JP2009001078A - Controller for power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for power transmission device which can prevent occurrence of gear shift shock in such a state that the request quantity of a driving force is constant. <P>SOLUTION: This controller for power transmission device, in which an internal combustion engine and a motor are connected to a differential mechanism, and a transmission mechanism for selectively transmitting torque to be output from the differential mechanism to an output member is installed, is provided with: a motor control means (step S02) for changing the torque of the motor when shifting gears in the transmission mechanism; an internal combustion engine control means (step S03) for controlling the output torque of the internal combustion engine so that the change of the torque of the output member can be suppressed according to the increase/decrease of the torque of the motor by the motor control means; and a change rate control means (step S02) for, when the change control of the output torque of the internal combustion engine by the internal combustion control means is impossible, making the change rate of the torque of the motor different from the change rate of the motor when the change control of the output torque of the internal combustion engine is possible. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a control device for a power transmission device for transmitting power output from a power source such as an internal combustion engine or an electric motor to an output member such as an output shaft or an output gear, and in particular, the difference between the internal combustion engine and the electric motor. The present invention relates to a control device for a power transmission device that is coupled to a dynamic mechanism and configured to output torque from the differential mechanism to a transmission mechanism.

  Conventionally, a plurality of transmission gear pairs for setting a transmission gear ratio or a gear stage are provided, and a power transmission path from the engine to the transmission gear pair for setting an adjacent transmission gear ratio or a gear stage is switched to There is known a transmission that has a good transmission efficiency and can be synchronized. One example thereof is described in Patent Document 1.

  The device described in Patent Document 1 includes two drive shafts that selectively transmit power output from the engine, and a torque is selectively applied between the drive shaft and the output shaft by a clutch. A transmission gear pair capable of transmission is provided, and a differential mechanism connected with an electric motor is provided between the drive shafts. Therefore, in the apparatus described in Patent Document 1, the power is transmitted to the output shaft via one drive shaft and the transmission gear pair, and the other drive is operated by operating the motor as a motor or a generator. The rotational speed of the transmission gear pair on the shaft side is synchronized with the rotational speed corresponding to the rotational speed of the output shaft, and in this state, the clutch is switched to change the transmission gear pair involved in torque transmission, thereby changing the speed. Achieve. In addition, in the invention of Patent Document 1, in order to prevent the driving force from changing before and after the shift, at the start of the shift, first, the engine output is reduced and torque is reduced while the engine output is reduced. The transmission gear is switched and then the engine output is restored.

  In the device described in Patent Document 1 described above, the engine output is reduced so as to be substantially equal to the driving force at the gear stage after the shift, so that the driving force changes as the transmission gear pair is switched. This can be suppressed. However, since the engine output is reduced at the start of shifting, it is inevitable that the driving force is reduced. Therefore, a decrease in drive torque due to the reduction in engine output may be a shock. Further, since the driving torque increases due to the increase in the torque of the electric motor that is executed following the reduction of the engine output, this may cause a shock.

JP 2005-14797 A

  The present invention has been made paying attention to the above technical problem, and has as its object to provide a control device for a power transmission device that can reduce shift shock, and in particular, gear shifting that is not based on a request for acceleration / deceleration. Even if it is a case, it aims at providing the control apparatus which can suppress a shock.

  The present invention relates to a control device for a power transmission device in which an internal combustion engine and an electric motor are connected to a differential mechanism, and a transmission mechanism for selectively transmitting torque output from the differential mechanism to an output member is provided. And a motor control means for changing the torque of the motor at the time of shifting by the speed change mechanism, and a change in the torque of the output member is suppressed in accordance with an increase or decrease in the torque of the motor by the motor control means. An internal combustion engine control means for controlling an output torque of the internal combustion engine; a torque of the electric motor is changed at a predetermined rate of change in a torque phase or an inertia phase during the shift; and the internal combustion engine control means by the internal combustion engine control means When the output torque change control is impossible, the change rate control means for making the change rate different from that when the output torque change control of the internal combustion engine is possible It is equipped with a.

  In the present invention, it is preferable that the differential mechanism has at least three rotating elements, the internal combustion engine and the electric motor are connected to any two rotating elements, and between the other rotating elements and the output member. Is provided with a first transmission gear pair that is capable of selectively transmitting torque, a lock mechanism that selectively integrates the entire differential mechanism is provided, and the internal combustion engine, the output member, A second transmission gear pair capable of selectively transmitting torque between the first transmission gear pair and the electric motor control means for transmitting torque to the output member via the first transmission gear pair; Means for changing the torque of the electric motor to engage or release the lock mechanism when performing a shift with a gear ratio for transmitting torque to the output member via a second transmission gear pair. The above The combustion engine control means is configured to include means for controlling the output torque of the internal combustion engine so as to suppress a change in torque of the output member in accordance with an increase or decrease in torque of the electric motor by the electric motor control means. .

  In the present invention, it is preferable that the motor control means is configured to change the torque of the motor in the inertia phase during the shift when the output torque of the internal combustion engine cannot be changed by the internal combustion engine control means. Further, it is configured to include a means for increasing or decreasing the output torque of the internal combustion engine when it can be changed.

  Further, in the present invention, it is preferable that the torque of the output member at the start of the shift be a target torque, and the output of the internal combustion engine to be the target torque so that the torque of the output member during the shift becomes the target torque. It is comprised so that the means to control according to the increase / decrease in torque may be included.

  Still further, according to the present invention, preferably, the change rate control means outputs the change rate when the change control of the output torque of the internal combustion engine by the internal combustion engine control means is impossible. It is configured to include means for making the torque change control smaller than possible.

  In the present invention, it is preferable that the electric motor control unit is configured such that the torque of the electric motor in the inertia phase during the shift cannot be controlled by the internal combustion engine control unit to change the output torque of the internal combustion engine. Further, it is configured to include means for increasing the output torque of the internal combustion engine more than when it is possible to reduce the shift time.

  Still further, according to the present invention, preferably, the motor control means is configured to change the output torque of the internal combustion engine by the internal combustion engine control means using the torque of the motor in the inertia phase during the shift. Is configured to include means for reducing the shift shock by lowering the output torque of the internal combustion engine when control is possible.

  According to the present invention, the torque of the electric motor is changed at the time of shifting, and therefore the electric motor outputs a positive torque or a negative torque, but the internal combustion engine responds to the change in the torque of the electric motor so that the torque of the output member does not change. The engine output torque is controlled. Therefore, since the control for reducing the torque of the output member is not performed with the shift, the shift shock can be prevented or reduced. Further, when the output torque of the internal combustion engine cannot be changed, for example, when the output torque of the internal combustion engine reaches the upper limit and cannot be changed any more, the rate of change of the torque of the electric motor is changed.

  Next, the present invention will be described more specifically. The power transmission device according to the present invention is used by being mounted on a vehicle. Basically, the power output from an internal combustion engine such as an engine is selected from a plurality of transmission gear pairs having different gear ratios. Is transmitted to an output member through a pair of transmission gears, and power is output therefrom, and if necessary, torque is assisted by an electric motor (including a motor / generator having a power generation function) or for running. It is comprised so that motive power may be output. Typical examples of the internal combustion engine include a gasoline engine and a diesel engine. Further, when the motor functions as a motor, it outputs a positive torque, and when it functions as a generator, it outputs a negative torque in a direction to stop rotation. Further, the transmission gear pair is a gear pair composed of a driving gear and a driven gear (driven gear) that are always meshed with each other, and is used in a conventional manual transmission for a vehicle, a twin clutch transmission, or the like. The configuration may be the same as that of the pair. In addition, the number of the transmission gear pairs may be plural, and the larger the number, the greater the number of gear ratios (or gear positions) that can be set, and the number of rotations and driving torque of the prime mover can be finely controlled. Is possible. FIG. 8 shows an example in which four pairs of transmission gears are provided.

