JP2010036866A - Controller for vehicular power transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a vehicular power transmission, capable of reducing a shift shock, even when torque compensation under shifting of a stepped shifting part is limited, in the controller for the vehicular power transmission having a driving force source and the stepped shifting part. <P>SOLUTION: A decrease of torque T<SB>out</SB>generated in a torque phase gets lower compared with that in a usual time, for example, by moving a shift point of an automatic shifting part 20 to a low output side along with a decrease of a compensable torque quantity, since providing a shift point changing means 70 for changing the shift point in response to the compensable torque quantity by a torque compensation control means 68, when shifting the automatic shifting part 20. The shift shock is thereby reduced in a shift transition period. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle power transmission device having a driving force source and a stepped transmission unit, and more particularly to reduction of shift shock of a stepped transmission unit.

  2. Description of the Related Art A vehicle power transmission device including a stepped transmission unit in a power transmission path between a driving force source and driving wheels is well known. The stepped transmission unit performs a shift according to the traveling state of the vehicle determined from, for example, the vehicle speed or the accelerator opening, and the driving force of the driving force source is torque-converted according to the shifted shift stage. Output to the wheel. In addition, gear shift shock is suitably reduced by performing so-called clutch-to-clutch control that controls the timing of re-engagement between the friction engagement device to be engaged and the friction engagement device to be released at the time of shifting the stepped transmission unit. This technique is also well known as a well-known technique.

  Here, during the shift transition period of the stepped transmission unit, the torque phase in which the output shaft torque of the stepped transmission unit changes and the inertia phase in which a change in rotational speed occurs are roughly divided. In order to reduce a shift shock based on torque drop, there is a type in which a torque phase is detected and torque change at this time is reduced by torque control, or torque drop is moderated. One example is the control device of the hybrid drive device of Patent Document 1. In Patent Document 1, even when the output shaft torque changes with the shift of the transmission unit, the torque change is performed by compensating the torque by the electric motor in a direction to suppress the torque change of the output shaft during the shift of the transmission unit. Since torque compensation by the electric motor is performed so as to reduce, torque change is reduced.

JP 2004-203218 A JP 2005-30510 A JP 2007-203772 A JP 2005-264762 A

  By the way, in the hybrid drive device control device of Patent Document 1, the shift control is performed on the premise that torque compensation control by the electric motor is possible during the shift of the transmission unit. There may be a situation where torque compensation by the electric motor cannot be sufficiently performed, such as when the output of the electric motor is limited, and there is a possibility that a shift shock may occur in such a case.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a control device for a vehicle power transmission device having a driving force source and a stepped transmission unit. An object of the present invention is to provide a control device for a vehicle power transmission device that can reduce shift shock even when torque compensation during a shift is limited.

  In order to achieve the above object, the gist of the invention according to claim 1 is that: (a) a control device for a vehicle power transmission device including a driving force source and a stepped transmission unit; (C) a shift point for changing the shift point in accordance with the amount of torque that can be compensated by the torque compensation control means. A change means is provided.

  Further, the gist of the invention according to claim 2 for achieving the above object is (a) a control device for a vehicle power transmission device including a driving force source and a stepped transmission unit, wherein (b) And (c) a torque compensation control means for compensating for a torque drop in the torque phase during the shift transition period of the stepped transmission portion by torque control, and (c) a shift point according to the responsiveness of torque that can be compensated by the torque compensation control means. Shift point changing means for changing is provided.

  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 torque compensation is performed by an electric motor constituting the driving force source. Features.

  According to a fourth aspect of the present invention, in the control device for a vehicle power transmission device according to the first or second aspect, the torque compensation is performed by an engine that constitutes the driving force source. Features.

  According to a fifth aspect of the present invention, in the control device for a vehicle power transmission device according to the first or second aspect, the torque compensation is performed by an electric motor and an engine constituting the driving force source. It is characterized by that.

  According to a sixth aspect of the present invention, in the control device for a vehicle power transmission device according to the third or fifth aspect, the amount of torque that can be compensated by the electric motor is limited in accordance with a battery charge / discharge limit. It is characterized by being.

  According to a seventh aspect of the present invention, in the control device for a vehicle power transmission device according to the third or fifth aspect, the amount of torque that can be compensated by the electric motor is limited according to the temperature of the electric motor. It is characterized by that.

  The gist of the invention according to claim 8 is that, in the control device for a vehicle power transmission device according to claim 1, the shift point changing means is configured to reduce the stepped shift as the amount of torque that can be compensated is smaller. The shift point of the part is moved to the low output side.

  The gist of the invention according to claim 9 is that, in the control device for a vehicle power transmission device according to claim 2, the step of changing the shift point is such that the lower the responsiveness of the torque that can be compensated, The shift point of the transmission unit is moved to the low output side.

  The gist of the invention according to claim 10 is that, in the control device for a vehicle power transmission device according to any one of claims 1 to 9, torque down control is performed during the inertia phase of the stepped transmission unit. It is implemented.

  The gist of the invention according to claim 11 is that, in the control device for a vehicle power transmission device according to any one of claims 1 to 10, the driving force source generated by changing the shift point. The torque margin is used as the assist torque.

  The gist of the invention according to claim 12 is the control device for a vehicle power transmission device according to any one of claims 1 to 11, wherein the driving force source is an engine, the engine and driving wheels. A differential mechanism coupled between the first and second differential mechanisms, and a first motor coupled to the differential mechanism so that power can be transmitted. It is comprised by the electric differential part by which control is carried out, and the 2nd electric motor connected with the said drive wheel so that motive power transmission is possible, It is characterized by the above-mentioned.

  A gist of the invention according to claim 13 is the control device for a vehicle power transmission device according to claim 12, wherein the rotational speed of the engine is controlled to be constant before and after the gear change of the stepped transmission unit. It is characterized by that.

  According to the control device for a vehicle power transmission device of the first aspect of the present invention, at the time of shifting the stepped transmission unit, the shift point that changes the shift point according to the amount of torque that can be compensated by the torque compensation control means. Since the changing means is provided, for example, the smaller the amount of torque that can be compensated, the smaller the drop in torque that occurs during the torque phase by shifting the shift point of the stepped transmission unit to the lower output side. As a result, the shift shock during the shift transition period can be reduced.

  Further, according to the control device for a vehicle power transmission device of the invention according to claim 2, since the shift point changing means for changing the shift point according to the responsiveness of the torque that can be compensated by the torque compensation control means is provided, for example, The lower the torque response, the smaller the drop in torque that occurs during the torque phase by shifting the shift point of the stepped transmission unit to the lower output side. As a result, the shift shock during the shift transition period can be reduced.

  According to the control device for a vehicle power transmission device of the invention of claim 3, since the torque compensation is performed by an electric motor constituting the driving force source, when torque compensation by the electric motor is limited, The shift point will be changed. Therefore, by changing the shift point with respect to the limitation of torque compensation by the electric motor, it is possible to reduce the torque drop during the torque phase and reduce the shift shock.

  According to the control device for a vehicle power transmission device of the invention according to claim 4, since the torque compensation is performed by the engine that constitutes the driving force source, the amount of torque that can be compensated by the engine is limited. Then, the shift point is changed. Therefore, by changing the shift point with respect to the limitation of torque compensation by the engine, the torque drop during the torque phase can be reduced and the shift shock can be reduced. In addition, if the shift point is changed to shift on the low output side, there is a margin in the engine torque that can be output at that time, so torque compensation may be performed using the engine torque margin. it can. As a result, a drop in output torque during the torque phase is reduced, so that a shift shock can be reduced.

