unit is shifted or the engagement element is released. By doing so, torque response at the time of shifting or engaging can be improved without generating rattling shock and tip-in shock.

Further, according to the control device for a vehicle power transmission device of the invention according to claim 3 , since the driver required torque is detected based on the accelerator operation, the driver's intention according to the operation amount of the accelerator pedal is determined. A suitable suitable torque can be detected quickly.

According to the control device for a vehicle power transmission device of a fourth aspect of the present invention, the input shaft of the speed change portion or the engagement element before the speed change of the speed change portion or before the engagement of the engagement element ends. Therefore, there is a possibility that a shock may occur at the time of rotation synchronization of the transmission unit or before the engagement of the engagement element is ended by setting a high rate of change of the output torque of the power generation unit. By executing the torque down control before the end of the shift or before the end of the engagement, the shock can be reduced.

According to the control device for a vehicle power transmission device of the invention according to claim 5 , the power generation unit is configured to control an input shaft by controlling an operation state of an electric motor connected to a rotating element of a differential mechanism. Since the differential state between the rotational speed and the rotational speed of the output shaft is controlled, the rotational speed of the input shaft and the output shaft of the electrical differential section is suitably controlled by controlling the electric motor. be able to.

According to the control device for a vehicle power transmission device of the invention according to claim 6 , the electric differential unit operates as a continuously variable transmission by controlling the operating state of the motor. It is possible to obtain a wide range of gear ratios by suitably controlling.

Further, according to the control device for a vehicle power transmission device of a seventh aspect of the present invention, since the transmission unit is a stepped automatic transmission unit, the electric differential unit and the transmission unit are continuously variable. The transmission can be configured to smoothly change the drive torque. In addition, the stepped transmission can be configured by changing the gear ratio of the electric differential unit stepwise, and the driving torque can be obtained quickly.

  Here, preferably, the rate of change of the output torque of the power generation unit is set to be high by releasing the gradual change process. In this way, by releasing the slow change process, the slow change in the output torque of the power generation unit is eliminated, and the rate of change becomes high.

  Preferably, the rate of change of the output torque of the power generation unit is set to be high by performing torque-up control of the electric motor. If it does in this way, the output torque of a motive power generation part can be easily set high by the torque up control of an electric motor.

  Preferably, the change rate of the output torque of the power generation unit is increased to promote a change in rotational speed at the time of shifting. In this way, it is possible to quickly reach the synchronous rotational speed at the time of shifting.

  Preferably, the torque-down control before the end of shifting of the transmission unit (at the time of rotation synchronization) or before the end of engagement of the engaging element is performed by torque-down by the electric motor or torque-down of the engine. In this way, torque down control can be performed quickly.

  Preferably, the engaging element engaged at the time of shifting is engaged while slipping. In this way, the driving force transmitted at the time of shifting can be smoothly transmitted, and a shock due to a sudden change in the driving force can be suppressed.

  Preferably, the electric differential unit is an electric continuously variable transmission unit including a planetary gear device and two electric motors. In this way, by controlling the rotational speed of each rotating element of the planetary gear device by the electric motor, the electric differential section can function as an electric continuously variable transmission section, and a wide gear ratio can be obtained. Can do.

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

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 constituting a part of a hybrid vehicle power transmission device to which a control device of the present invention is applied. In FIG. 1, a transmission mechanism 10 has an input shaft 14 that functions as an input rotating member disposed on a common axis in a transmission case 12 (hereinafter referred to as “case 12”) as a non-rotating member attached to a vehicle body. And a differential portion 11 directly connected to the input shaft 14 or via a pulsation absorbing damper (vibration damping device) (not shown), and the differential portion 11 and the drive wheel 38 (see FIG. 6). An automatic transmission unit 20 that functions as a stepped transmission unit that is connected in series via a transmission member (output shaft of the differential mechanism) 18 through a power transmission path therebetween, and is connected to the automatic transmission unit 20 An output shaft 22 that functions as an output rotating member is provided in series. The speed change mechanism 10 is preferably used in an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is directly connected to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, a driving power source such as a gasoline engine or a diesel engine is provided between the engine 8 and a pair of driving wheels 38 (see FIG. 6). The differential gear device (final reduction gear) 36 and a pair of axles constituting a part of the power transmission path are sequentially transmitted to the left and right drive wheels 38. Note that the speed change mechanism 10 of the present embodiment corresponds to the vehicle power transmission device of the present invention, and the differential portion 11 corresponds to the electric differential portion and the power generation portion of the present invention. Further, since the transmission member 18 of this embodiment connects the output shaft of the differential unit 11 and the input shaft of the automatic transmission unit 20, the output shaft of the differential unit 11 and the input of the automatic transmission unit 20. It also functions as an axis.

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

  The differential unit 11, which can be referred to as an electric differential unit in that the differential state is controlled by controlling the operating state of the first motor M 1, is input to the first motor M 1 and the input shaft 14. And a power distribution mechanism 16 that mechanically distributes the output of the engine 8 and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. Further, the second electric motor M2 is connected so as to rotate integrally with the transmission member 18. The first motor M1 and the second motor M2 are so-called motor generators that also have a power generation function. The first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 At least a motor (electric motor) function for outputting a driving force as a driving force source for traveling is provided. In addition, the 1st electric motor M1 and the 2nd electric motor M2 of a present Example respond | correspond to the electric motor of this invention.