  In the present invention, these transmission gear pairs are divided into a first transmission gear pair and a second transmission gear pair, and the power of the internal combustion engine is selectively transmitted to the first transmission gear pair and the second transmission gear pair. Is configured to do. The power transmission device according to the present invention includes a mechanism mainly composed of a differential mechanism as a mechanism for switching. More specifically, the differential mechanism is a mechanism that performs differential action by at least three rotating elements, and a single pinion type planetary gear mechanism and a double pinion type planetary gear mechanism are typical examples. A mechanism other than these planetary gear mechanisms may be used. The rotating element is an element that can be connected to some external member among the elements constituting the differential mechanism.

  The three rotating elements in the differential mechanism are an input element, an output element, and a reaction force (or fixed) element, if divided according to their functions, and the internal combustion engine is connected to the input element. The output element is connected to the drive side gear in the transmission gear pair described above. And in the power transmission device in this invention, the electric motor is connected with the reaction force element. Note that the internal combustion engine not only outputs torque, but also generates friction torque in a non-operating state where energy is not supplied, and the motor generates negative torque when performing a reverse operation or a regenerative operation. Furthermore, when the power transmission device is mounted on a vehicle and connected to a wheel, power may be input from the output member to the differential mechanism. Therefore, the input element, the output element, and the reaction force element described above are The rotating element does not become such an element in a fixed manner, but the input element is switched to the reaction force element or the reaction force element is switched to the output element depending on the operating state of the power transmission device. FIG. 8 shows a differential mechanism mainly composed of a single pinion type planetary gear mechanism.

  The control device according to the present invention is directed to the above-described power transmission device, and includes an electric motor control unit that changes the torque of the electric motor during a shift by the transmission mechanism, and the electric motor control unit. An internal combustion engine control means for controlling an output torque of the internal combustion engine so as to suppress a change in torque of the output member in accordance with an increase or decrease in the torque of the electric motor; and a torque phase or an inertia phase during the shift of the electric motor. When the torque is changed at a predetermined change rate, and the change control of the output torque of the internal combustion engine by the internal combustion engine control means is impossible, the change control of the output torque of the internal combustion engine is possible. Change rate control means that is different from the above case.

  In a preferred embodiment of the present invention, the differential mechanism has at least three rotating elements, the internal combustion engine and the electric motor are connected to any two rotating elements, and another rotating element and an output member are connected. Is provided with a first transmission gear pair that can be selectively transmitted with torque, a lock mechanism that selectively integrates the entire differential mechanism, and further, the internal combustion engine and the output. A second transmission gear pair capable of selectively transmitting torque to and from the member; and the electric motor control means transmits the torque to the output member via the first transmission gear pair. For changing the torque of the electric motor to engage or release the lock mechanism when performing a shift between a transmission gear ratio and a transmission gear ratio for transmitting torque to the output member via the second transmission gear pair. The The internal combustion engine control means includes means for controlling the output torque of the internal combustion engine so as to suppress a change in the torque of the output member in accordance with an increase or decrease in the torque of the electric motor by the electric motor control means. . With such a configuration, the torque of the electric motor is changed in order to engage or release the lock mechanism at the time of shifting, and even if the torque of the electric motor changes, the output torque of the internal combustion engine is accordingly changed. Since it is controlled so that the torque of the output member does not change, a shift shock can be prevented or reduced.

  In another preferred embodiment of the present invention, the motor control means cannot control the change of the output torque of the internal combustion engine by the internal combustion engine control means with respect to the torque of the motor in the inertia phase during the shift. In such a case, means for increasing or decreasing the output torque of the internal combustion engine is included. With such a configuration, even if a situation in which only the torque of the motor is changed in the inertia phase occurs, the change is optimized and shift shock is prevented or reduced, or the shift progress is accelerated and the shift time is shortened. it can.

  In still another preferred embodiment of the present invention, the torque of the output member at the start of the shift is set as a target torque, and the output of the internal combustion engine is set so that the torque of the output member during the shift becomes the target torque. Means for controlling the motor according to the increase or decrease of the torque of the motor. With such a configuration, the output torque of the internal combustion engine is controlled in accordance with the change in the torque of the electric motor using the torque of the output member at the start of the shift as the target torque, so the output from the start to the end of the shift The change in the torque of the member is suppressed, and as a result, the shift shock can be prevented or reduced.

  Furthermore, in a preferred embodiment of the present invention, the change rate control means is configured to change the change rate when the change control of the output torque of the internal combustion engine by the internal combustion engine control means is impossible. Means for making the output torque smaller than when control is possible. With such a configuration, the rate of change is reduced, and therefore, when only the torque of the motor is changed, the change becomes gentle, so that a shift shock can be prevented or reduced.

  In another preferred embodiment of the present invention, the motor control means cannot control the change of the output torque of the internal combustion engine by the internal combustion engine control means with respect to the torque of the motor in the inertia phase during the shift. In such a case, there is included means for shortening the shift time by increasing the output torque of the internal combustion engine when possible. With such a configuration, the shift time can be shortened.

  According to another preferred embodiment of the present invention, the motor control means controls the change of the output torque of the internal combustion engine by the internal combustion engine control means using the torque of the motor in the inertia phase during the shift. If possible, it includes means for reducing the shift shock by lowering the output torque of the internal combustion engine than is possible. With such a configuration, a shift shock can be prevented or reduced.

  Next, the configuration shown in FIG. 8 will be described. A single pinion type planetary gear mechanism 1 corresponding to a differential mechanism in the present invention is arranged on a sun gear Sn that is an external gear and concentrically with respect to the sun gear Sn. A ring gear Rg which is an internal gear, and a carrier Cr which holds a pinion gear arranged in mesh with the sun gear Sn and the ring gear Rg so as to rotate and revolve.

  An engine (Eng) 2 is connected to the carrier Cr. The engine 2 and the planetary gear mechanism 1 are preferably arranged on the same axis. However, they are arranged on different axes and are connected to each other via a transmission mechanism such as a gear mechanism or a chain. May be. Further, a motor generator (MG) 3 corresponding to the electric motor of the present invention is connected to the sun gear Sn. The motor / generator 3 is, for example, a permanent magnet type synchronous motor, and its rotor is connected to the sun gear Sn, and the stator is fixed to a fixed part such as a casing (not shown). Further, the motor / generator 3 has an annular shape or a cylindrical shape as a whole, and the planetary gear mechanism 1 is disposed on the inner peripheral side thereof. That is, the motor / generator 3 and the planetary gear mechanism 1 are disposed at substantially the same position in the axial direction, and at least partially overlap (overlap) both in the radial direction. This is because the outer diameter of the motor / generator 3 is relatively increased to increase the torque, and a portion having a larger diameter is disposed on the engine 2 side to effectively use the space.

  The motor / generator 3 is connected to a power storage device 5 such as a secondary battery via a controller 4 such as an inverter. The controller 4 changes the current or voltage supplied to the motor / generator 3 to control the output torque and the rotational speed of the motor / generator 3, and the motor / generator 3 is forcibly rotated by an external force. In this case, the power generation amount and the torque required for power generation are controlled.

  By controlling the motor / generator 3 as described above, it is possible to control the rotational speed of the sun gear Sn to which the motor / generator 3 is connected. By controlling the rotational speed, the rotational speed of the sun gear Sn is adjusted to the rotational speed of the carrier Cr and the ring gear Rg. , The planetary gear mechanism 1 does not enter a differential state and rotates as a whole as a whole. A locking engagement mechanism is provided for setting such an integral rotation state without consuming electric power. This locking engagement mechanism is a coupling mechanism configured to integrate the whole by coupling at least two rotating elements in the planetary gear mechanism 1, and is configured by a mesh clutch (dog clutch), a friction clutch, or the like. It is configured.