  Further, according to the control device for a vehicle power transmission device of a fifth aspect of the invention, the torque compensation is performed by an electric motor and an engine that constitute the driving force source. For example, torque compensation by the electric motor is limited. Even if the torque compensation is performed by the engine, the drop in the output torque during the torque phase can be reduced. Here, since the torque compensation by the engine is less responsive than the torque compensation by the electric motor, there is a possibility that the drop in torque becomes large and the shift shock becomes large. Therefore, as the ratio of torque compensation by the engine increases, for example, by shifting the shift point to the low output side, the drop in output torque during the torque phase is reduced, so that the shift shock can be reduced.

  According to the control device for a vehicle power transmission device of the invention according to claim 6, the amount of torque that can be compensated by the electric motor is limited according to the battery charge / discharge limit. The shift point is changed according to the discharge limit amount. Therefore, even if the charge / discharge limit of the battery occurs and the torque compensation limit of the electric motor occurs, the shift point is suitably changed, so that a drop in output torque during the torque phase can be reduced.

  Further, according to the control device for a vehicle power transmission device of the invention according to claim 7, the amount of torque that can be compensated by the electric motor is limited according to the temperature of the electric motor. The shift point is changed accordingly. Therefore, even if the torque compensation limit of the electric motor occurs based on the temperature of the electric motor, it is possible to reduce the drop in the output torque during the torque phase by suitably changing the shift point.

  According to the control device for a vehicle power transmission apparatus of the invention according to claim 8, the shift point changing means sets the shift point of the stepped transmission portion to a lower output side as the amount of torque that can be compensated is smaller. Therefore, the shift is performed at an optimal shift point corresponding to the amount of torque that can be compensated, and the drop in output torque during the torque phase is preferably reduced.

  Further, according to the control device for a vehicle power transmission device of the invention according to claim 9, the shift point changing means outputs a shift point of the stepped transmission portion with a lower output as the responsiveness of the torque that can be compensated is lower. Therefore, the shift is performed at an optimal shift point corresponding to the response of the torque, and the drop in the output torque during the torque phase is preferably reduced.

  Further, according to the control device for a vehicle power transmission device of the invention according to claim 10, since the torque down control is performed during the inertia phase of the stepped transmission unit, the inertia phase generated after the torque phase is controlled. The shift shock generated during the inertia phase due to the absorption of the inertia torque can be similarly suppressed.

  According to the control device for a vehicle power transmission device of the invention according to claim 11, the margin of the torque of the driving force source generated by changing the shift point is used as the assist torque. It is possible to avoid a shortage of driving force that occurs after shifting.

  According to the control device for a vehicle power transmission device of the invention according to claim 12, the driving force source includes an engine, a differential mechanism connected between the engine and driving wheels, and the differential mechanism. And a first electric motor coupled to the power transmission so that the differential state of the differential mechanism is controlled by controlling the operating state of the first electric motor, and the drive wheel And the second electric motor connected to be able to transmit power, the torque compensation can be performed by either one or both of the engine and the second electric motor, and a drop in the output torque during the torque phase can be achieved. Can be suppressed.

  According to the control device for a vehicle power transmission device of the invention of claim 13, since the rotational speed of the engine is controlled to be constant before and after the gear shifting of the stepped transmission unit, it is caused by fluctuations in the rotational speed of the engine. Shock can be suppressed. The engine rotation speed can be controlled to a constant rotation speed by controlling the electric differential section.

  Preferably, the torque compensation control means accelerates the rise of the hydraulic pressure of the hydraulic friction engagement device to which the automatic transmission unit is engaged, as compared with a case where torque compensation control is not performed. . By doing so, the torque capacity of the hydraulic friction engagement device on the engagement side increases in the early stage of gear shifting, so that torque by torque compensation is efficiently transmitted to the output shaft of the automatic transmission unit. That is, a drop in output torque is suppressed. Even if the torque compensation is performed in a state where the friction engagement element does not have a sufficient torque capacity, the torque is not sufficiently transmitted to the output shaft of the automatic transmission unit, so that the output torque falls. .

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

  The control device of the present invention is used in, for example, a hybrid vehicle. FIG. 1 is a skeleton diagram illustrating a vehicle power transmission device 10 (hereinafter, referred to as “power transmission device 10”) to which a control device of the present invention is applied. In FIG. 1, a power transmission device 10 includes an input shaft 14 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 connected in series via a transmission member (transmission shaft) 18 in the power transmission path between and an output shaft 22 as an output rotation member connected to the automatic transmission unit 20 in series. I have. The power transmission device 10 is preferably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine, and a pair of driving wheels 38 (see FIG. 6) are provided to drive the power from the engine 8. The transmission is transmitted to the left and right drive wheels 38 sequentially through a differential gear device (final reduction gear) 36 and a pair of axles that constitute a part of the transmission path.

  Thus, in the power transmission device 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 power transmission device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.

  The differential unit 11 (electrical differential unit) is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the input shaft 14, and outputs the output of the engine 8 to the first electric motor M <b> 1 and the transmission member 18. A power distribution mechanism 16 serving as a differential mechanism for distribution, a first motor M1 connected to the power distribution mechanism 16 so as to be able to transmit power, and a second motor provided to rotate integrally with the transmission member 18. M2. The first motor M1 and the second motor M2 are so-called motor generators that also have a power generation function, but the first motor M1 that functions as a differential motor for controlling the differential state of the power distribution mechanism 16 is: At least a generator (power generation) function for generating a reaction force is provided. The second electric motor M2 connected to the drive wheel 38 so as to be able to transmit power is provided with at least a motor (electric motor) function in order to function as a traveling motor that outputs driving force as a driving force source for traveling.

  The power distribution mechanism 16 (differential mechanism) is a differential mechanism connected between the engine 8 and the drive wheel 38, and is a single pinion type having a predetermined gear ratio ρ0 of about “0.418”, for example. A differential planetary gear unit 24, a switching clutch C0 and a switching brake B0 are mainly 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, A part of the output of the distributed engine 8 is stored by the electric energy generated from the first electric motor M1, or the second electric motor M2 is rotationally driven, so that 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, when the power distribution mechanism 16 is in the differential state, the differential unit 11 is also in the differential state, and the differential unit 11 has a gear ratio γ0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18). A continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max is obtained. When the power distribution mechanism 16 is set to the differential state in this way, the operation state of the first electric motor M1 and / or the second electric motor M2 connected to the power distribution mechanism 16 so as to be able to transmit power is controlled, so that the power The differential state of the distribution mechanism 16, that is, the differential state of the rotational speed of the input shaft 14 and the rotational speed of the transmission member 18 is controlled.

  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 (stepped transmission unit) is a stepped automatic transmission that can change its gear ratio (= rotational speed N ₁₈ of the transmission member ₁₈ / rotational speed N _OUT of the output shaft 22) stepwise. The transmission unit functions as a machine, and 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 30. 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.

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 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38, with its power. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. 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 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 power transmission device 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, the first brake B1, second brake B2, and third brake B3 are selectively engaged and operated, so that any one of the first speed gear stage (first gear stage) to the fifth speed gear stage (fifth gear stage) is selected. Alternatively, the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially is proportional to 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 power transmission device 10, the differential unit 11 and the automatic transmission unit 20 that are brought into the constant transmission state by engaging any of the switching clutch C 0 and the switching brake B 0 operate as a stepped transmission. A stepped speed change state is configured, and the differential part 11 and the automatic speed changer 20 that are brought into a continuously variable speed state by operating neither the switching clutch C0 nor the switching brake B0 are operated as an electric continuously variable transmission. The continuously variable transmission state is configured. In other words, the power transmission device 10 is switched to the stepped shift state by engaging any of the switching clutch C0 and the switching brake B0, and does not engage any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

  For example, when the power transmission device 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. A first gear that is approximately “3.357” is established, and the gear ratio γ2 is smaller than the first gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the second brake B2. A second gear that is about "2.180" is established, and the gear ratio γ3 is smaller than the second gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the first brake B1. For example, the third speed gear stage of about “1.424” is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. The fourth speed gear stage which is about “1.000” is established, and the gear ratio γ5 is smaller than the fourth speed gear stage due to the engagement of the first clutch C1, the second clutch C2 and the switching brake B0. 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 power transmission device 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 gear ratio (total gear ratio) γT of the power transmission device 10 as a whole can be obtained continuously.