  The power distribution mechanism 16 corresponding to the differential mechanism of the present invention includes, for example, a single pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418”, a switching clutch C0 and a switching brake B0. And is proactively provided. The differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). If the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing. The switching brake B0 is provided between the differential sun gear S0 and the case 12, and the switching clutch C0 is provided between the differential sun gear S0 and the differential carrier CA0. When the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 includes a differential unit sun gear S0, a differential unit carrier CA0, and a differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, respectively. Since the differential action is enabled, that is, the differential action is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, Since a part of the output of the distributed engine 8 is stored with electric energy generated from the first electric motor M1, or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is electrically For example, the differential unit 11 is set in a so-called continuously variable transmission state (electric CVT state) so that the transmission member 18 continuously rotates regardless of the predetermined rotation of the engine 8. It is varied. That is, the operating state of the first electric motor M1 and the second electric motor M2 connected to the power distribution mechanism 16 so as to be able to transmit power is controlled to function as the rotational speed and output shaft of the input shaft 14 connected to the engine 8. The differential state with respect to the rotational speed of the transmission member 18 is controlled. The rotational speed N ₁₈ of the power transmitting member 18 is detected by the second electric motor M2 detectable resolver 19 also the direction of rotation which is provided in the vicinity.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 does not perform the differential action, that is, enters a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the differential sun gear S0 and the differential carrier CA0 are integrally engaged, the power distribution mechanism 16 is connected to the differential planetary gear unit 24. Since the differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0, which are the three elements, are all in a locked state where they are rotated, that is, integrally rotated, the differential action is disabled. The differential unit 11 is also in a non-differential state. Further, since the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other, the differential unit 11 (power distribution mechanism 16) is a constant functioning as a transmission in which the speed ratio γ0 is fixed to “1”. A shift state, that is, a stepped shift state is set. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the differential sun gear S0 is connected to the case 12, the power distribution mechanism 16 locks the differential sun gear S0 in a non-rotating state. Since the differential action is impossible because the differential action is impossible, the differential unit 11 is also in the non-differential state. Further, since the differential portion ring gear R0 is rotated at a higher speed than the differential portion carrier CA0, the power distribution mechanism 16 functions as a speed increase mechanism, and the differential portion 11 (power distribution mechanism 16) has a gear ratio. A constant speed change state, that is, a stepped speed change state in which γ0 functions as a speed increasing transmission with a value smaller than “1”, for example, about 0.7, is set.

  Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 change the shift state of the differential unit 11 (power distribution mechanism 16) between the differential state, that is, the non-locked state, and the non-differential state, that is, the locked state. That is, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electric differential device, for example, an electric continuously variable transmission operation that operates as a continuously variable transmission whose speed ratio can be continuously changed is possible. A continuously variable transmission state and a gearless state in which an electric continuously variable transmission does not operate, for example, a lock state in which a continuously variable transmission operation is not operated without being operated as a continuously variable transmission, that is, one or more types are locked. A constant speed state (non-differential state) in which an electric continuously variable speed operation is not performed, that is, an electric continuously variable speed operation is not possible. one Functions as selectively switches the differential state switching device in the fixed-speed-ratio shifting state to operate as a transmission of one-stage or multi-stage.

  The automatic transmission unit 20 constituting a part of the power transmission path of the transmission mechanism 10 includes a single-pinion type first planetary gear unit 26, a single-pinion type second planetary gear unit 28, and a single-pinion type third planetary gear unit 28. A device 30 is provided. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, If the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3. Note that the automatic transmission unit 20 corresponds to the transmission unit of the present invention.

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

  As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. In other words, the first clutch C1 and the second clutch C2 are disposed between the transmission member 18 that functions as the output shaft of the differential unit and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38. It functions as an engagement device that selectively switches the power transmission path between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. ing. That is, at least one of the first clutch C1 and the second clutch C2 is engaged so that the power transmission path can be transmitted, or the first clutch C1 and the second clutch C2 are disengaged. The power transmission path is in a power transmission cutoff state.

  The first clutch C1 and the second clutch C2 function as the engagement element of the present invention. That is, one end of the first clutch C1 is connected to the transmission member 18 that functions as the output shaft of the differential unit 11 so that power can be transmitted, and the other end is connected to the automatic transmission unit 20 so that power can be transmitted. Further, one end of the second clutch C2 is connected to the transmission member 18 functioning as the output shaft of the differential unit 11 so that power can be transmitted, and the other end is connected to the automatic transmission unit 20 so that power can be transmitted. .

  The switching clutch C0, first clutch C1, second clutch C2, switching brake B0, first brake B1, second brake B2, and third brake B3 are often used in conventional stepped automatic transmissions for vehicles. 1 or 2 bands wound around the outer peripheral surface of a rotating drum, or a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator One end of each is constituted by 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 speed change mechanism 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. When the second brake B2 and the third brake B3 are selectively engaged, any one of the first gear (first gear) to the fifth gear (fifth gear) or A reverse gear stage (reverse gear stage) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio is determined for each gear stage. It has come to be obtained. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the speed change mechanism 10, the stepped portion that operates as a stepped transmission is constituted by the differential portion 11 and the automatic speed change portion 20 that are brought into a constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A speed change state is configured, and the differential part 11 and the automatic speed change part 20 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 10 is switched to the stepped speed change state by engaging either the switching clutch C0 or the switching brake B0, and is not operated by engaging any of the switching clutch C0 or the switching brake B0. It is switched to the step shifting state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state. The output shaft rotational speed N _OUT is detected by a rotational speed sensor 23 provided on the output shaft 22. The rotational speed sensor 23 can detect the rotational speed N _OUT of the output shaft 22 and can also detect the rotational direction of the output shaft 22 and can detect the traveling direction of the vehicle.

  For example, when the speed change mechanism 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “3” due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ The second speed gear stage which is about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the first brake B1, for example," The third speed gear stage which is about 1.424 "is established, and the gear ratio γ4 is smaller than the third speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example," The fourth speed gear stage that is about .000 "is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ5 to be smaller than the fourth speed gear stage, for example," The fifth gear stage which is about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, all clutches and brakes C0, C1, C2, B0, B1, B2, and B3 are released.

  However, when the transmission mechanism 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. Accordingly, 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 the first speed, the second speed, and the third speed of the automatic transmission unit 20 are achieved. The rotational speed input to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear stage of the fourth speed, and each gear stage has a stepless speed ratio width. It is done. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio (total speed ratio) γT of the speed change mechanism 10 as a whole can be obtained steplessly.