  In the example shown in FIG. 8, a locking engagement mechanism (lock clutch) SL that selectively connects the carrier Cr and the sun gear Sn is provided. As an example, this is constituted by a dog clutch that connects the carrier Cr and the sun gear Sn by engaging the sleeve with the spline. Briefly describing the configuration, a hub 7 is provided on the input shaft 6 connecting the carrier Cr to the engine 2, and the sleeve 8 can move in the axial direction on a spline formed on the outer peripheral surface of the hub 7. And it has fitted in the state integrated in the rotation direction. A spline 9 into which the sleeve 8 can be fitted is formed on a member integral with the sun gear Sn or a member connecting the sun gear Sn and the rotor of the motor / generator 3. Accordingly, the carrier Cr and the sun gear Sn are connected at least in the rotational direction by moving the sleeve 8 toward the sun gear Sn and fitting the sleeve 8 to the spline 9. An actuator 10 is provided for reciprocating the sleeve 8 in its axial direction. The actuator 10 may be either a hydraulic type or an electric type.

  A first drive shaft 11 and a second drive shaft 12 are arranged on the opposite side of the planetary gear mechanism 1 from the engine 2. The first drive shaft 11 is rotatably disposed on the same axis as the central axis of the planetary gear mechanism 1 and is connected to the carrier Cr at one end thereof. Since the engine 2 is connected to the carrier Cr as described above, the first drive shaft 11 is also connected to the engine 2 after all. The second drive shaft 12 is fitted to the outer peripheral side of the first drive shaft 11 and is disposed so as to be rotatable relative to the first drive shaft 11. The second drive shaft 12 has the ring gear Rg at one end thereof. It is connected to.

  The first drive shaft 11 is longer than the second drive shaft 12 that is a hollow shaft, and therefore the first drive shaft 11 protrudes from the second drive shaft 12. In parallel with these drive shafts 11 and 12, an output shaft 13 corresponding to the output member in the present invention is rotatably arranged, and four pairs of speed changes are made between the output shaft 13 and each of the drive shafts 11 and 12. Gear pairs 14, 15, 16, 17 are provided. Each of these transmission gear pairs 14, 15, 16, and 17 includes drive gears 14a, 15a, 16a, and 17a, and driven gears 14b, 15b, 16b, and 17b that are always meshed with the respective drive gears. The ratio of the number of teeth of the drive gears 14a, 15a, 16a, 17a and the driven gears 14b, 15b, 16b, 17b, that is, the gear ratios are different from each other. That is, these transmission gear pairs 14, 15, 16, and 17 are for setting the respective transmission gear ratios (speeds) of the first speed to the fourth speed, and the gear ratios are set in the order listed here. It is set small.

  The drive gear 14a in the first-speed gear pair 14 having the maximum gear ratio and the drive gear 16a in the third-speed gear pair 16 provided as one gear ratio with respect to the first-speed gear pair 14 are: The gear ratio is attached to the second drive shaft 12, and the gear ratio is the drive gear 15a in the second speed gear pair 15 adjacent to the first speed gear pair 14, and the fourth speed gear pair 17 having the minimum gear ratio. Is attached to a portion of the first drive shaft 11 protruding from the second drive shaft 12. That is, the transmission gear pairs 14 and 16 for setting the odd-numbered stages are arranged between the one drive shaft 12 and the output shaft 13, and the transmission gear pairs 15 and 17 for setting the even-numbered stages are the other driving shafts. 11 and the output shaft 13.

  The driven gears 14 b, 15 b, 16 b, 17 b in each of the transmission gear pairs 14, 15, 16, 17 are arranged on the output shaft 13 so as to be rotatable with respect to the output shaft 13. Therefore, the arrangement of the driven gears 14b, 15b, 16b, and 17b on the output shaft 13 is as follows from the right side of FIG. 8: the first speed driven gear 14b, the third speed driven gear 16b, and the second speed driven gear. 15b and the fourth speed driven gear 17b.

  These transmission gear pairs 14, 15, 16, and 17 are configured to be selectively connected to the output shaft 13, and a clutch mechanism for this is provided. The clutch mechanism may have an appropriate structure such as a dog clutch or a friction clutch, but FIG. 8 shows an example of a dog clutch. Further, the dog clutch is provided at two positions between the first speed driven gear 14b and the third speed driven gear 16b and between the second speed driven gear 15b and the fourth speed driven gear 17b. ing.

  The odd-numbered stage clutch S1 that selectively connects the first speed driven gear 14b and the third speed driven gear 16b to the output shaft 13 is a planetary gear mechanism so that the entire planetary gear mechanism 1 is integrated. 1 and a sleeve 19 which is spline-fitted to the hub 18 integral with the output shaft 13 so as to be movable back and forth in the axial direction, and on both sides of the hub 18 And a spline 20 integrated with the first speed driven gear 14b and a spline 21 integrated with the third speed driven gear 16b. Therefore, when the sleeve 19 moves to the first speed driven gear 14 b side and is fitted to the spline 20, the first speed driven gear 14 b is connected to the output shaft 13 via the sleeve 19 and the hub 18. It is configured as follows. Further, when the sleeve 19 moves to the third speed driven gear 16b side and is fitted to the spline 21, the third speed driven gear 16b is connected to the output shaft 13 via the sleeve 19 and the hub 18. It is configured as follows.

  The even-numbered clutch S2 that selectively connects the second-speed driven gear 15b and the fourth-speed driven gear 17b to the output shaft 13 is also configured in the same manner as the odd-numbered clutch S1. That is, a sleeve 23 that is spline-fitted to the hub 22 integral with the output shaft 13 so as to be movable back and forth in the axial direction, and a spline that is located on both sides of the hub 22 and integral with the second speed driven gear 15b. 24 and the fourth speed driven gear 17b. Accordingly, when the sleeve 23 moves to the second speed driven gear 15b side and engages with the spline 24, the second speed driven gear 15b is connected to the output shaft 13 via the sleeve 23 and the hub 22. It is configured as follows. Further, when the sleeve 23 moves to the fourth speed driven gear 17b side and engages with the spline 25, the fourth speed driven gear 17b is connected to the output shaft 13 via the sleeve 23 and the hub 22. It is configured as follows.

  Actuators 26 and 27 for moving the sleeves 19 and 23 back and forth in the axial direction in the odd-numbered dog clutch S1 and the even-numbered dog clutch S2 are provided. These actuators 26 and 27 may be either hydraulic or electric.

  The output shaft 13 is connected to a differential 29 that functions as a final reduction gear through a counter gear 28 provided at an end portion on the planetary gear mechanism 1 side. The differential 29 is a gear mechanism having a known configuration in which a pinion gear is mounted inside a differential case integral with a ring gear 30 meshed with a counter gear 28, and a pair of side gears (not shown) meshed with the pinion gear. The left and right axles 31 for transmitting torque to wheels (not shown) are connected to the respective side gears. Therefore, the power transmission device having the configuration shown in FIG. 8 is configured as a transaxle in a vehicle.

  An electronic control unit (ECU) 32 is provided that outputs a control command signal to the controller 4 and the actuators 10, 26, 27 described above to control setting of a drive mode, shifting, and the like. The electronic control device 32 is mainly composed of a microcomputer, and includes input data such as a required driving amount such as an accelerator opening degree, a vehicle speed, an engine speed, a set gear ratio, a shift diagram (shift map), and the like. The calculation is performed based on the previously stored data, and a control command signal based on the calculation result is output.