FIG. 3 shows each rotation element having a different connection state for each gear stage in a power transmission device 10 including a differential unit 11 that functions as a continuously variable transmission unit and an automatic transmission unit 20 that functions as a stepped transmission unit. The collinear chart which can represent the relative relationship of rotational speed of this 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 described above, the power transmission device 10 of the present embodiment is configured so that the power distribution mechanism 16 (differential unit 11) has the first rotating element RE1 ( The differential carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential sun gear S0) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the second rotating element RE2. 1 is connected to the electric motor M1 and selectively connected to the case 12 via the switching brake B0, and the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor M2 to be input. The rotation of the 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 illustrates a signal input to the electronic control device 40 that is a control device for controlling the power transmission device 10 according to the present invention and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control 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 P _SH , a rotation speed N _{M1 of} the first electric motor _M1 (hereinafter referred to as “first electric motor”) from each sensor and switch shown in FIG. signal representative of) that the rotational speed _{N M1} ", the rotational speed _{N M2} of the second electric motor M2 (hereinafter," second electric motor speed _{N M2} "hereinafter) signal representing the engine speed _{N E} is the rotational speed of the engine 8 , A signal indicating a gear ratio train set value, a signal for instructing an M mode (manual shift travel mode), an air conditioner signal indicating the operation of an air conditioner, and a signal indicating a vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22 , An oil temperature signal indicating the operating oil temperature of the automatic transmission unit 20, a signal indicating a side brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, a driver output Accelerator opening signal indicating the amount of operation (accelerator opening) Acc of the accelerator pedal 41 corresponding to the required amount, cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise traveling An auto cruise signal indicating the vehicle weight, a vehicle weight signal indicating the weight of the vehicle, a wheel speed signal indicating the wheel speed of each wheel, a signal indicating the air-fuel ratio A / F of the engine 8, 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 _PSH by an artificial operation. The shift operation device 48 includes, for example, a shift lever 49 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 49 is in a neutral position where the power transmission path in the power transmission device 10, that is, in the automatic transmission unit 20 is interrupted, that is, in a neutral state, and is a parking position “P (” for locking the output shaft 22 of the automatic transmission unit 20. Parking) ”, reverse travel position“ R (reverse) ”for reverse travel, neutral position“ N (neutral) ”for achieving a neutral state in which the power transmission path in the power transmission device 10 is interrupted, power transmission device In the automatic shift control, a forward automatic shift travel position “D (drive)” for executing automatic shift control within a change range of 10 shiftable total gear ratios γT or a manual shift travel mode (manual mode) is established. Forward manual shift travel position “M (manual) for setting a so-called shift range that limits the high-speed gear position. It is provided so as to be manually operated to ".

The reverse gear "R" shown in the engagement operation table of FIG 2 in conjunction with the manual operation of the various shift positions P _SH of the shift lever 49, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 42 is electrically switched so that is established.

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

Specifically, when the shift lever 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. When the power transmission is cut off from the power transmission cut-off state and the shift lever 49 is manually operated from the “N” position to the “D” position, at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased. The transmission path is changed from a power transmission cutoff state to a power transmission enabled state. Further, when the shift lever 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 "D" position to the "N" position, the first clutch C1 and the second clutch C2 are released, and the power transmission in the automatic transmission unit 20 is performed. The path is changed from the power transmission enabled state to the power transmission cut-off state.

FIG. 6 is a functional block diagram 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 accelerator opening Acc and the required output torque T _OUT (vertical axis in FIG. 7) of the automatic transmission unit 20 have a correspondence relationship in which the required output torque T _OUT increases in accordance with the increase in the accelerator opening Acc. Therefore, the vertical axis of the shift diagram in FIG. 7 may be the accelerator opening Acc.

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the power transmission device 10, that is, the differential state of the differential unit 11, while driving 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 force distribution and the reaction force generated by the first motor M1 so as to be optimized. For example, at the traveling vehicle speed at that time, the vehicle target (request) output is calculated from the accelerator pedal operation amount (accelerator opening) Acc and the vehicle speed V as the driver output request amount, and the vehicle target output and the charge request value are calculated. To calculate the required total target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so that the total target output can be obtained. so that the resulting engine speed N _E and engine torque T _E to control the amount of power generated by the first electric motor M1 controls the engine 8.

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, for example, drivability when continuously-variable shifting control in the output torque in the two-dimensional coordinates to the (engine torque) T _E parameters of the engine rotational speed N _E and the engine 8 as shown in FIG. 8 An optimum fuel consumption rate curve L _EF (fuel consumption map, relationship), which is a kind of operation curve of the engine 8 that has been experimentally determined in advance so as to achieve both fuel efficiency and fuel efficiency, is stored in advance, and the optimum fuel consumption rate curve L For example, the target output (total target output, required driving force) is satisfied so that the engine 8 can be operated while the operating point P _EG of the engine 8 (hereinafter referred to as “engine operating point P _EG ”) is aligned with the _EF. Target value of the total gear ratio γT of the power transmission device 10 so that the engine torque T _E and the engine rotation speed N _E for generating the engine output necessary for this are obtained. And the gear ratio γ0 of the differential section 11 is controlled so that the target value is obtained, and the total gear ratio γT is controlled within the changeable range of the gearshift, for example, in the range of 13 to 0.5. Here, the above-mentioned engine operating point P _EG, the operating state of the engine 8 in the engine rotational speed N _E and the two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 8 is exemplified by such engine torque T _E This is the operating point shown.

  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 (corresponding to the battery of the present invention) and the second electric motor M2 through the inverter 58. However, a part of the motive power of the engine 8 is consumed for power generation by the first electric motor M1 and converted into electric energy therethrough, and the electric energy is converted into the second electric power through the inverter 58. The electric motor M <b> 2 is supplied, and the second electric motor M <b> 2 is driven and transmitted from the second electric motor M <b> 2 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. Note that the engine 8 and the second electric motor M2 of this embodiment correspond to the driving force source of the present invention.

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 rotates the first electric motor by the electric CVT function (differential action) of the differential section 11 in order to suppress dragging of the stopped engine 8 and improve fuel consumption during the motor running. the 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.

  The hybrid control means 52 switches an engine start / stop control means 66 for switching the operation state of the engine 8 between the operation state and the stop state, that is, for starting and stopping the engine 8 in order to switch between engine travel and motor travel. I have. The engine start / stop control means 66 starts or stops the engine 8 when the hybrid control means 52 determines, for example, switching between motor travel and engine travel based on the vehicle state from the driving force source switching diagram of FIG. Execute.

For example, the engine start / stop control means 66, as indicated by the point a → the point b of the solid line B in FIG. 7, the accelerator pedal 41 is depressed to increase the required output torque T _OUT and the vehicle state changes from the motor travel region to the engine. when the changes to the running region, by raising the first electric motor speed N _M1 is energized to the first electric motor M1, i.e. it to function first electric motor M1 as a starter, raising the engine rotational speed N _E, performing starting of the engine 8 so as to ignite a predetermined engine speed N _{E 'for} example autonomous rotatable engine speed N _E at the ignition device 99, switching from the motor running by the hybrid control means 52 to the engine running. At this time, engine start stop control means 66 may be pulled up until the engine rotational speed N _E promptly predetermined engine rotational speed N _{E 'by} raising the first electric motor speed N _M1 quickly. Thereby, the resonance region in the engine rotation speed region below the well-known idle rotation speed N _EIDL can be quickly avoided, and the vibration at the start is suppressed.