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

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

  If expressed using the collinear diagram of FIG. 3, the speed change mechanism 10 of the present embodiment includes the first rotating element RE1 (difference) of the differential planetary gear unit 24 in the power distribution mechanism 16 (differential unit 11). The moving part carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential part sun gear S0) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the first rotating element RE2. Connected to the motor M1 and selectively connected to the case 12 via the switching brake B0, the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second motor M2, and the input shaft 14 is transmitted (inputted) to the automatic transmission unit (stepped transmission unit) 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, when the switching clutch C0 and the switching brake B0 are released to switch to a continuously variable transmission state (differential state), the intersection of the straight line L0 and the vertical line Y1 is controlled by controlling the rotational speed of the first electric motor M1. If the rotation speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant when the rotation of the differential portion sun gear S0 indicated by is increased or decreased, the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally. L0 is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. , the rotational speed of the differential portion ring gear R0, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 at a rotation speed higher than the engine speed N _E.

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

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

  FIG. 4 shows a signal input to the electronic control device 40 which is a control device for controlling the speed change mechanism 10 constituting a part of the hybrid vehicle drive device according to the present invention, and the electronic control device 40 outputs the signal. The signal is illustrated. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control 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 40 includes a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position SP, a signal indicating the rotational speed N _M1 of the first motor _M1, and a second motor M2 from the sensors and switches shown in FIG. signal representative of the rotational speed N _M2, the signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal indicating the set value of gear ratio row, a signal commanding the M mode (manual shift running mode), operation of an air conditioner An air conditioner signal indicating the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22 and a signal indicating the rotation direction, an oil temperature signal indicating the hydraulic oil temperature of the automatic transmission unit 20, a signal indicating the side brake operation, and a foot brake operation. Signal indicating the catalyst temperature, the catalyst temperature signal indicating the catalyst temperature, the accelerator opening signal indicating the amount of operation Acc of the accelerator pedal corresponding to the driver's required output, the cam angle signal, Snow mode setting signal indicating no mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise signal indicating auto cruise traveling, vehicle weight signal indicating vehicle weight, wheel speed signal indicating wheel speed of each wheel, engine 8 A signal indicating the air-fuel ratio A / F, a signal indicating the throttle valve opening _θTH, and the like are supplied.

Further, the electronic control device 40 sends a control signal to the engine output control device 43 (see FIG. 6) for controlling the engine output, for example, the opening degree θ _TH of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8. A drive signal to the throttle actuator 97 to be operated, a fuel supply amount signal for controlling the fuel supply amount into each cylinder of the engine 8 by the fuel injection device 98, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 99, A supercharging pressure adjustment signal for adjusting the supply pressure, an electric air conditioner drive signal for operating the electric air conditioner, a command signal for instructing the operation of the electric motors M1 and M2, and a shift position (operation position) for operating the shift indicator Display signal, gear ratio display signal for displaying gear ratio, snow motor for displaying that it is in snow mode Mode display signal, ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, an M mode display signal for indicating that the M mode is selected, the differential unit 11 and the automatic transmission unit 20 In order to control the hydraulic actuator of the hydraulic friction engagement device, a valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 (see FIG. 6), and an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42 are operated. A drive command signal for driving the motor, a signal for driving the electric heater, a signal to the cruise control computer, etc. are output.

  FIG. 5 is a diagram showing an example of a shift operation device 48 as a switching device for switching a plurality of types of shift positions SP by an artificial operation. The shift operation device 48 includes a shift lever 49 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions SP.

  The shift lever 49 is in a neutral state where the power transmission path in the transmission mechanism 10, that is, the automatic transmission unit 20 is interrupted, that is, in a neutral state, and the parking position “P (parking) for locking the output shaft 22 of the automatic transmission unit 20. ) ”, A reverse travel position“ R (reverse) ”for reverse travel, a neutral position“ N (neutral) ”for achieving a neutral state in which the power transmission path in the speed change mechanism 10 is interrupted, and a speed change of the speed change mechanism 10 The forward automatic shift travel position “D (drive)” for executing the automatic shift control within the change range of the possible total gear ratio γT or the manual shift travel mode (manual mode) is established, and the high speed side in the automatic shift control is established. Manual operation to the forward manual shift travel position “M (manual)” for setting a so-called shift range for limiting the gear position It is provided so as to be.

  Each shift stage in the reverse gear stage “R”, neutral “N”, forward gear stage “D” shown in the engagement operation table of FIG. For example, the hydraulic control circuit 42 is electrically switched so as to be established.

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

  Specifically, when the shift lever 49 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. From the power transmission cut-off state to the power transmission enabled state, the shift lever 49 is manually operated from the “N” position to the “D” position by the driver, so that at least the first clutch C1 is engaged from the non-engaged state to the engaged state. The power transmission path in the automatic transmission unit 20 is changed from the power transmission cut-off state to the power transmission enabled state. Further, when the shift lever 49 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released, and the power transmission path in the automatic transmission unit 20 is in a state where power transmission is possible. From the engaged state to the disengaged state when the shift lever 49 is manually operated from the “D” position to the “N” position by the driver. The power transmission path in the automatic transmission unit 20 is changed from the power transmission enabled state to the power transmission cut-off state.

FIG. 6 is a functional block diagram illustrating the main part of the control function by the electronic control unit 40. In FIG. 6, the stepped shift control unit 54 functions as a shift control unit that shifts the automatic transmission unit 20. For example, the stepped shift control means 54 determines the vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 from the relationship (shift diagram, shift map) shown in FIG. Based on the vehicle state indicated by the above, it is determined whether or not the shift of the automatic transmission unit 20 should be executed, that is, the shift stage of the automatic transmission unit 20 to be shifted is determined, and the determined shift stage is obtained. Shifting of the automatic transmission unit 20 is executed. At this time, the stepped shift control means 54 engages and / or engages the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. A release command (shift output command) is output to the hydraulic control circuit 42.