  In the power transmission device, the first drive shaft 11 or the second drive shaft 12 is connected to the output shaft 13 so that torque can be transmitted to the output shaft 13 by any of the clutches S1 and S2 for the shift speed. A predetermined gear stage is set by switching the transmission of torque from the engine 2 to any one of 12 by the planetary gear mechanism 1. In addition, when shifting is performed by switching one of the clutches S1 and S2, the planetary gear mechanism 1 and the motor / generator 3 perform synchronous control to match the rotation speed of the gear with the rotation speed after the shift. The operation will be described. FIG. 9 shows a shift speed which is a gear ratio set by mechanically connecting the engine 2 directly to the output shaft 13, and the clutches SL, S1, S1 for setting these shift speeds. FIG. 8 is a chart collectively showing the operation state of S2, and the numbers with a circle correspond to the numbers with circles shown in FIG. 8, and the sleeves 19 and 23 of the clutches S1 and S2 for the shift speed are shown. The moving direction or position or the number of the engaged transmission gear pair is shown. Further, in FIG. 9, the “x” mark indicates that it is in a released state and is not connected or locked, and the “◯” mark indicates that the lock clutch SL is engaged and the planetary gear mechanism 1 is locked. Show.

  As shown in FIG. 9, when traveling with the power of the engine 2, the lock clutch SL is engaged and the entire planetary gear mechanism 1 is integrated in the so-called odd-numbered stages of the first speed and the third speed. Power is transmitted from the planetary gear mechanism 1 to the output shaft 13 via the second drive shaft 12 and the first speed gear pair 14 or the third speed gear pair 16. That is, it becomes a mechanical direct connection stage. On the other hand, at the so-called even speed stage of the second speed and the fourth speed, the lock clutch SL is released, and the power of the engine 2 is transmitted from the first drive shaft 11 to the second speed gear pair 15 or the fourth speed gear pair. Power is transmitted to the output shaft 13 via 17. That is, the engine is directly connected.

  Therefore, in the case of a shift between adjacent gear ratios (shift speeds), the lock clutch SL is engaged and the entire planetary gear mechanism 1 is integrated, or conversely, the lock clutch SL is released and the planets are released. The gear mechanism 1 needs to be in a free state, and accordingly, synchronous control is performed to match the rotational speeds of the rotating members that are connected to each other after shifting. These controls are performed by increasing or decreasing the torque of the motor / generator 3 and changing the rotational speed accordingly. In that case, since the motor / generator 3 is connected to the output shaft 13 via the planetary gear mechanism 1, a change in the torque of the motor / generator 3 becomes a factor for changing the driving force. Therefore, the control device according to the present invention is configured to cooperatively control the engine torque in accordance with the increase / decrease of the torque of the motor / generator 3 in order to prevent a change in driving force or driving torque accompanying a shift and a shift shock. Yes. An example of the control will be described below.

  FIG. 1 is a flowchart for explaining control in a so-called first torque phase from the start of shifting to the start of inertia phase. First, whether or not the first torque phase (torque Ph # 1) has been started. Is determined (step S01). In essence, this is a determination as to whether or not a shift has started. For example, the running state such as the vehicle speed, the accelerator opening, or the required driving force has changed from a predetermined shift range to another shift range. It can be determined based on the establishment of the determination, and it is determined based on whether the traveling state on the prepared shift map has changed across the shift line or the shift signal is output based on the change. can do. If a negative determination is made in step S01, the gear shift is not executed, so the routine shown in FIG. 1 is temporarily terminated without performing any particular control.

On the other hand, when a positive determination is made in step S01, the torque (MG torque) Ts of the motor / generator 3 is gradually changed. In the example shown in FIG. 1, it is gradually lowered (swept down) (step S02). In particular,
Ts = κ1 · Δt
The torque Ts of the motor / generator 3 is controlled so that Here, κ1 is the rate of decrease (sweep rate) of the torque Ts per unit time, and is determined in advance by experiments, simulations, etc. in consideration of the torque control response of the engine 2. It is set so as to have almost the same response as the torque control response. Δt is a time width, for example, the execution cycle time of the routine shown in FIG. Here, the term “decrease” means an increase in torque in the direction opposite to the engine torque. When the engine is rotating in the forward direction, the torque in the direction to stop the rotation is increased. When rotating in the opposite direction, the torque in the so-called negative direction is increased.

In order to prevent a decrease in the torque of the output shaft 13 due to a decrease in the torque Ts of the motor / generator 3 described above, the output torque Te of the engine 2 is gradually changed. In the example shown in FIG. 1, it is gradually increased (swept up) (step S03). In particular,
Te = Te0 + Ts
The engine torque Te is controlled so that Here, Te0 is the engine torque at the start of shifting. As is known from this equation, if the torque Ts of the motor / generator 3 is a negative value, the engine torque Te becomes small. Therefore, an increase in the engine torque is a positive value or a negative value of the motor. This is to add the torque Ts of the generator 3 to the engine torque at the start of shifting.

  Next, it is determined whether or not the engine torque Te obtained as described above is a controllable torque. For example, it is determined whether or not the engine torque Te is the maximum value within the correction limit (step S04). When the throttle opening of the engine 2 is less than 100% and the engine torque Te can be corrected, that is, when a negative determination is made in step S04, the engine torque Te is changed and controlled. This is possible, for example, by electrically controlling the throttle opening of the electronic throttle valve or by controlling the fuel injection amount in the diesel engine. Further, it is determined whether or not the torque phase (torque Ph # 1) has ended (step S05). This determination can be made based on the torque or current value of the motor / generator 3. For example, in the configuration shown in FIG. 8, the planetary gear mechanism 1 is of a single pinion type, and the torque of the engine 2 is input to the carrier Cr. Therefore, when the torque is input from the engine 2 to the carrier Cr, the planetary gear mechanism 1 acts on the sun gear Sn. The torque to be performed is (Te / (1 + ρ)), and the determination of step S05 can be made when the torque of the motor / generator 3 is balanced with this. If a negative determination is made in step S05, the process returns to step S02 and the above control is continued. On the other hand, if the determination in step S05 is affirmative, the routine of FIG. 1 is temporarily terminated.

On the other hand, if the engine torque Te exceeds the correction limit and cannot be controlled, that is, if a positive determination is made in step S04, the torque change rate (sweep rate) of the motor / generator 3 is changed (step S06). . That is, the torque Ts of the motor / generator 3 is expressed as follows: Ts = κ2 · Δt
And Here, κ2 is a new sweep rate, which is a value determined in advance by experiments or simulations. Further, the sweep rate κ2 can be set to a different value depending on the progress of the shift, the magnitude of the shift shock suppression request, and the like. For example, the sweep rate κ2 is set to a small value when there is a strong demand to reduce the shift shock more reliably, and the sweep rate κ2 is set to a large value when it is better to shorten the shift time. Then, correction of the engine torque is prohibited (step S07). This is because the calculated engine torque Te exceeds the correction limit. Thereafter, the process proceeds to step S05 to determine the end of the torque phase.

  The first torque phase is terminated by the start of an inertia phase in which the rotation speed of the rotating member changes toward the rotation speed at the speed ratio after the shift, such as the rotation speed of the sun gear Sn starts to change. In the inertia phase (inertia Ph # 1), the engine torque Te is controlled as shown in FIG. First, the start of the inertia phase is determined (step S11). The torque at which the sun gear Sn of the planetary gear mechanism 1 to which the motor / generator 3 is connected starts to rotate can be obtained by the torque balance in the planetary gear mechanism 1 as described above. Since it can be known from the control amount such as the current value, the determination in step S11 can be made based on the control amount such as the current value of the motor / generator 3. The start of the inertia phase may be determined by a timer.