Further, the engine start / stop control means 66, as indicated by the point b → point a of the solid line B in FIG. 7, the accelerator pedal 41 is returned to reduce the required output torque T _OUT and the vehicle state changes from the engine travel region to the motor travel. In the case of changing to the region, the fuel supply is stopped by the fuel injection device 98, that is, the engine 8 is stopped by fuel cut, and the engine traveling by the hybrid control means 52 is switched to the motor traveling. At this time, engine start stop control means 66 may lower the engine rotational speed N _E to promptly zeroed or nearly zeroed by lowering the first electric motor speed N _M1 quickly. As a result, the resonance region can be quickly avoided, and vibration during stoppage is suppressed. Alternatively, engine start stop control means 66, before the fuel cut lower the engine rotational speed N _E by pulling down the first electric motor speed N _M1, the engine to the fuel cut at a predetermined engine speed N _{E '8} May be stopped.

  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, in the present embodiment, the traveling of the vehicle using both the engine 8 and the second electric motor M2 as a driving force source for traveling is included in the engine traveling instead of the motor traveling.

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 remaining charge SOC of the power storage device 60 decreases 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 is generated. Even if the rotation speed of M1 is increased and the second motor rotation speed N _M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) when the vehicle is stopped, the engine rotation speed N is caused by the differential action of the power distribution mechanism 16. _E is maintained above the rotational speed at which autonomous rotation is possible.

Further, the hybrid control means 52 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. the engine rotational speed N _E is caused to maintain the arbitrary rotation speed. For example, if the hybrid control means 52 as can be seen from the diagram of FIG. 3 to raise the engine rotational speed N _E, while maintaining the second-motor rotation speed N _M2, bound with the vehicle speed V substantially constant first 1 Increase the motor rotation speed _NM1 .

  The speed-increasing gear stage determining means 62 stores, for example, based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is to be engaged when the power transmission device 10 is in the stepped shift state. In accordance with the shift diagram shown in FIG. 7 stored in advance in the means 56, it is determined whether or not the gear position to be shifted of the power transmission device 10 is the speed increasing side gear stage, for example, the fifth speed gear stage.

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 power transmission device 10 (differential unit 11) should be switched. By determining whether the transmission device 10 is in the stepped control region where the stepped gear shift state is set, the shift state of the power transmission device 10 to be switched is determined, and the power transmission device 10 is switched between the stepless shift state and the stepped shift state. The shift state is selectively switched to either the step shift state.

  Specifically, when it is determined that the switching control means 50 is within the stepped shift control region, the hybrid control means 52 outputs a signal that disables or prohibits the hybrid control or continuously variable shift control. The step-variable shift control means 54 is 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 entire power transmission device 10, 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 speed gear stage is determined by the acceleration side gear stage determination means 62, the so-called overdrive gear stage in which the speed ratio is smaller than 1.0 is obtained for the entire power transmission device 10. Therefore, the switching control means 50 releases the switching clutch C0 and engages the switching brake B0 so that the differential unit 11 can function as a sub-transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. The command is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 62 that it is not the fifth speed gear stage, the switching control is performed in order to obtain a reduction side gear stage having a gear ratio of 1.0 or more as the entire power transmission device 10. The means 50 instructs 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. Output. As described above, the power transmission device 10 is switched to the stepped shift state by the switching control means 50, and is selectively switched to be one of the two types of shift steps in the stepped shift state. 11 is made to function as a sub-transmission, and the automatic transmission unit 20 in series with it functions as a stepped transmission, whereby the entire power transmission device 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 power transmission device 10 to the continuously variable transmission state, the power transmission device 10 as a whole can obtain the continuously variable transmission state. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic control circuit 42 so that the section 11 is in a continuously variable transmission state and can be continuously variable. 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 gears is continuously variable and the power transmission device 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 power transmission device 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 power transmission device 10 in the stepped gear shift 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 function deterioration due to low temperature occurs, the switching control means 50 preferentially places the power transmission device 10 in the stepped shift state in order to ensure vehicle travel even in the continuously variable control region. It is good.

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and is not only the driving torque or driving force at the driving wheels 38, but also, for example, the output torque T _OUT of the automatic transmission unit 20, the engine 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 power transmission device 10 is in the stepped speed change state at the high speed so that the fuel consumption is prevented from deteriorating when the power transmission device 10 is in the stepless speed change state at the high speed travel. Is set to be. 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.

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.

As a result, for example, when the vehicle is traveling at low to medium speed and at low to medium power, the power transmission device 10 is set to a continuously variable transmission state to ensure the fuel efficiency of the vehicle. In high-speed running exceeding this, the power transmission device 10 is in a stepped speed change 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. Conversion loss between power and electric energy generated when operating as a transmission is suppressed, and fuel efficiency is improved. Further, in high output traveling such that the driving force related value such as the output torque T _OUT exceeds the determination torque T1, the power transmission device 10 is set to a stepped transmission state in which it operates as a stepped transmission, and mechanical power transmission is exclusively performed. The region in which the output of the engine 8 is transmitted to the drive wheels 38 through the route to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle, and the first motor M1 should generate electricity. 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 driving device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E accompanying the upshift in the stepped automatic transmission cars can enjoy.

  Thus, the differential section 11 (power transmission device 10) of this embodiment can be selectively switched between the continuously variable transmission state and the stepped transmission state (constant transmission state), and is controlled by the switching control means 50. A shift state to be switched by the differential unit 11 is determined based on the vehicle state, and the differential unit 11 is selectively switched between a continuously variable transmission state and a stepped transmission state. In this embodiment, the hybrid control means 52 executes motor travel or engine travel based on the vehicle state. In order to switch between engine travel and motor travel, the engine start / stop control means 66 controls the engine 8. Starts or stops.

The torque compensation control means 68 compensates for a drop in the output torque T _OUT of the automatic transmission 20 during the torque phase by the torque compensation control of the second electric motor M2 during the shift transition period of the automatic transmission unit 20. FIG. 9 is a time chart for explaining suppression of a drop in the output torque T _OUT when the automatic transmission unit 20 is shifted by the torque compensation control means 68. In FIG. 9, when the differential unit 11 is in a continuously variable transmission state (switching brake B0 and switching clutch C0 disengaged state), the automatic transmission is upshifted from the second gear to the third gear. Is shown as an example.

At time t0, when the upshift from the second gear to the third gear is output based on the stepped shift control means 54, the second brake corresponding to the release side hydraulic friction engagement element is output. The so-called clutch-to-clutch shift control is started in which the control for reducing the engagement hydraulic pressure of B2 is started and the control for increasing the engagement hydraulic pressure of the first brake B1 corresponding to the hydraulic friction engagement element on the engagement side is started. Is done. When the clutch-to-clutch control of each of the hydraulic friction engagement elements (B1, B2) is started at time t0, conventionally, as indicated by broken lines, As shown, the output torque T _OUT falls during the torque phase. Actually, immediately after the start of hydraulic control at time t0, first fill for reducing the pack clearance of the frictional engagement element (B1) on the engagement side, waiting for constant pressure on the frictional engagement element (B2) on the release side, etc. Until the time is executed, there is a shift preparation process period in which the output torque T _OUT does not change, that is, does not correspond to the torque phase.

On the other hand, the torque compensation control means 68 increases the output torque of the second electric motor M2 when the torque phase during the shift starts, so that the output torque T _OUT drops ideally as shown by the solid line. To reduce. Further, when the torque phase is finished at time t3 and the inertia phase is started, the torque compensation control is finished, and the torque reduction control by the second electric motor M2 or the engine 8 is performed. The above control will be described in more detail below.