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

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the 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 52 to achieve both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate system defined by control parameters and output torque (engine torque) T _E of example the engine rotational speed N _E and the engine 8 Thus, an optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 determined experimentally in advance is stored in advance and, for example, a target output ( total target output, determines the target value of the overall speed ratio γT of the transmission mechanism 10 such that the engine torque T _E and the engine rotational speed N _E for generating the engine output necessary to meet the required driving force), The speed ratio γ0 of the differential unit 11 is controlled so that the target value is obtained, and the total speed ratio γT is set within a changeable range of the speed change, for example, 13 to 0.5. Control within the enclosure.

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

The hybrid control means 52 controls opening and closing of the electronic throttle valve 96 by the throttle actuator 97 for throttle control, and also controls the fuel injection amount and injection timing by the fuel injection device 98 for fuel injection control, and controls the ignition timing control. Therefore, an engine output control for executing the output control of the engine 8 so as to generate a necessary engine output by outputting to the engine output control device 43 a command for controlling the ignition timing by the ignition device 99 such as an igniter alone or in combination. Means are provided functionally. For example, the hybrid controller 52 basically drives the throttle actuator 97 based on the accelerator opening signal Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Execute throttle control to increase.

The solid line A in FIG. 7 indicates that the driving force source for starting / running the vehicle (hereinafter referred to as running) is switched between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, driving the engine 8 for running. Engine running region and motor running for switching between so-called engine running for starting / running (hereinafter referred to as running) the vehicle as a power source and so-called motor running for running the vehicle using the second electric motor M2 as a driving power source for running. This is the boundary line with the region. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 7 is a two-dimensional parameter using vehicle speed V and output torque T _{OUT as} a driving force related value as parameters. It is an example of the driving force source switching diagram (driving force source map) comprised by the coordinate. This driving force source switching diagram is stored in advance in the storage means 56 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.

Then, the hybrid control means 52 determines whether the motor travel region or the engine travel region is based on the vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the driving force source switching diagram of FIG. Judgment is made and motor running or engine running is executed. As described above, as shown in FIG. 7, the motor running by the hybrid control means 52 is generally performed at a relatively low output torque T _OUT , that is, when the engine efficiency is low compared to the high torque range, that is, the low engine torque T. It is executed at _E or when the vehicle speed V is relatively low, that is, in a low load range.

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

  Further, even in the engine travel region, the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above. 2 Torque assist that assists the power of the engine 8 by driving the electric motor M2 is possible. Therefore, the engine travel of this embodiment includes engine travel + motor travel.

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the charging capacity SOC of the power storage device 60 is reduced when the vehicle is stopped and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8, and the first motor M1 is generated. pulled rotational speed of the rotational speed of the second electric motor which is uniquely determined by the vehicle speed V N _M2 is the engine rotational speed N by the differential function of the power distribution mechanism 16 even if zero a (substantially zero) by the vehicle stop state _E is maintained above the rotational speed at which autonomous rotation is possible.

In addition, the hybrid control means 52 uses the electric CVT function of the differential unit 11 regardless of whether the vehicle is stopped or traveling, so that the rotational speed N _M1 of the first electric motor _M1 and / or the rotational speed N _M2 of the second electric motor _{M2 is used.} Is controlled to maintain the engine speed _NE at an arbitrary speed. For example, the hybrid control means 52 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E is to maintain the rotational speed N _M2 of the second electric motor M2, bound with the vehicle speed V substantially constant The rotation speed NM1 of the first electric motor _M1 is increased while being increased.

  The speed-increasing gear stage determining means 62 stores, for example, a storage means based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the transmission mechanism 10 is in the stepped speed change state. It is determined in accordance with the shift diagram shown in FIG. 7 stored in advance in FIG.

The switching control means 50 switches between the continuously variable transmission state and the stepped transmission state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0) based on the vehicle state. That is, the differential state and the lock state are selectively switched. For example, the switching control means 50 is a vehicle state indicated by the vehicle speed V and the required output torque T _{OUT based} on the relationship (switching diagram, switching map) shown in FIG. Based on the above, it is determined whether or not the speed change state of the speed change mechanism 10 (differential portion 11) should be switched, that is, the speed change mechanism 10 is in a continuously variable control region where the speed change mechanism 10 is set to a continuously variable speed change state. Is determined to be within the stepped control region in which the stepped gear shift state is set to the stepped shift state, the shift state of the transmission mechanism 10 to be switched is determined, and the transmission mechanism 10 is switched between the stepless shift state and the stepped shift state. The shift state is selectively switched to one of them.

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

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

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

Here, FIG. 7 will be described in detail. FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is the basis of the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T _OUT as a parameter. The solid line in FIG. 7 is an upshift line, and the alternate long and short dash line is a downshift line.

7 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 7 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining high output travel in which the output torque T _OUT of the automatic transmission unit 20 is high output. Is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 7, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 7 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. In addition, you may memorize | store in the memory | storage means 56 previously as a shift map including this switching diagram. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be.

The shift diagram, the switching diagram, or the driving force source switching diagram is not a map but a judgment formula for comparing the actual vehicle speed V with the judgment vehicle speed V1, and comparing the output torque T _OUT with the judgment output torque T1. May be stored as a determination formula or the like. In this case, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1. Further, the switching control means 50 places the transmission mechanism 10 in the stepped transmission state when the vehicle state, for example, the output torque T _OUT of the automatic transmission unit 20 exceeds the determination output torque T1.

  In addition, when the control unit of an electric system such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission is malfunctioning or deteriorated, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Degradation of equipment related to the electrical path until it is converted into dynamic energy, that is, failure (failure) of the first electric motor M1, the second electric motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, etc. When the vehicle state is such that a functional deterioration due to low temperature occurs, the switching control means 50 preferentially sets the speed change mechanism 10 to the stepped speed change state in order to ensure vehicle travel even in the continuously variable control region. Also good.