If a negative determination is made in step S11, this routine is temporarily terminated without performing any particular control. On the other hand, if the determination in step S11 is affirmative, the target torque Tx is set (step S12). In order to keep the driving force as constant as possible before and after the shift, the engine torque Te0 at the start of the inertia phase is set as the target torque Tx (Tx = Te0). Further, the torque Ts of the motor / generator 3 is set to a torque Ts1 that balances with the gear ratio (shift stage) after the shift (step S13). The engine torque Te is calculated in order to control the engine torque Te in accordance with the control for changing the torque Ts of the motor / generator 3 to the torque Ts1 that is balanced by the gear ratio (shift stage) after the shift (step S14). In particular,
Te = (Tx + K2 · Ts) / K1
It is.

This relationship will be further explained. Inertia torque is caused by a change in the rotational speed in the inertia phase, so the following relational expression is established.
Ie · dωe / dt = Te−Tx
Is · dωs / dt = Ts + ρ · Tx / (1 + ρ)
Ir · dωr / dt = Tr + Tx / (1 + ρ)
Here, Ie is the moment of inertia of the engine 2, ωe is the rotational speed of the engine 2, Tx is the target output torque, Is is the moment of inertia of the sun gear Sn and a member that rotates integrally therewith, and ωs is the sun gear Sn and integrally therewith. The rotational speed of the rotating member, ρ is the gear ratio in the planetary gear mechanism 1 described above (ratio between the fraction of the sun gear and the fraction of the ring gear), Ir is the moment of inertia of the ring gear Rg and the member rotating integrally therewith, and ωr is the ring gear. The rotational speed of Rg.

The moment of inertia of the ring gear Rg is large. On the other hand, the speed of rotation ωr does not substantially change at the time of shifting while running at a constant vehicle speed, so that the rotational angular acceleration becomes “0”. Become. Substituting this relationship and solving for the target torque Tx,
Tx = K1, Te-K2, Ts
It becomes. In addition,
K1 = (1 + ρ) ² · Is / {ρ ² · Ie + (1 + ρ) ² · Is}
K2 = ρ (1 + ρ) · Ie / {ρ ² · Ie + (1 + ρ) ² · Is}
It is.

Therefore, in a state where there is no change in acceleration / deceleration requests such as a depressing operation of an accelerator pedal (not shown) or a deceleration operation for returning the accelerator pedal, that is, in a state of “Te = 0”, the target torque Tx is equal to the motor generator 3. Becomes a linear function of the torque Ts. The engine torque Te for maintaining the target torque Tx constant when the torque Ts of the motor / generator 3 is changed as described above is:
Te = (Tx + K2 · Ts) / K1
It becomes. Therefore, in order to keep the driving torque constant before and after the shift, since Tx = Te0, the above-described equation in step S14 is established. In other words, the driving torque in the inertia phase can be kept constant by controlling the engine torque so as to maintain the relationship described above.

  Next, it is determined whether or not the engine torque Te obtained as described above is a controllable torque (step S15). This is the same control as step S04 in FIG. 1 described above. When the engine torque Te is within the correction limit and the engine torque Te can be corrected, that is, when a negative determination is made in step S15, the engine torque Te is changed and controlled, and the inertia phase (inertia Ph # 1) is controlled. ) Is determined (step S15). Since the balance of torque in the planetary gear mechanism 1 is obtained by calculation, and the torque output from the motor / generator 3 can be known from the control amount such as the current value, the torque phase in step S05 shown in FIG. Similarly to the determination of the end of the step S16, the determination in step S16 can be performed based on the control amount such as the current value of the motor / generator 3.

  If a negative determination is made in step S16, the process returns to step S12 and the above control is continued. On the other hand, if the determination in step S16 is affirmative, the routine of FIG. 1 is temporarily terminated.

  On the other hand, when the engine torque Te exceeds the correction limit and cannot be controlled, that is, when a positive determination is made in step S15, the torque Ts of the motor / generator 3 is different from the torque Ts1 set in step S13 described above. Torque Ts2 is set (step S17). That is, control is performed so that Ts = Ts2. Here, the new torque Ts2 is a value determined in advance by experiments or simulations. Further, the torque Ts2 can be set to a different value depending on the progress of the shift, the magnitude of the shift shock suppression request, and the like. For example, the torque Ts2 is set to a small value (Ts2 <Ts1) when there is a strong demand to reduce the shift shock more securely, and the torque Ts2 is set to a large value (Ts2> Ts1) when it is better to shorten the shift time. ). Then, correction of the engine torque is prohibited (step S18). This is because the calculated engine torque Te exceeds the correction limit. Thereafter, the process proceeds to step S05 to determine the end of the torque phase.

  As shown in FIG. 2, the planetary gear mechanism 1 is locked at the odd-numbered stages so that the motor / generator 3 does not output either positive torque or negative torque, and the planetary gear mechanism 1 is at a so-called free state at the even-numbered stages. Since the motor / generator 3 does not operate, the torque of the motor / generator 3 is reduced toward “0” as the shift is completed. In order to suppress a decrease in driving force (driving torque) associated therewith, the following control is executed in the second torque phase after the end of the inertia phase.

  In FIG. 3, it is first determined whether or not the second torque phase (torque Ph # 2) has started (step S21). This can be performed based on the control amount such as the current value of the motor / generator 3 as in the above-described determination of the start of the inertia phase. If a negative determination is made in step S21, the routine is temporarily terminated without performing any particular control. On the contrary, if a positive determination is made, the target torque Tx is equal to the second torque. The engine torque Te2 at the start of the torque phase is set (step S22).

As described above, when the torque of the motor / generator 3 is reduced in the inertia phase, that is, when the torque in the direction opposite to the rotation direction of the engine 2 is increased, the torque is set to “0”. Thus, the torque Ts of the motor / generator 3 is gradually increased (swept up) (step S23). This is a control to bring the absolute value of the torque of the motor / generator 3 close to “0”. That is, the torque Ts of the motor / generator 3 is expressed as follows: Ts = κ3 · Δt
And Here, κ3 is the rate of change (sweep rate) of the torque Ts per unit time, and is determined in advance by experiments, simulations, etc. in consideration of the torque control response of the engine 2, preferably the engine 2 It is set so as to have almost the same response as the torque control response.

The engine torque Te for controlling to theoretically “0” is calculated by suppressing the change in the driving force accompanying the change in the torque Ts of the motor / generator 3 as much as possible (step S24). If the engine torque Te is expressed by a generalized expression,
Te = (Tx−K3 · Ts) / Gx
It is. Gx is a gear ratio after the gear change.

When this relational expression is described, the torque balance expression in the planetary gear mechanism 1 is
Ie · dωe / dt = Te−Tx
Is · dωs / dt = Ts + ρ · Tx / (1 + ρ)
Ir · dωr / dt = Tr + Tx / (1 + ρ)
It is. Considering the upshift from the first speed to the second speed, since the planetary gear mechanism 1 is locked at the first speed, the rotational angular acceleration of each rotating element is “0”, which is expressed by the above equation. Substituting and solving for the inertia torque of the ring gear Rg,
Ir · dωr / dt = −Ts / ρ
It becomes. On the other hand, since the second speed gear pair 15 is in a state capable of transmitting torque, torque is transmitted to the output shaft 13 via the second speed gear pair 15, and the torque T2nd is
T2nd = Te-Tx
It is.

Since the torque To of the output shaft 13 is the sum of these torques multiplied by the gear ratio of each transmission gear pair,
To = −Ts · G1 / ρ + (Te−Tx) G2
It is. G1 is the gear ratio of the first speed gear pair 14, and G2 is the gear ratio of the second speed gear pair 15. To organize this,
To = Te · G2 + K3 · Ts
Where K3 is
K3 = {(1 + ρ) G2-G1} / ρ
It is. Therefore, this K3 takes a positive value or a negative value depending on the step width of the gear ratio.

If the torque To of the output shaft 13 at the start of the second torque phase is the target torque Tx,
Tx = Te · G2 + K3 · Ts
If we solve this for the engine torque Te,
Te = (Tx−K3 · Ts) / G2
It becomes. Then, if this is generalized, the above equation of step S24 is obtained. Therefore, by controlling the engine 2 in the second torque phase so that the torque Te satisfies the above relationship, a change in driving force can be prevented or suppressed, and a shift shock can be prevented.