First, when the output of the upshift from the second speed gear stage to the third speed gear stage is started at the time point t0, the torque compensation control means 68 will start at the time when the automatic transmission unit 20 starts the shift (time point t0). The output torque T _OUT1 is detected. The output torque T _OUT1 is detected based on the vehicle running state such as the vehicle speed V and the accelerator opening degree Acc, a preset driving force map, and the like.

When the start of the torque phase is detected after a lapse of a predetermined time from time t0, the torque compensation control means 68 starts torque compensation control by the second electric motor M2. Here, the exact start timing of the torque phase is determined based on, for example, whether or not a predetermined time for starting the torque phase obtained in advance through experiments or analysis has elapsed. Alternatively, the strict start timing determination of the torque phase is not limited to the determination based on the passage of time, but the input shaft rotation speed (rotation speed N ₁₈ of the transmission member ₁₈ ) of the automatic transmission unit 20 (not shown) generated after the torque phase starts. It can also be determined based on whether or not blowing has occurred. Furthermore, the engagement hydraulic pressures of the brake B1 corresponding to the hydraulic friction engagement element on the engagement side and the brake B2 corresponding to the hydraulic friction engagement element on the release side are determined in advance through experimental and analytical torque phases. It is also possible to determine the exact start time of the torque phase based on whether or not a predetermined hydraulic pressure value at which is started is reached.

When the start of the torque phase of the automatic transmission unit 20 is determined, torque compensation control that suppresses a drop in the output torque T _OUT of the automatic transmission unit 20 is started. Specifically, the torque compensation control unit 68, for example, the output torque T _OUT1 detected at the shift start of the automatic shifting portion 20 as a reference, the torque control so that the output torque T _OUT of the torque phase becomes T _OUT1 ( Execute feedback control.

Here, in the torque phase of the automatic transmission unit 20, if the torque capacity that can be transmitted by the automatic transmission unit 20 is small even if the output torque of the second electric motor M2 is increased, the output torque of the second electric motor M2 is preferably used. It is not transmitted to the output shaft 22. Therefore, when the torque compensation control means 68 is implemented, for example, by executing control such as making the rise of the engagement hydraulic pressure of the brake B1, which is a friction engagement device on the engagement side, faster than usual, automatic transmission is performed. The torque capacity that can be transmitted by the unit 20 is increased earlier than the normal speed change. Thus, torque compensation amount by the second electric motor M2 so is effectively transmitted to the output shaft 22 of the automatic transmission portion 20, the drop in the output torque T _OUT of the time t1 ~t2 time is reduced. The hydraulic pressure value at the time of the torque compensation control is feedback-controlled according to the output torque amount of the second electric motor M2, for example, so that the output torque of the second electric motor M2 is effectively transmitted to the output shaft 22. Controlled.

  When it is determined that the torque phase is just before the end of the torque phase at time t2, the torque compensation control means 68 promptly stops the torque compensation control. As a result, the output torque of the second electric motor M2 decreases between the time t2 and the time t3. Note that the determination immediately before the end of the torque phase is determined based on whether or not a predetermined time, which is immediately before the end of the torque phase, obtained in advance through experiments or analytically, has elapsed with reference to the time point t0. Alternatively, the determination can also be made based on whether or not the engagement hydraulic pressures of the brake B1 and the brake B2 have reached a predetermined hydraulic pressure that is obtained immediately before the end of the torque phase obtained experimentally or analytically.

When the start of the inertia phase is determined at time t3, torque reduction control by the second electric motor M2 or the engine 8 is started, and the shift of the automatic transmission unit 20 is ended at time t4. The determination of the beginning and the shifting completion of the inertia phase, for example, whether or not the rotational speed N ₁₈ of the power transmitting member 18 which also serves as an input shaft of the automatic shifting portion 20 is changed, and the change has been completed but not crab Based on the determination. As described above, by executing the torque compensation control means 68 in the shift transition period of the automatic transmission unit 20, the drop of the output torque _TOUT during the torque phase is suppressed and the shift shock is suppressed. Further, in the configuration having the differential unit 11 functioning as a continuously variable transmission as in the present embodiment, the engine rotational speed NE is controlled to be constant before and after the automatic transmission unit 20 is shifted as shown in FIG. Thus, it is possible to reduce the shift shock accompanying the engine speed fluctuation.

The torque compensation control means 68 has been described by taking the torque compensation by the second electric motor M2 as an example. However, in the power transmission device 10 of the present embodiment, instead of the second electric motor M2, a differential ring gear R0 is used. it can be carried out torque compensation control by using the transmitted engine torque T _E. Furthermore, the torque compensation of the second electric motor M2 and the torque compensation of the engine 8 can be performed together. Note that the torque compensation control by the engine 8 and the torque compensation control by the second electric motor M2 and the engine 8 are basically the same as the torque compensation control by the second electric motor M2, and thus the description thereof is omitted.

  Incidentally, the torque compensation control means 68 is implemented on the assumption that the torque control by the second electric motor M2 is possible. For example, when the second electric motor M2 breaks down or the output of the second electric motor M2 is limited. In some cases, the torque compensation control is incomplete. On the other hand, torque compensation control by the engine 8 can be performed as an alternative to the second electric motor M2, but the torque compensation by the engine 8 is less responsive than the torque compensation by the second electric motor M2. In this case, there is a possibility that a shift shock may occur due to a delay in the timing of torque compensation. Further, when shifting is performed with the electronic throttle valve 96 of the engine 8 being almost fully opened, the output torque of the engine 8 beyond that is limited, so that torque compensation by the engine 8 may be limited. Accordingly, there is a possibility that a shift shock may occur as described above.

  Therefore, when the torque compensation control by the second electric motor M2 and the engine 8 cannot be performed or limited, the shift point of the automatic transmission unit 20 is preferably set by the shift point changing means 70 shown in FIG. By setting to, shift shock is suppressed. The main part of the control function will be described below.

  First, the case where the torque compensation control is performed only by the second electric motor M2 will be described. Returning to FIG. 6, the torque compensation control determination means 72 determines whether torque compensation control by the second electric motor M2 is possible. Specifically, it is determined whether or not the second motor M2 has failed by the motor failure determination means 74, and if the motor failure determination means 74 is affirmed, that is, if the second motor M2 is determined to have failed, the torque The compensation control determination means 72 determines that torque compensation control by the second electric motor M2 is impossible. The motor failure determination means 74 includes not only the second motor M2 itself but also a failure determination of an electric path that controls the second motor M2.

  Further, the torque compensation control determination means 72 determines whether or not the output torque of the second electric motor M2 is limited. The amount of torque that can be compensated for by second electric motor M2 is limited according to the charge / discharge restriction of power storage device 60 and the temperature of second electric motor M2. Specifically, the torque compensation control determination unit 72 determines whether or not the amount of torque that can be compensated by the second electric motor M2 is limited by executing the charge / discharge limitation determination unit 76. Charging / discharging restriction determination means 76 detects the remaining charge SOC of power storage device 60 and determines whether charging / discharging of power storage device 60 is restricted based on the remaining charge SOC. For example, when the remaining charge SOC falls below a preset lower limit value Wlow, the discharge amount Wout is limited. When the remaining charge SOC exceeds the preset upper limit value Whi, the charge amount Win is limited. As described above, the charge / discharge restriction determination unit 76 determines that charge / discharge of the power storage device 60 is restricted when the remaining charge SOC is out of the range of the preset lower limit value Wlow to the upper limit value Whi. When the charge / discharge restriction determination unit 76 is affirmed, the torque compensation control determination unit 72 determines that the output torque of the second electric motor M2 is limited.