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

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

8, the engine output as a boundary for the area determining which of the step-variable control region and the continuously variable control region by switching control means 50 and the engine rotational speed N _E and engine torque T _E as a parameter 3 is a switching diagram (switching map, relationship) that has lines and is stored in advance in the storage means 56. FIG. Switching control means 50, based on the switching diagram of FIG. 8 on the engine rotational speed N _E and engine torque T _E in place of the switching diagram of Fig. 7, those of the engine speed N _E and engine torque T _E It may be determined whether the vehicle state represented by is in the stepless control region or in the stepped control region. FIG. 8 is also a conceptual diagram for making a broken line in FIG. In other words, the broken line in FIG. 7 is also a switching line relocated on the two-dimensional coordinates using the vehicle speed V and the output torque T _OUT as parameters based on the relationship diagram (map) in FIG.

As shown in the relationship of FIG. 7, the stepped control region is a high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1, or a high vehicle velocity region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1. Therefore, the step-variable traveling is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed traveling is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8.

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

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

  By the way, the output shaft of the differential unit 11 and the input shaft of the automatic transmission unit 20 are connected so as not to be relatively rotatable by, for example, spline fitting provided on the transmission member 18. As a result, when the input shaft torque of the automatic transmission unit 20 is switched from zero or a negative torque state to a positive torque, for example, when the accelerator pedal is depressed from coasting, the spline teeth on the output shaft side of the differential unit 11 are automatically A shock (hereinafter referred to as a rattling shock) occurs when the spline teeth on the input shaft side of the transmission unit 20 collide with each other. Furthermore, a shock (hereinafter referred to as a “chip-in shock”) occurs when the gears of the automatic transmission unit 20 collide with each other after a rattling shock. In particular, when the switching clutch C0 or the switching brake B0 is engaged and the differential is limited, the torque change in the differential portion 11 is directly transmitted to the drive wheels 38. Becomes larger.

  On the other hand, the torque change rate control means 110 performs a gradual change process of the transmission unit input torque input to the input shaft of the automatic transmission unit 20 in order to suppress the rattling shock and the tip-in shock. Specifically, the driver requests at the point where the input torque input to the automatic transmission unit 20 where the rattling shock is generated switches from zero or a negative torque state to the positive torque, and at a predetermined input torque point where the chip-in shock occurs. The change rate or amount of the transmission unit input torque with respect to the torque is gradually changed. Here, the driver request torque is a drive torque requested by the driver, and is detected based on an operation amount of the accelerator pedal 70 by the driver, that is, an accelerator opening Acc. In other words, based on the driver required torque that varies depending on the accelerator opening Acc, the torque output from the engine 8 or the second electric motor M2, the input torque (shift) input to the automatic transmission unit 20 by the engine 8 or the second electric motor M2. Part input torque), and further, the output torque output from the output shaft 22 of the automatic transmission 20 is changed. The torque change rate control means 110 gradually changes the change rate or amount of the transmission unit input torque with respect to the driver request torque by controlling the engine torque or the torque of the second electric motor M2. In this embodiment, the rate of change of the transmission unit input torque with respect to the driver request torque will be described as an example. In addition to the transmission unit input torque, the rate of change or amount of torque output from the engine 8 or the second electric motor M2, The change rate or amount of the output torque output from the output shaft 22 of the automatic transmission unit 20 may be used.

  The torque change rate control means 110 outputs, to the hybrid control means 52, a command for gently changing the change rate of the transmission unit input torque, for example, by controlling (slowing down) the change rate of the opening degree of the electronic throttle valve 96. . Then, in accordance with the command, the hybrid control means 52 outputs a command for relaxing the rising speed of the engine torque to the engine output control device 43 by opening the electronic throttle valve 96 at a predetermined valve opening speed. Specifically, the predetermined valve opening speed of the electronic throttle valve 96 is set in advance through experiments or the like, and the input torque of the automatic transmission unit 20 is near zero (a rattling shock occurrence point) and near a predetermined value (a chip-in shock occurrence point). ) Is set to such a value that the speed of change of the engine torque is reduced.

  Further, the torque change rate control means 110 outputs, to the hybrid control means 52, a command for gently changing the change rate of the transmission unit input torque, for example, by retarding the ignition timing of the engine 8. The hybrid control means 52 outputs a command for relaxing the rising speed of the engine torque to the engine output control device 43 by retarding the ignition timing of the engine 8 by the ignition device 99 by a predetermined value in accordance with the command. Specifically, the predetermined value of the ignition timing to be retarded is experimentally set in advance, and the input torque of the automatic transmission unit 20 is near zero (a rattling shock occurrence point) and near a predetermined value (a tip-in shock occurrence point). Is set to a value that reduces the rate of change of the engine torque.

Further, the torque change rate control means 110 outputs a command to gently change the change rate of the transmission unit input torque to the hybrid control means 52 by, for example, torque control by the second electric motor M2. The hybrid control means 52 outputs a command for reducing the rate of change of torque input to the automatic transmission unit 20 by the second electric motor M2 in accordance with the command. Specifically, in the second electric motor M2, when the input torque of the automatic transmission unit 20 is near zero (a rattling shock occurrence point) and near a predetermined value (a tip-in shock occurrence point), the rate of change of the input torque is moderate. Controlled to change.

  The torque change rate control means 110 is one of or a combination of the valve opening speed control of the electronic throttle valve 96, the ignition timing delay control of the ignition device 99, and the torque control by the second electric motor M2. A slow change process of the transmission unit input torque input to the is executed. Here, during the shifting of the automatic transmission unit 20 in which the transmission member 18 that functions as the output shaft of the differential unit 11 and the output shaft 22 of the automatic transmission unit 20 are in the disconnected state, the input torque is reduced as described above. When the change process is performed, there is a possibility that the responsiveness from the depression of the accelerator pedal 70 to the transmission of the drive torque to the drive wheels 38 through a shift may be deteriorated. Therefore, the torque change rate increasing means 112 performs control for improving the torque response in such a state.