  Subsequently to step S24, it is determined whether or not the calculated engine torque Te can be controlled or corrected (step S25). This is a determination step similar to step S04 in FIG. 1 and step S15 in FIG. Therefore, if a negative determination is made in step S25, the engine torque Te can be controlled as expected, so it is determined whether or not the second torque phase has ended (step S26). This determination can be made based on the control amount such as the current value of the motor / generator 3 as in the determination of the end of the first torque phase or the end of the inertia phase. If the determination is negative in step S26, the process returns to step S22. If the determination is affirmative, the routine is temporarily terminated.

On the other hand, if the engine torque Te exceeds the correction limit and cannot be controlled, that is, if a positive determination is made in step S25, the torque change rate (sweep rate) of the motor / generator 3 is changed (step S27). . That is, the torque Ts of the motor / generator 3 is expressed as follows: Ts = κ4 · Δt
And Here, κ4 is a new sweep rate, which is a value determined in advance by experiments or simulations. Further, the sweep rate κ4 can be set to a different value depending on the progress of the shift, the magnitude of the shift shock suppression request, and the like. For example, the sweep rate κ4 is set to a small value when there is a strong demand to reduce the shift shock more reliably, and the sweep rate κ4 is set to a large value when it is better to shorten the shift time. Then, correction of the engine torque is prohibited (step S28). This is because the calculated engine torque Te exceeds the correction limit. Thereafter, the process proceeds to step S25 to determine the end of the second torque phase.

  In the above description, the case of shifting from the first speed to the second speed has been described as an example. However, since the balance of torque corresponding to each shift is established in the case of other shifting, the above description is provided. In the same manner as described above, the engine torque Te is controlled, and the fluctuation of the driving force or the driving torque can be set to “0”.

  A change in behavior when the above-described shift control is performed will be described based on the alignment chart of the planetary gear mechanism 1. FIG. 4 shows an example of shifting from the first speed to the second speed. First, at the first speed shown in FIG. 4A, the lock clutch SL is engaged and the entire planetary gear mechanism 1 is moved. Rotating integrally, the torque is transmitted to the output shaft 13 via the first speed gear pair 14, and further output to the differential 29 via the counter gear (Co) 28. The direction of the torque of the engine 2 or the carrier Cr to which it is connected and the direction of the torque of the output shaft 13 are upward as shown in FIG.

  When the shift is started, the torque Ts of the motor / generator 3 is swept down, so that a downward torque in FIG. 4 acts on the sun gear Sn to which the torque Ts is coupled ((b) in FIG. 4). When the torque Ts is balanced with the engine torque Te and becomes the torque that can rotate the entire planetary gear mechanism 1 in place of the lock clutch SL, the lock clutch SL is released. That is, the planetary gear mechanism 1 is unlocked (planetary lock). In this case, since the motor / generator 3 generates power and generates a negative torque associated therewith, a part of the engine torque Te is consumed for power generation. Therefore, the engine torque Te is controlled according to the increase / decrease in the torque of the motor / generator 3 so as not to cause a decrease in the drive torque based on the consumption of torque.

  This is the same in the inertia phase following the first torque phase, and as shown in FIG. 4C, the rotation of the sun gear Sn as the torque of the motor / generator 3 increases in the reverse rotation direction. The number gradually approaches zero and then rotates backward. If it does so, the rotation speed of the carrier Cr and the engine 2 connected with this will fall, maintaining the rotation speed of the ring gear Rg used as an output element. Since the second speed gear pair 15 is connected to the carrier Cr via the first drive shaft 11, the rotational speed of the second speed gear pair 15 also decreases, and finally the rotation of the second speed driven gear 15b. The number matches the number of rotations of the output shaft 13. That is, the rotation is synchronized. Then, the second speed driven gear 15 b is connected to the output shaft 13 by the even-numbered stage clutch S <b> 2, and the torque can be transmitted by the second speed gear pair 15.

  In this state, the motor / generator 3 is gradually controlled so that the absolute value of the torque becomes zero ((d) in FIG. 4), and the engine torque Te is controlled as described above in accordance therewith. That is, control in the second torque phase is executed. When the torque of the motor / generator 3 becomes “0”, the odd-numbered clutch S1 is controlled to be released, and the connection between the first speed driven gear 14b and the output shaft 13 is released. As a result, no torque acts positively on the motor / generator 3, so the rotational speed of the motor / generator 3 naturally decreases due to torque loss and finally stops (FIG. 4E). The engine 2 is connected to the second speed gear pair 15 via the carrier Cr and the first drive shaft 11, and the torque of the engine 2 is transmitted to the output shaft 13 via this path. A certain second speed is set ((f) in FIG. 4).

  Thus, the torque of the motor / generator 3 is controlled to synchronize with the rotation and to become the torque after the shift, but the driving force or the driving torque depends on the increase / decrease of the torque of the motor / generator 3. The engine torque Te is controlled so that does not change. As a result, the driving force or driving torque is maintained substantially constant before and after the shift, and a shift without shock is possible.

  FIG. 5 shows the behavior at the time of shifting from the second speed to the third speed, and FIG. 5A shows the same state as FIG. 4F described above. That is, the torque of the engine 2 is transmitted as it is to the second speed gear pair 15, and the power shifted by the second speed gear pair 15 is transmitted to the output shaft 13 and further output to the differential 29 via the counter gear 28. ing. In this state, the motor / generator 3 does not output torque and is stopped.

  When the determination of the shift to the third speed is established, the torque of the motor / generator 3 is increased and the rotational speed thereof is increased for synchronous control. In this case, since the planetary gear mechanism 1 is in a so-called free state, the torque of the motor / generator 3 does not particularly affect the driving torque. When the rotational speed of the sun gear Sn to which the motor / generator 3 is connected increases as the rotational speed of the motor / generator 3 increases, the rotational speed of the ring gear Rg decreases while maintaining the rotational speed of the carrier Cr as an output element. . Since the third gear pair 16 is connected to the ring gear Rg via the second drive shaft 12, the rotational speed of the driven gear 16b decreases and finally coincides with the rotational speed of the output shaft 13. That is, the rotation is synchronized ((b) in FIG. 5). In this state, the third speed driven gear 16b is connected to the output shaft 13 by the odd-numbered stage clutch S1. Therefore, the change in the rotational speed and the change in the driving torque due to the engagement of the odd-numbered clutch S1 do not occur.

  Thus, the first torque phase is started after the torque of the motor / generator 3 can be transmitted to the output shaft 13, and the torque is gradually reduced so as to balance with the engine torque Te ((c) of FIG. 5). ). Then, in a state where these torques are balanced, the even-numbered clutch S2 is released, and the connection between the second speed driven gear 15b and the output shaft 13 is released.

  Thereafter, when the motor / generator 3 functions as a generator and its torque is further reduced, the rotational speed of the sun gear Sn is reduced while maintaining the rotational speed of the ring gear Rg, which is an output element, and the carrier Cr and the carrier Cr are connected thereto. The rotational speed of the engine 2 that has been reduced is reduced. Finally, the rotational speeds of the rotating elements coincide with each other and the entire planetary gear mechanism 1 rotates as a unit ((d) in FIG. 5). In this process, so-called negative torque by the motor / generator 3 causes the drive torque to decrease. However, since the torque of the engine 2 is changed as described above in accordance with the change of the torque of the motor / generator 3, the drive torque is reduced. There is no change.