Further, the torque compensation control determination means 72 determines whether or not the torque compensation of the second electric motor M2 is limited by executing the electric motor temperature determination means 78. Motor temperature determining means 78 detects the temperature TEMP _M2 of the second electric motor M2, on the basis of the temperature TEMP _M2, it is determined whether or not the output torque of the second electric motor M2 is limited. For example, when the temperature TEMP M2 of the second electric motor _M2 is lower than the preset lower limit temperature TEMP1, the output torque of the second electric motor M2 is limited. Further, when higher than the upper limit temperature TEMP2 temperature TEMP _M2 of the second electric motor M2 is set in advance, the output torque of the second electric motor M2 is limited. Therefore, the electric motor temperature determination means 78 determines that the output torque of the second electric motor M2 is limited when the temperature TEMP M2 of the second electric motor _M2 is out of the upper limit value TEMP2 from the preset lower limit value TEMP1. .

  When the torque compensation control determination means 72 determines that the torque compensation by the second electric motor M2 cannot be performed or is limited, the shift point changing means 70 is performed. The shift point changing means 70 changes the shift point of the automatic transmission unit 20 according to the amount of torque that can be compensated by the second electric motor M2. FIGS. 10 and 11 show examples of changing the shift point of the automatic transmission unit 20 when the second motor M2 torque compensation is limited (including inability to perform torque compensation). FIG. 10 shows an example of changing the shift point when the automatic transmission unit 20 is upshifted, and FIG. 11 shows an example of changing the shift point when the automatic transmission unit 20 is downshifted.

First, referring to FIG. 10, a solid line indicates an upshift line in a normal state, that is, when torque compensation control is possible, and usually an upshift is executed based on the upshift line indicated by the solid line. Here, when the torque compensation of the second electric motor M2 is limited, the shift point changing means 70 moves the shift point to the low vehicle speed side as shown by the broken line in FIG. As described above, when the shift point is moved to the low vehicle speed side, the drop in the output torque T _OUT generated during the torque phase becomes smaller than usual. Further, the shift point changing means 70 moves the shift point of the automatic transmission unit 20 to the low vehicle speed side (low output side) as the amount of torque that can be compensated by the second electric motor M2 is small. The shift amount of the shift point is set and stored in advance experimentally or analytically. Therefore, for example, when torque compensation by the second electric motor M2 cannot be performed due to a failure of the second electric motor M2, the shift point is moved to the lowest vehicle speed side.

In FIG. 11, the solid line indicates a downshift line at the normal time, that is, when torque compensation control is possible. Normally, the downshift is executed based on the downshift line indicated by the solid line. Here, when the torque compensation of the second electric motor M2 is limited, the shift point changing means 70 moves the shift point toward the low accelerator opening as shown by the broken line in FIG. As described above, when the shift point is moved to the low accelerator opening side, the drop in the output torque T _OUT generated during the torque phase becomes smaller than usual. The shift point changing means 70 moves the shift point of the automatic transmission unit 20 to the low accelerator opening side (low output side) as the response of the torque amount that can be compensated is lower. The shift amount of the shift point is set and stored in advance experimentally or analytically. Therefore, for example, when the torque compensation by the second electric motor M2 cannot be performed due to a failure of the second electric motor M2, the shift point is moved to the lowest accelerator opening degree side.

From the above, when the torque compensation control by the second electric motor M2 is restricted during the up-shift and the down-shift of the automatic transmission unit 20, the shift point changing unit 70 sets the shift point on the low output side according to the limit amount ( By moving to a low vehicle speed and a low accelerator opening side), the drop in the torque phase due to the torque compensation limitation is made smaller than usual (inconspicuous). The above will be described with reference to the drawings. FIG. 12 is a time chart for explaining the state of the output torque T _OUT during the torque phase of the automatic transmission unit 20, and corresponds to the time chart of FIG. Here, the solid line in FIG. 12 shows the case where the shift is performed at the normal shift point, and the broken line explains the case where the shift point is moved to the low output side. FIG. 12 shows a state where torque compensation is not performed.

Conventionally, when the torque phase is started at time t1, a drop in output torque T _OUT occurs as the friction engagement device is changed, and the amount of output torque drop is reduced until time t3 when the torque phase ends. ΔT _OUT1 . On the other hand, when the shift point is moved to the low output side, the shift is started with the output torque T _OUT being smaller than that in the prior art as indicated by the broken line. When the torque phase is started at time t1, the output torque T _OUT drops as in the conventional case, but the drop amount is smaller than ΔT _OUT2 and the conventional drop amount ΔT _OUT1 . Therefore, the drop in the output torque T _OUT is reduced, and the shift shock is reduced. Further, when the shift point is changed to the low output side, there may be a margin in the output torque of the second electric motor M2. In such a case, by using the margin as the assist torque, it is possible to avoid the driving force shortage that occurs after the automatic transmission 20 is shifted.

In the above description, the case where the torque compensation by the second electric motor M2 is limited has been described. Hereinafter, the case where the torque compensation is controlled by the engine 8 will be described. Torque compensation control unit 68, not only the second electric motor M2, so by increasing the engine torque T _E, it is also possible to implement the compensation control of the output torque T _OUT. Specifically, the torque compensation control means 68 increases the engine torque by increasing the opening of the electronic throttle valve 96 or increasing the fuel injection amount of the fuel injection device 98, thereby increasing the output torque T _OUT. Suppresses the decline. Since the above control is basically the same as the torque compensation by the second electric motor M2, detailed description thereof is omitted.

  By the way, if the shift determination of the automatic transmission unit 20 is made with the electronic throttle valve 96 fully open or close to it, the output torque of the engine 8 is limited, so that it is difficult to perform torque compensation control during the torque phase. Become. At such time, the shift point changing means 70 moves the shift point of the automatic transmission 20 to the low output side.

Here, the determination as to whether or not the torque compensation by the engine 8 is impossible or limited is made based on, for example, the throttle opening θ _TH of the electronic throttle valve 96 provided in the engine 8. Specifically, the torque compensation control determination unit 72 determines whether or not torque compensation control by the engine 8 is possible based on, for example, whether or not the throttle valve opening θ _TH is in a fully open state. Further, the torque compensation control determination means 72 determines whether or not the torque compensation control by the engine 8 is limited, for example, between the engine torque based on the throttle valve opening θ _TH and the engine maximum torque set in advance in a rated manner. The determination is based on the torque difference.

Then, when the shift point of the automatic transmission unit 20 is moved to the low output side by the shift point changing means 70, the shift is started with the operating state of the engine 8 being lower than normal. Thus, like the torque compensation by the second electric motor M2, the drop in the output torque T _OUT during the torque phase is less than usual. Further, when the shift point is moved to the low output side (low vehicle speed side, low accelerator opening side), the shift is started in a state where the operation state of the engine 8 is lower than usual. Compensation is possible, and the torque compensation by the engine 8 is performed, so that the drop in the output torque T _OUT can be reduced. Furthermore, the torque margin of the engine 8 generated by changing the shift point to the low output side is used as the assist torque, so that the driving force shortage that occurs after the automatic transmission 20 is shifted can be avoided.

  Further, in the present embodiment, torque compensation can be implemented by using the torque compensation control means 68 in combination with the second electric motor M2 and the engine 8. The torque compensation control means 68 performs torque compensation by the second electric motor M2, for example, and when torque compensation by the second electric motor M2 is limited, the torque compensation by the engine 8 is also performed. This is because the responsiveness of torque compensation by the second electric motor M2 is superior to the responsiveness of torque compensation by the engine 8.

As described above, the torque compensation control means 68 suppresses the change in the output torque T _OUT by the torque compensation by the second electric motor M2, but when the output torque of the second electric motor M2 is limited, it serves as an alternative means for torque compensation. Torque compensation by the engine 8 is executed. As a result, the drop in the output torque T _OUT during the torque phase is suppressed to some extent, but the torque compensation by the engine 8 is low in responsiveness, so there is a possibility that a delay occurs in the torque compensation and a shift shock occurs. Therefore, the shift point changing means 70 changes the shift point of the automatic transmission unit 20 according to the response of torque compensation, specifically, the state of torque compensation by the engine 8.