  The torque change rate increasing unit 112 performs control based on the determination results of the shift determining unit 114 and the accelerator opening determining unit 116. The shift determination unit 114 determines whether or not the automatic transmission unit 20 is in a shift state. In the shift determination, for example, in the shift diagram of FIG. 7 stored in advance in the storage means 56, the vehicle state crosses the upshift line (solid line) or the downshift line (dashed line), so that the shift of the automatic transmission unit 20 is performed. It is determined whether or not a command for executing is output. When the automatic transmission unit 20 is in the shift state, the hydraulic friction engagement devices (engagement elements) such as the clutch C and the brake B of the automatic transmission unit 20 are not engaged (released) or half engaged. Since the output shaft (transmission member 18) of the differential section 11 and the output shaft 22 of the automatic transmission section 20 are in a disconnected state (power transmission cut-off state).

  The accelerator opening determination means 116 determines whether or not the accelerator pedal 70 is depressed by the driver. The depression of the accelerator pedal 70 is determined based on the accelerator pedal operation amount, that is, the accelerator pedal position signal of the accelerator pedal sensor 72 that detects the accelerator pedal position Acc.

  When it is determined by the shift determination means 114 that the automatic transmission unit 20 is in a shift state and the accelerator opening determination means 116 determines that the accelerator pedal 70 is depressed by the driver, the torque change rate increasing means 112 is The change rate or amount of the output torque (in other words, the transmission portion input torque) output from the output shaft (transmission member 18) of the differential portion 11 with respect to the change rate or amount of the driver request torque based on the accelerator opening Acc is changed. Specifically, it is set higher than when the output shaft (transmission member 18) of the differential unit 11 and the output shaft 22 of the automatic transmission unit 20 are connected.

  Specifically, the torque change rate increasing means 112 cancels the slow change process by the torque change rate control means 110 or limits the relaxation amount by the slow change process, thereby changing the change rate or amount of the driver request torque. The change rate or amount of the transmission unit input torque with respect to is set high. Alternatively, in addition to the release of the gradual change process, the change rate of the transmission unit input torque can be set higher by torque-up control by the second electric motor M2. As a result, it is possible to quickly obtain an increase rate higher than the increase rate of the transmission unit input torque due to the release of the slow change process. Then, it is possible to quickly reach the driver request torque. When the driver request torque is reached, the change rate of the transmission unit input torque is set low.

  FIG. 9 is a diagram showing a relationship between input torque (transmission unit input torque) input to the automatic transmission unit 20 when the accelerator pedal 70 is depressed and time. Here, a broken line is a case where the slow change process is performed, and a solid line indicates a case where the slow change process is canceled. The state in which the input torque of the automatic transmission unit 20 is negative corresponds to a state in which negative torque is input from the drive wheel 38 side by coasting, for example.

  As shown by the broken line in FIG. 9, for example, in a state where the output shaft of the differential unit 11 and the output shaft 22 of the automatic transmission unit 20 are connected (power transmission possible state), a slow change process is performed and the input torque is reduced. The change rate of the transmission unit input torque with respect to the change rate of the driver request torque (that is, the change rate of the output torque output from the differential unit 11) at zero (a rattling shock occurrence point) and a predetermined value (a tip-in shock occurrence point). Although the control is performed so as to be gentle and the rattling shock and the tip-in shock are suppressed, the time required for the torque to reach the maximum value becomes long, and the torque response is lowered. On the other hand, when the gradual change process is canceled as indicated by the implementation line in FIG. 9, the transmission unit input torque is quickly increased to improve the torque response. That is, by increasing the change rate of the transmission unit input torque with respect to the change rate of the driver request torque, the transmission unit input torque is quickly increased, and the torque response is improved. Further, as the transmission unit input torque rapidly increases, the rotational speed at the time of synchronous control is quickly reached, that is, the rotational speed change is promoted. When the slow change process indicated by the solid line is canceled, the maximum value is reached quickly, so the rate of change decreases as time passes, and is lower than when the slow change process indicated by the broken line is applied. Yes.

  Here, the release of the gradual change process shown by the solid line in FIG. 9 is performed when the automatic transmission unit 20 is shifted, that is, the output shaft (transmission member 18) of the differential unit 11 and the output shaft 22 of the automatic transmission unit 20 are not connected. It is implemented in (power transmission cut off state). In such a state, the torque fluctuation of the transmission unit input torque input to the automatic transmission unit 20 is not transmitted to the drive wheels 38, so that rattling shock and tip-in shock do not occur. Thereby, at the time of shifting, the rattle shock and the tip-in shock are suppressed, and the torque response is improved.

  FIG. 10 illustrates a control operation for controlling the rate of change of the transmission unit input torque when the accelerator pedal operation is performed by the driver during the shift of the automatic transmission unit 20, that is, the main part of the control operation of the electronic control unit 40. It is a flowchart.

  First, in step SA1 (hereinafter, step is omitted) corresponding to the accelerator opening determination means 116, it is determined whether or not the driver has performed an accelerator operation. If SA1 is negative, other control is executed in SA6, and this routine is terminated. When SA1 is affirmed, it is determined in SA2 corresponding to the shift determination means 114 whether or not the automatic transmission unit 20 is shifting. If SA2 is negative, in SA5 corresponding to the torque change rate control means 110, control of the change rate of the transmission unit input torque with the slow change process is executed. As a result, as shown by the broken line in FIG. 9, the rate of increase of the transmission unit input torque is reduced at the point where the input torque of the automatic transmission unit 20 that generates the rattling shock becomes zero, and the rattling shock is suppressed. Further, the increase rate of the transmission unit input torque is also reduced at the point where the input torque at which the tip-in shock occurs becomes a predetermined value, and the tip-in shock is suppressed.

  On the other hand, if SA2 is affirmed, the slow change process is canceled in SA3 corresponding to the torque change rate increasing means 112, or the torque requested by the second electric motor M2 is used to increase the driver input torque. Control is performed to increase the rate of change or amount of the transmission unit input torque with respect to the rate of change or amount. As a result, as shown by the solid line in FIG. 9, the transmission unit input torque is quickly increased and the torque response is improved. Note that, during the shift of the automatic transmission unit 20, the output shaft (transmission member 18) of the differential unit 11 and the output shaft 22 of the automatic transmission unit 20 are not connected. Even if it is raised, no rattling shock or tip-in shock will occur.