  When the entire planetary gear mechanism 1 rotates together, the lock clutch SL is engaged and the planetary gear mechanism 1 is locked. That is, they are mechanically integrated. Since the torque for integrating the planetary gear mechanism 1 is received by the lock clutch SL, the motor / generator 3 does not need to output the torque. Therefore, the motor / generator 3 is controlled to be in the OFF state, and the engine torque Te is reduced. It will be restored accordingly. That is, it is lowered. This is the second torque phase and is shown in FIG. Thus, the third speed is achieved ((f) in FIG. 5).

  Further, FIG. 6 shows the behavior at the time of shifting from the third speed to the fourth speed, and FIG. 6A shows the same state as FIG. 5F described above. That is, since the planetary gear mechanism 1 is locked and rotates as a whole, the torque of the engine 2 is transmitted to the third speed gear pair 16 as it is, and the power shifted by the third speed gear pair 16 is transmitted. It is transmitted to the output shaft 13 and further outputted to the differential 29 via the counter gear 28. In this state, the motor / generator 3 does not output torque and rotates together with the sun gear Sn.

  When the determination of the shift to the fourth speed is established, the torque generated by the lock clutch SL is received by the motor / generator 3 so that the torque is increased in the reverse rotation direction ((b) of FIG. 6). That is, the first torque phase is started simultaneously with the start of the shift, and the engine torque Te is increased according to the reduction of the torque of the motor / generator 3 at that time. Thus, when the torque of the motor / generator 3 is balanced with the engine torque Te, the lock clutch SL is released because the torque is no longer applied to the lock clutch SL. That is, the planetary lock is released.

  If the torque in the reverse rotation direction of the motor / generator 3 further increases from this state, the rotation speed of the sun gear Sn decreases and further starts to rotate in the reverse rotation direction. Along with this, the rotational speed of the engine 2 and the carrier Cr to which the engine 2 is connected is lowered while maintaining the rotational speed of the ring gear Rg as an output element. That is, the inertia phase starts ((c) in FIG. 6). Also in this case, the engine torque Te is increased in accordance with the decrease in the torque of the motor / generator 3. Since the fourth speed gear pair 17 is connected to the carrier Cr via the first drive shaft 11, the rotation speed of the fourth speed gear pair 17 also decreases, and finally the rotation of the fourth speed driven gear 17b. The number matches the number of rotations of the output shaft 13. That is, the rotation is synchronized. Then, the fourth speed driven gear 17b is connected to the output shaft 13 by the even-numbered clutch S2, and the torque can be transmitted by the fourth speed gear pair 17.

  In this state, the motor / generator 3 is gradually controlled so that the absolute value of the torque becomes zero ((d) in FIG. 6), and the engine torque Te is controlled as described above in accordance therewith. That is, control in the second torque phase is executed. When the torque of the motor / generator 3 becomes “0”, the odd-numbered clutch S1 is controlled to be released, and the connection between the third speed driven gear 16b and the output shaft 13 is released. As a result, no torque acts positively on the motor / generator 3, so the rotational speed of the motor / generator 3 naturally decreases due to torque loss and finally stops (FIG. 6 (e)). The engine 2 is connected to the fourth speed gear pair 17 via the carrier Cr and the first drive shaft 11, and the torque of the engine 2 is transmitted to the output shaft 13 via this path. A certain fourth speed is set ((f) in FIG. 6).

  Thus, even in the case of a shift from the second speed to the third speed and in the case of a shift from the third speed to the fourth speed, the motor / generator 3 is able to The torque is controlled so that the engine torque Te is controlled so that the driving force or the driving torque does not change according to the increase or decrease of the torque of the motor / generator 3. As a result, the driving force or driving torque is maintained substantially constant before and after the shift, and a shift without shock is possible.

  Taking this as an example in the case of a shift from the first speed to the second speed, it is shown in FIG. 7 as a time chart. When the first speed is set while maintaining the accelerator opening or the required driving force constant, the lock clutch SL is engaged (ON), and the entire planetary gear mechanism 1 is integrated. Yes (locked). Further, the first speed driven gear 14b is connected to the output shaft 13 by the odd-numbered stage clutch S1. Further, the even-numbered clutch S2 is in a released state. Therefore, the engine torque Te and the torque of the output shaft 13 are constant, and no particular torque acts on the planetary gear mechanism 1. When the shift determination to the second speed is established in this state (time t1), the torque of the motor / generator 3 is decreased at a predetermined rate of change, and the engine torque Te is increased accordingly. As a result, the torque of the output shaft 13 is maintained constant. On the other hand, when the engine torque Te is not corrected, the torque of the output shaft 13 decreases as shown by the broken line in FIG.

  When the torque generated by the lock clutch SL is received by the motor / generator 3, the lock clutch SL is released and the first torque phase ends (at time t2). When the torque of the motor / generator 3 is further reduced from this state, the lock of the planetary gear mechanism 1 is released, so that the rotation speed of the carrier Cr and the engine 2 connected thereto, the sun gear Sn, and The rotational speed of the motor / generator 3 connected to the motor is reduced. In that case, the rotation speed of the ring gear Rg serving as the output element is maintained. Thus, the inertia phase starts. Also in this inertia phase, the engine torque Te is controlled as described above according to the inertia torque accompanying the change in the rotational speed and the decrease in the torque of the motor / generator 3, so that the torque of the output shaft 13 is kept constant. . On the other hand, when the above-described correction for the engine torque Te is not performed, the torque of the output shaft 13 remains lowered as indicated by a broken line.

  When the rotation speed of the carrier Cr and the engine 2 connected thereto decreases and the rotation speed of the second-speed driven gear 15b is synchronized with the rotation speed of the output shaft 13, the even-speed clutch S2 causes the second-speed clutch S2. The driven gear 15b is connected to the output shaft 13 (at time t3). Thus, the inertia phase ends.

  Next, control is performed in a second torque phase in which the torque of the motor / generator 3 is gradually set to “0”. In this case, the engine torque Te is increased as the torque in the reverse rotation direction of the motor / generator 3 gradually decreases, and as a result, the torque of the output shaft 13 is kept constant. Further, the torque applied to the even-numbered clutch S2 increases and the torque applied to the odd-numbered clutch S1 gradually decreases. When the torque of the motor / generator 3 becomes “0”, the torque output from the engine 2 is transmitted to the output shaft 13 via the first drive shaft 11 and the second speed gear pair 15. The stage clutch S1 is controlled to the released state, and the connection between the first speed driven gear 14b and the output shaft 13 is released (at time t4). In the process of the second torque phase, the engine torque Te is controlled according to the change in the torque of the motor / generator 3 as described above, and the torque in the reverse rotation direction of the motor / generator 3 gradually decreases. Since the engine torque Te is gradually increased, the torque of the output shaft 13 is kept constant. When such correction control of the engine torque Te is not performed, as shown by a broken line in FIG. 7, according to a decrease in torque in the reverse rotation direction of the motor / generator 3 (increase in torque in the normal rotation direction). The torque of the output shaft 13 is reduced.

  When the odd-numbered stage clutch S1 is released, the ring gear Rg is freely rotated, and the motor / generator 3 is controlled to be in the OFF state. Therefore, the reverse rotation of the motor / generator 3 and this are connected. The rotational speed of the sun gear Sn gradually decreases due to loss such as friction, and finally stops (at time t5). In that case, since the carrier Cr is connected to the engine 2 and the output shaft 13 and the rotational speed thereof is maintained, the rotational speed of the ring gear Rg decreases in accordance with the change in the rotational speed of the sun gear Sn.

  In this process, the output shaft 13 is directly connected to the engine 2 via the second speed gear pair 15, and only a change in the number of rotations inside the planetary gear mechanism 1 occurs. The torque of the output shaft 13 is kept constant. This is the same even when the correction control of the engine torque Te is not performed. When the above-described correction control of the engine torque Te is not performed, as shown by the broken line in FIG. Remains lowered. Although FIG. 7 shows the case of shifting from the first speed to the second speed, the torque of the output shaft 13 is kept constant by the above-described correction control of the engine torque Te. The same applies to other shifts such as a shift between the first speed and the third speed.