First, at the time of torque compensation by the torque compensation control means 68, the torque compensation amount by the engine 8 for all torque compensation amounts is detected based on, for example, the throttle valve opening _θTH . Then, the shift point changing means 70 changes the shift point based on the detected torque compensation amount by the engine 8. Specifically, since the response decreases as the torque compensation amount by the engine 8 increases, the shift point of the automatic transmission unit 20 decreases as the torque compensation amount of the engine 8 increases, that is, the response decreases. Move to the output side. In this way, even if sufficient torque compensation cannot be obtained during the torque phase due to a decrease in responsiveness, the shift is started on the lower output side than usual, so the drop in the output torque T _OUT during the torque phase is small. Become.

  FIG. 13 is a flowchart for explaining the control operation when a restriction occurs in the torque compensation control in the torque compensation control during the torque phase of the automatic transmission unit 20, that is, the main part of the control operation of the electronic control unit 40. It is repeatedly executed with a very short cycle time of about several milliseconds to several tens of milliseconds. In the following description of the flow, the torque compensation control means 72 will be described for the case where the torque compensation by the engine 8 is performed together with the torque compensation by the second electric motor M2.

  First, in step SA1 (hereinafter, step is omitted) corresponding to the torque compensation control determination means 72, it is determined whether or not torque compensation control by the second electric motor M2 and the engine 8 can be performed. If SA1 is denied, it is determined that torque compensation control during the torque phase is impossible, and a shift point when torque compensation control cannot be performed is set in SA6 corresponding to the shift point changing means 70. Specifically, for example, at the shift points shown in FIGS. 10 and 11, the lowest throttle valve opening side and the lowest vehicle speed side are set. That is, the shift point is moved to the lowest output side. Then, in SA7 corresponding to the torque compensation control means 72, torque compensation by the second electric motor M2 and the engine 8 is stopped.

  On the other hand, if SA1 is affirmed, it is determined in SA2 corresponding to the torque compensation control determination means 72 whether or not all the torque necessary for torque compensation by the second electric motor M2 can be output. If SA2 is positive, a basic shift line is selected in SA3 corresponding to the shift point changing means 70 on the premise that the torque compensation control is established. That is, the normal shift point indicated by the solid line in FIGS. 10 and 11 is set.

  When SA2 is denied, in SA4 corresponding to the shift point changing means 70, the torque compensation limit amount by the motor M2, the torque compensation limit amount by the engine 8, and the responsiveness based on the torque compensation amount by the engine 8 at that time are determined. Thus, the shift point is changed as appropriate. In SA5 corresponding to the shift point changing means 70, the shift point is set to the low output side.

As described above, according to the present embodiment, the shift point changing unit 70 that changes the shift point according to the amount of torque that can be compensated by the torque compensation control unit 68 when the automatic transmission unit 20 is shifted is provided. As the amount of torque that can be compensated is smaller, the shift point of the automatic transmission unit 20 is shifted to the low output side, so that the drop in the torque T _OUT that occurs during the torque phase is reduced compared to the normal time. As a result, the shift shock during the shift transition period can be reduced.

Further, according to the present embodiment, the shift point changing means 70 for changing the shift point according to the torque responsiveness that can be compensated by the torque compensation control means 68 is provided. By shifting the 20 shift points to the low output side, the drop in the torque T _OUT that occurs during the torque phase becomes smaller than during normal times. As a result, the shift shock during the shift transition period can be reduced.

In addition, according to the present embodiment, the torque compensation is performed by the second electric motor M2. Therefore, when the torque compensation by the second electric motor M2 is limited, the shift point is changed. Therefore, by changing the shift point with respect to the limitation of torque compensation by the second electric motor M2, it is possible to reduce the drop in the torque T _OUT during the torque phase and reduce the shift shock.

In addition, according to the present embodiment, torque compensation is performed by the engine 8, and therefore, the shift point is changed when the amount of torque that can be compensated by the engine 8 is limited. Thus, relative to the limiting of the torque compensation by the engine 8, that the shift point is changed, it is possible to reduce the drop in torque T _OUT of the torque phase, it is possible to reduce the shift shock. In addition, if the shift point is changed to shift on the low output side, there is a margin in the engine torque that can be output at that time, so torque compensation may be performed using the engine torque margin. it can. As a result, a drop in the output torque T _OUT during the torque phase is reduced, so that a shift shock can be reduced.

Further, according to the present embodiment, the torque compensation is performed by the second electric motor M2 and the engine 8. Therefore, for example, even if the torque compensation by the second electric motor M2 is limited, the torque compensation by the engine 8 is performed. Thus, a drop in the output torque T _OUT during the torque phase can be reduced. Here, the torque compensation by the engine 8, because of the low responsiveness as compared with the torque compensation by the second electric motor M2, so there is a possibility that the shift shock is large becomes large drop in torque T _OUT. Therefore, as the ratio of torque compensation by the engine 8 increases, for example, by shifting the shift point to the low output side, the drop in the output torque T _OUT during the torque phase is reduced, so that the shift shock can be reduced. it can.

In addition, according to the present embodiment, the amount of torque that can be compensated by the second electric motor M2 is limited according to the discharge / charge limit of the power storage device 60, and as a result, according to the charge / discharge limit amount of the power storage device 60. The shift point is changed. Therefore, even if charging / discharging limitation of power storage device 60 occurs and torque compensation limitation of second electric motor M2 occurs, the shift point is suitably changed to reduce the drop in output torque T _OUT during the torque phase. be able to.

Further, according to the present embodiment, the amount of torque that can be compensated by the second electric motor M2 is limited according to the temperature TEMP _M2 of the second electric motor M2, and as a result, the temperature TEMP _M2 of the second electric motor M2 is reduced. The shift point is changed accordingly. Therefore, even if the torque compensation limitation of the second electric motor M2 occurs based on the temperature TEMP _M2 of the second electric motor M2, the shift point is suitably changed, thereby reducing the drop in the output torque T _OUT during the torque phase. be able to.

Further, according to the present embodiment, the shift point changing means 70 moves the shift point of the automatic transmission unit 20 to the lower output side as the amount of torque that can be compensated is smaller. Shifting is performed at the shift point, and a drop in the output torque T _OUT during the torque phase is preferably reduced.

Further, according to the present embodiment, the shift point changing means 70 moves the shift point of the automatic transmission unit 20 to the lower output side as the response of the torque that can be compensated is lower, so that the optimum according to the response of the torque. Shifting is performed at a smooth shift point, and a drop in the output torque T _OUT during the torque phase is preferably reduced.

  In addition, according to the present embodiment, since torque down control is performed during the inertia phase of the automatic transmission unit 20, the inertia torque generated after the torque phase is absorbed and generated during the inertia phase. Shift shocks can be similarly suppressed.

  Further, according to the present embodiment, the torque margin of the engine 8 and the second electric motor M2 generated by changing the shift point is used as the assist torque, so that it is possible to avoid insufficient driving force after the shift. Can do.

  Further, according to the present embodiment, the driving force source is the engine 8, the differential mechanism connected between the engine 8 and the driving wheel 38, and the first connected to the differential mechanism so as to transmit power. A differential unit 11 having an electric motor M1 and a differential state of the differential mechanism being controlled by controlling an operation state of the first electric motor M1, and a drive wheel 38 connected to be capable of transmitting power. Since it is constituted by the two electric motors M2, torque compensation can be carried out by either one or both of the engine 8 and the second electric motor M2, and a drop in output torque during the torque phase can be suppressed.

  Further, according to the present embodiment, the rotational speed of the engine 8 is controlled to be constant before and after the automatic transmission unit 20 is shifted, so that a shock due to fluctuations in the rotational speed of the engine 8 can be suppressed. The rotational speed of the engine 8 can be controlled to a constant rotational speed by controlling the differential unit 11.