  In SA4 corresponding to the stepped shift control means 54, the synchronous control is executed in the hydraulic friction engagement device on the side to which the automatic transmission unit 20 is engaged. Here, since the friction engagement device is engaged while slipping, an engagement shock due to a rapid input of the transmission torque is suppressed.

  Further, during synchronous control, torque down control of input torque input to the automatic transmission unit 20 is executed. There is a possibility that a shift synchronization shock will occur at the time of synchronization as much as the speed change portion input torque is quickly increased by the torque change rate increasing means 112. By this torque down control, the input of the automatic transmission portion 20 before the rotation synchronization is generated. The synchronous shock is reduced by reducing the torque to a predetermined torque value. This torque-down control is executed by, for example, torque-down control by the second electric motor M2 or torque-down control by the engine 8, and is automatically set until a predetermined torque value that is set in advance by experiments or the like to reduce the synchronous shock is reached. 20 input torque is reduced.

  As described above, according to the present embodiment, when the output shaft (transmission member 18) of the differential unit 11 and the output shaft 22 of the automatic transmission unit 20 are not connected, In order to change the change rate or amount of the transmission unit input torque with respect to the amount, for example, by increasing the change rate, it is possible to suppress the rattling shock and the tip-in shock that occur when the transmission unit input torque changes, and to improve the torque response. Can be improved. When the output shaft (transmission member 18) of the electric differential unit 11 and the output shaft 22 of the automatic transmission unit 20 are not connected, the change in the transmission unit input torque is caused by the change in the output shaft 22 of the automatic transmission unit 20. Therefore, the rattling shock and the tip-in shock do not occur even if the change rate of the transmission unit input torque is increased.

  Further, according to the present embodiment, when the output shaft (transmission member 18) of the differential unit 11 and the output shaft 22 of the automatic transmission unit 20 are in the disconnected state, the automatic transmission unit 20 is in a state of shifting, that is, the engagement. Since the coupling element is in the released state, the torque response at the time of shifting can be improved without causing rattling shock and tip-in shock by increasing the rate of change of the transmission unit input torque during shifting. Can do.

  Further, according to the present embodiment, when the output shaft (transmission member 18) of the differential unit 11 and the output shaft 22 of the automatic transmission unit 20 are in the non-connected state, the rate of change of the transmission unit input torque is Since it is made higher than the above, torque response at the time of shifting can be improved, and occurrence of rattling shock and tip-in shock can be suppressed.

  Further, according to the present embodiment, since the driver request torque is detected based on the accelerator operation, it is possible to quickly detect a suitable torque that matches the driver's intention according to the operation amount of the accelerator pedal 70. it can.

  Further, according to the present embodiment, since the torque reduction control of the input torque input to the automatic transmission unit 20 is performed before the shift of the automatic transmission unit 20 is completed, the change rate of the transmission unit input torque is set high. Thus, there is a possibility that a shift synchronization shock may occur when the automatic transmission unit 20 is synchronized with the rotation. However, the synchronous shock can be reduced by performing the torque down control before the rotation synchronization.

  Further, according to this embodiment, the differential state between the rotational speed of the input shaft and the rotational speed of the output shaft is controlled by controlling the operating state of the first electric motor M1 connected to the rotating element of the differential mechanism. Therefore, the rotational speeds of the input shaft and the output shaft of the differential unit 11 can be suitably controlled by controlling the first electric motor M1.

  In addition, according to the present embodiment, the differential unit 11 operates as a continuously variable transmission by controlling the operating state of the first electric motor M1, so that a wide speed change can be achieved by suitably controlling the first electric motor M1. A ratio can be obtained.

  Further, according to the present embodiment, since the automatic transmission unit 20 is a stepped automatic transmission unit, the continuously variable transmission is configured by the differential unit 11 and the automatic transmission unit 20 to smoothly drive torque. Can be changed. In addition, a stepped transmission can be configured by changing the gear ratio of the differential unit 11 stepwise, and a drive torque can be obtained quickly.

  Further, according to the present embodiment, the rate of change of the transmission unit input torque is set high by canceling the slow change process. Since there will be no change, the rate of change will be high.

  Further, according to the present embodiment, the rate of change of the transmission unit input torque is set high by performing the torque-up control of the second electric motor M2, so that the speed change is performed by the torque-up control of the second electric motor M2. The change rate of the part input torque can be easily set high.

  Further, according to the present embodiment, by increasing the change rate of the transmission unit input torque, the change in the rotational speed at the time of shifting is promoted, so that the synchronous rotational speed at the time of shifting can be reached quickly.

  Further, according to the present embodiment, the torque down control before the end of the shift of the automatic transmission unit 20 (at the time of rotation synchronization) is performed by the torque down by the second electric motor M2 or the torque down of the engine 8, so that the torque is quickly increased. Down control can be implemented.

  Further, according to the present embodiment, the engaging element engaged at the time of shifting is engaged while slipping, so that the driving force transmitted at the time of shifting is transmitted smoothly, and due to a sudden change in driving force. Shock can be suppressed.

  Further, according to the present embodiment, the differential unit 11 is an electric continuously variable transmission unit configured by the differential unit planetary gear unit 24 and the first and second electric motors M1 and M2. By controlling the rotational speed of each rotating element of the differential planetary gear unit 24 by the second electric motors M1 and M2, the differential unit 11 can function as an electrical continuously variable transmission unit, and a wide gear ratio can be obtained. Can be obtained.

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

For example, in the above-described embodiment, the driver request torque is detected based on the accelerator opening Acc. However, it can also be detected based on other parameters such as the throttle valve opening _θTH .

  In the above-described embodiment, the automatic transmission unit 20 is provided at the rear stage of the transmission mechanism 10. However, the present invention does not necessarily include a transmission unit such as the automatic transmission unit 20. The present invention can be applied if a power cut-off portion (corresponding to the engagement element of the present invention) including an engagement element for connecting and blocking the power transmission path between the drive wheel 38 and the drive wheel 38 is provided. . Even in such a configuration, the torque responsiveness is improved by applying the torque change rate increasing means 112 when the power transmission path between the differential unit 11 and the drive wheel 38 is interrupted. The rattling shock that occurs when the transmission unit input torque changes can be suppressed.