  As described above, when the control according to the present invention is performed, the torque of the output shaft 13 becomes substantially constant before and after the shift at the time of the shift without changing the required amount of driving force such as the change of the accelerator opening. Maintained. Therefore, according to the present invention, it is possible to prevent or suppress a decrease in driving force (driving torque), a sudden change, or a shock associated therewith.

  The power transmission device that is the subject of the present invention is not limited to the one shown in FIG. 8. For example, the differential mechanism has a double pinion other than the above-described configuration that mainly uses the single pinion planetary gear mechanism 1. A planetary gear mechanism of a type can be mainly used. Further, each transmission gear pair 14, 15, 16, and 17 only needs to be in a state where torque can be selectively transmitted between the drive shafts 11 and 12 and the output shaft 13, and therefore the respective drive gears 14a and 15a. , 16a, 17a may be arranged so as to be rotatable relative to the drive shafts 11, 12, and may be selectively connected to the drive shafts 11, 12 by a clutch mechanism.

  An example of this is shown in FIG. In FIG. 10, the actuators, controllers, power storage devices, and electronic control devices described above are omitted and not shown, but these mechanisms and devices are provided as in the power transmission device shown in FIG. . That is, a double pinion type planetary gear mechanism 1 is used. The double pinion type planetary gear mechanism 1 includes a pinion gear meshed with the sun gear Sn and another pinion gear meshed with the pinion gear and the ring gear Rg between the sun gear Sn and the ring gear Rg, and these pinion gears are arranged. It is a planetary gear mechanism that is rotatably and revolved by a carrier Cr. The engine 2 is connected to the carrier Cr, the motor / generator 3 is connected to the sun gear Sn, the first drive shaft 11 is connected to the carrier Cr, and the second drive shaft 12 is connected to the ring gear Rg. The configuration is the same as that shown in FIG.

  In the configuration shown in FIG. 10, the first speed drive gear 14a and the third speed drive gear 16a are rotatable with respect to the second drive shaft 12, and an odd number of stages are provided between these drive gears 14a and 16a. A clutch S1 is arranged. The hub 18 in the odd-numbered clutch S <b> 1 is attached to the second drive shaft 12. Similarly, the second speed drive gear 15a and the fourth speed drive gear 17a are rotatable with respect to the first drive shaft 11, and an even-numbered clutch S2 is provided between these drive gears 15a and 17a. Has been placed. With such a configuration, the driven gears 14b, 15b, 16b, and 17b are attached to the output shaft 13 so as to rotate together.

  Furthermore, the power transmission device targeted by the present invention may have a configuration in which the number of stages is four or more, or a structure in which two or more output shafts are provided to provide a number of stages. As long as the differential mechanism in which the motor and the motor are connected can switch the torque output path to a plurality of paths and perform synchronous control of the rotational speed at the time of switching.

  Here, the relationship between the above-described specific example and the present invention will be briefly described. Each function of Step S02 and Step S06 shown in FIG. 1, Step S13 and Step S17 shown in FIG. 2, and Step S23 and Step S27 shown in FIG. The functional means corresponds to the motor control means or change rate control means of the present invention, and the functional means of step S03 shown in FIG. 1, step S14 shown in FIG. 2, and step S24 shown in FIG. It corresponds to engine control means.

It is a flowchart for demonstrating the example of control in the 1st torque phase by the control apparatus which concerns on this invention. It is a flowchart for demonstrating the example of control in the inertia phase following the 1st torque phase. It is a flowchart for demonstrating the example of control in the 2nd torque phase following the inertia phase. It is a collinear diagram which shows the change of the behavior at the time of the speed change from 1st speed to 2nd speed. It is a collinear diagram which shows the change of the behavior at the time of the speed change from 2nd speed to 3rd speed. It is a collinear diagram which shows the change of the behavior at the time of the speed change from the 3rd speed to the 4th speed. It is a time chart which shows typically changes, such as rotation speed and torque at the time of gear shifting from the 1st speed to the 2nd speed. It is a skeleton figure which shows typically an example of the power transmission device made into object by this invention. It is a table | surface which shows collectively the state of the engagement / release of the clutch for setting each gear stage. It is a skeleton figure which shows typically the other example of the power transmission device made into object by this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Planetary gear mechanism, 2 ... Engine, 3 ... Motor generator, 11 ... 1st drive shaft, 12 ... 2nd drive shaft, 13 ... Output shaft, 14, 15, 16, 17 ... Transmission gear pair, 32 ... Electronics Control unit (ECU), Sn: sun gear, Rg: ring gear, Cr: carrier, SL: lock clutch, S1: odd-numbered clutch, S2: even-numbered clutch.

Claims (7)

In the control device of the power transmission device, the internal combustion engine and the electric motor are coupled to the differential mechanism, and a transmission mechanism is provided that selectively transmits torque output from the differential mechanism to the output member.
Electric motor control means for changing the torque of the electric motor at the time of shifting by the transmission mechanism;
An internal combustion engine control means for controlling an output torque of the internal combustion engine so as to suppress a change in torque of the output member in accordance with an increase or decrease in torque of the electric motor by the electric motor control means;
When the torque of the motor is changed in the torque phase or the inertia phase during the shift at a predetermined change rate, and the change control of the output torque of the internal combustion engine by the internal combustion engine control means is impossible, the change rate And a rate-of-change control means for changing the output torque of the internal combustion engine from that when change control is possible. The differential mechanism has at least three rotating elements, the internal combustion engine and the electric motor are connected to any two rotating elements, and torque can be selectively transmitted between the other rotating elements and the output member. A first transmission gear pair is provided,
A locking mechanism for selectively integrating the entire differential mechanism is provided;
Furthermore, a second transmission gear pair that is capable of selectively transmitting torque between the internal combustion engine and the output member is provided,
The electric motor control means is provided between a transmission gear ratio that transmits torque to the output member via the first transmission gear pair and a transmission gear ratio that transmits torque to the output member via the second transmission gear pair. Means for changing the torque of the electric motor in order to engage or release the lock mechanism when performing a shift at
The internal combustion engine control means includes means for controlling an output torque of the internal combustion engine so as to suppress a change in torque of the output member in accordance with an increase or decrease in torque of the electric motor by the electric motor control means. The control apparatus of the power transmission device described.   The motor control means changes the output torque of the internal combustion engine when the change of the output torque of the internal combustion engine cannot be controlled by the internal combustion engine control means with respect to the torque of the motor in the inertia phase during the shift. The control device for a power transmission device according to claim 1, further comprising means for increasing or decreasing the control when possible.   The internal combustion engine control means uses the torque of the output member at the start of the shift as a target torque, and outputs the output of the internal combustion engine so that the torque of the output member during the shift becomes the target torque. The control device for a power transmission device according to claim 1, further comprising means for controlling according to increase / decrease of the power transmission.   The rate-of-change control means makes the rate of change smaller than when the change control of the output torque of the internal combustion engine is possible when the control of change of the output torque of the internal combustion engine by the internal combustion engine control means is impossible. The control device for a power transmission device according to any one of claims 1 to 4, further comprising:   The electric motor control means changes the output torque of the internal combustion engine when it is impossible to control the change of the output torque of the internal combustion engine by the internal combustion engine control means. 4. The control device for a power transmission device according to claim 3, further comprising means for shortening the shift time by increasing the control when possible.   The electric motor control means changes the output torque of the internal combustion engine when it is impossible to control the change of the output torque of the internal combustion engine by the internal combustion engine control means. 4. The control device for a power transmission device according to claim 3, further comprising means for suppressing a shift shock by lowering the control than possible.

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