  Further, the solid line in FIG. 9 of the above-described embodiment is that the rate of increase of the transmission unit input torque is increased by releasing the slow change process. In addition to the release of the slow change process, the second electric motor M2 By implementing the torque up control according to the above, it is possible to further increase the rate of change of the transmission unit input torque. Further, the rate of change of the transmission unit input torque can be freely changed by limiting the amount of relaxation of the gradual change process.

  Further, in the above-described embodiment, the shift by the automatic shift of the automatic transmission unit 20 has been described as an example, but the present invention is not limited thereto, and for example, the manual shift by the driver's shift operation or the shift position is “N”. The present invention can also be applied to the case where the accelerator pedal 70 is depressed when the position is switched to the “D” position (in the garage shift).

  In the above-described embodiment, the differential unit 11 functions as an electric continuously variable transmission whose gear ratio γ0 is continuously changed from the minimum value γ0min to the maximum value γ0max. The present invention can be applied even if the gear ratio γ0 of the moving portion 11 is not changed continuously but is changed stepwise using a differential action.

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

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

  In the above-described embodiment, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the first sun gear S1, and the second motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the first sun gear S1 through, for example, a gear, a belt, a speed reducer, etc., and the second motor M2 is a transmission member. 18 may be connected.

  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 42 is constituted by a switching device, an electromagnetic switching device, or the like that switches an electrical command signal circuit to the electromagnetic clutch, instead of 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.

  Further, the power distribution mechanism 16 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). ) May be a differential gear device that is operatively coupled to.

  Further, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and has three or more stages in the non-differential state (constant speed change state). It may function as a transmission. The planetary gear device is not limited to a single pinion type, and may be a double pinion type planetary gear device. Further, even when the planetary gear device is composed of two or more planetary gear devices, the engine 8, the first and second electric motors M1, M2, and the transmission member 18 can transmit power to the rotating elements of the planetary gear devices. It may be configured such that the stepped speed change and the stepless speed change are switched by the control of the clutch C and the brake B that are connected and further connected to each rotating element of the planetary gear device.

  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. Moreover, these arrangement positions and arrangement orders are not particularly limited, and can be arranged freely. In addition, if the speed change mechanism has a function of performing an electric differential and a function of performing a speed change, the present invention is applied even if the configurations partially overlap or are all common. be able to.

  In the above-described embodiment, the automatic transmission unit 20 is a stepped transmission that allows four speeds. However, the speed of the automatic transmission 20 is not limited to four, for example, five speeds. It can be changed freely. The connection relationship of the automatic transmission unit 20 is not particularly limited to the present embodiment, and can be freely changed.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle drive device of the embodiment of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a figure which shows an example of the shift operation apparatus as a switching apparatus which switches a multiple types of shift position by artificial operation. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. An example of a pre-stored shift diagram, which is based on the same two-dimensional coordinates using the vehicle speed and output torque as parameters, and which is a base for determining the shift of the automatic transmission unit, and a base for determining the shift state of the transmission mechanism An example of a previously stored switching diagram and an example of a driving force source switching diagram stored in advance having a boundary line between an engine traveling region and a motor traveling region for switching between engine traveling and motor traveling are shown. It is a figure, Comprising: It is also a figure which shows each relationship. FIG. 8 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 7. It is also a conceptual diagram. It is a figure which shows the relationship between the transmission part input torque input into the automatic transmission part when an accelerator pedal is depressed, and time. It is a flowchart explaining the control operation | movement which controls the change part of the transmission part input torque in case the accelerator pedal operation is performed by the driver | operator during the speed change of the control action of an electronic control unit, ie, an automatic transmission part.

Explanation of symbols

  10: Transmission mechanism (vehicle power transmission device) 11: Differential section (electric differential section, power generation section) 14: Input shaft 16: Power distribution mechanism (differential mechanism) 18: Output shaft (transmission member) 20 : Automatic transmission unit (transmission unit) 38: Drive wheel M1: First electric motor (electric motor) M2: Second electric motor (electric motor)

Claims (7)

A control device for a vehicle power transmission device , comprising: a power generation unit configured to include an electric motor; and a transmission unit or an engagement element that constitutes a part of a power transmission path between the power generation unit and a drive wheel. Because
When the input torque input to the transmission unit or the engagement element is switched from a negative torque to a positive torque, a slow change process is performed in which the change rate or amount of the output torque of the power generation unit is gradually changed by the electric motor. Implemented,
When the output shaft of the power generation unit and the output shaft of the transmission unit or the engagement element are not connected, the rate of change or amount of the output torque of the power generation unit with respect to the rate of change or amount of driver requested torque is A control device for a vehicle power transmission device, characterized in that the control device is higher than that at the time of connection.   When the output shaft of the power generation unit and the output shaft of the transmission unit or the engagement element are in the non-connected state, the transmission unit is in a state of shifting or the engagement element is in a released state. The control device for a vehicle power transmission device according to claim 1.   3. The control device for a vehicle power transmission device according to claim 1, wherein the driver request torque is detected based on an accelerator operation.   4. The torque down control of the input shaft of the transmission unit or the engagement element is performed before the end of the transmission of the transmission unit or the engagement of the engagement element. 5. A control device for one vehicle power transmission device.   The power generation unit is an electric differential unit that controls the differential state between the rotational speed of the input shaft and the rotational speed of the output shaft by controlling the operating state of the electric motor connected to the rotating element of the differential mechanism. The control device for a vehicle power transmission device according to claim 1, wherein the control device is a power transmission device for a vehicle.   6. The control device for a vehicle power transmission device according to claim 5, wherein the electric differential section operates as a continuously variable transmission by controlling an operation state of the electric motor.   7. The control device for a vehicle power transmission device according to claim 1, wherein the transmission unit is a stepped automatic transmission unit.

Images