  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, an example of changing the shift point is described in FIG. 10 and FIG. 11, but these drawings are examples and can be appropriately changed according to the model of the vehicle. For example, in FIG. 10, it is moved in parallel to the low vehicle speed side, but it is not necessarily moved in parallel, and may be changed as appropriate.

  In the above-described embodiment, the shift point is moved to the low vehicle speed side in the case of the up shift, and the shift point is moved to the low accelerator opening side in the case of the down shift. It may be moved to the low vehicle speed side in the opening side or downshift. In short, at the time of upshifting and downshifting, the shift line has only to be changed so that the shift is performed in a lower output region than usual.

  In the above-described embodiment, by controlling the operating state of the first motor M1, the differential unit 11 (power distribution mechanism 16) continuously changes its speed ratio γ0 from the minimum value γ0min to the maximum value γ0max. However, for example, the gear ratio γ0 of the differential unit 11 may be changed stepwise by using a differential action instead of continuously. Good.

  In the power transmission device 10 of the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 may be connected to the differential unit 11 via an engagement element such as a clutch. .

  In the power transmission device 10 of the above-described embodiment, the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected. M1 may be connected to the second rotation element RE2 via an engagement element such as a clutch, and the second electric motor M2 may be connected to the third rotation element RE3 via an engagement element such as a clutch.

  In the above-described embodiment, the automatic transmission unit 20 is connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheel 38, but the differential unit 11 is connected next to the automatic transmission unit 20. The order of connection may be used. In short, the automatic transmission unit 20 may be provided so as to constitute a part of a power transmission path from the engine 8 to the drive wheels 38.

  Further, according to FIG. 1 of the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series, but the electrical difference that can electrically change the differential state as the entire power transmission device 10. The present invention can be applied even if the differential unit 11 and the automatic transmission unit 20 are not mechanically independent as long as the function and the function of shifting by a principle different from the shift by the electric differential function are provided. Is done.

  In the above-described embodiment, the power distribution mechanism 16 is a single planetary, but may be a double planetary.

  In the above-described embodiment, the engine 8 is connected to the first rotating element RE1 constituting the differential planetary gear unit 24 so that power can be transmitted, and the first motor M1 can transmit power to the second rotating element RE2. The third rotation element RE3 is connected to the power transmission path to the drive wheel 38. For example, two planetary gear devices are connected to each other by a part of the rotation elements constituting the planetary gear device. , The engine, the electric motor, and the driving wheel are connected to the rotating element of the planetary gear device so that power can be transmitted, and the stepped speed change and the continuously variable are controlled by the clutch or brake connected to the rotating element of the planetary gear device. The present invention is also applied to a configuration that can be switched to a shift.

  Further, the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 in the above-described embodiment are magnetic powder, electromagnetic, and mechanical engagement devices such as a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing dog clutch. You may be comprised from.

  In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited to this, and the interval between the engine 8 or the transmission member 18 and the drive wheels 38 is not limited thereto. May be directly or indirectly connected to the power transmission path via a transmission, a planetary gear device, an engagement device, or the like.

  In the power distribution mechanism 16 of the above-described embodiment, the differential carrier CA0 is connected to the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are the three elements CA0, S0, and R0 of the differential planetary gear unit 24. It can be connected to either of these.

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected, for example, via a gear, a belt, or the like, and does not need to be disposed on a common axis. .

  Further, the first motor M1 and the second motor M2 of the above-described embodiment are disposed concentrically with the input shaft 14, the first motor M1 is connected to the differential sun gear S0, and the second motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the differential sun gear S0 and the second motor M2 is transmitted through, for example, a gear, a belt, and a speed reducer. It may be connected to the member 18.

  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 concentrically on the counter shaft. 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 of the above-described embodiment is composed of a pair of differential planetary gear devices 24, but is composed of two or more planetary gear devices in a non-differential state (constant shift state). It may function as a transmission having three or more stages.

  Further, the second electric motor M2 of the above-described embodiment is connected to the transmission member 18 that constitutes a part of the power transmission path from the engine 8 to the drive wheel 38, but the second electric motor M2 is connected to the power transmission path. In addition, the power distribution mechanism 16 can be connected via an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 is changed by the second electric motor M2 instead of the first electric motor M1. The power transmission device 10 may be configured to be controllable.

  In the above-described embodiment, the power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0. However, the switching clutch C0 and the switching brake B0 are included in the power transmission device 10 separately from the power distribution mechanism 16. May be. A configuration in which either one or both of the switching clutch C0 and the switching brake B0 is not conceivable is also conceivable.

  Further, in the above-described embodiment, the connection relationship and the number of shift stages of the automatic transmission unit 20 are not limited to the above, and can be freely changed. That is, any other type may be used as long as it is a stepped transmission.

  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 to which a control device of the present invention is applied. FIG. 2 is an operation chart for explaining the relationship between a shift operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of FIG. FIG. 2 is a collinear diagram illustrating relative rotational speeds of gears when the hybrid vehicle drive device of FIG. It is a figure explaining the input / output signal of the electronic controller provided in the drive device for hybrid vehicles of FIG. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the hybrid vehicle drive device of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates having the vehicle speed and the output torque as parameters and is a basis for shift determination of the automatic transmission unit, An example of a pre-stored switching diagram as a basis for determining whether to change the transmission state of the transmission device, and a pre-stored boundary line between the engine travel region and the motor travel region for switching between engine travel and motor travel It is a figure which shows an example of a driving force source switching diagram, Comprising: It is also a figure which shows each relationship. It is a figure showing the optimal fuel consumption rate curve of the engine of FIG. 6 is a time chart for explaining a reduction in the drop in output torque at the time of shifting of the automatic transmission unit by the torque compensation control means. It is a figure which shows an example of a shift point change when an automatic transmission part is upshifted. It is a figure which shows an example of a shift point change when an automatic transmission part is downshifted. It is a time chart explaining the state of the output torque in the torque phase of an automatic transmission part, Comprising: It corresponds to the time chart of FIG. 7 is a flowchart for explaining a control operation in a case where a restriction occurs in the torque compensation control in the torque compensation control in the torque phase of the torque control of the electronic control unit, that is, the automatic transmission unit.

Explanation of symbols

8: Engine (drive power source)
10: Power transmission device 11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
60: Power storage device (battery)
20: Automatic transmission unit (stepped transmission unit)
38: Driving wheel 68: Torque compensation control means 70: Shift point changing means M1: First electric motor M2: Second electric motor (driving force source)

Claims (13)

A control device for a vehicle power transmission device including a driving force source and a stepped transmission,
Torque compensation control means for compensating for torque drop in the torque phase during the shift transition period of the stepped transmission unit by torque control,
A control device for a vehicle power transmission device, comprising: shift point changing means for changing a shift point according to an amount of torque that can be compensated by the torque compensation control means. A control device for a vehicle power transmission device including a driving force source and a stepped transmission,
Torque compensation control means for compensating for torque drop in the torque phase during the shift transition period of the stepped transmission unit by torque control,
A control device for a vehicle power transmission device, comprising: a shift point changing means for changing a shift point in accordance with a response of torque that can be compensated by the torque compensation control means.   3. The control device for a vehicle power transmission device according to claim 1, wherein the torque compensation is performed by an electric motor that constitutes the driving force source.   3. The control device for a vehicle power transmission device according to claim 1, wherein the torque compensation is performed by an engine that constitutes the driving force source.   3. The control device for a vehicle power transmission device according to claim 1, wherein the torque compensation is performed by an electric motor and an engine that constitute the driving force source.   6. The control device for a vehicle power transmission device according to claim 3, wherein the amount of torque that can be compensated by the electric motor is limited in accordance with a charge / discharge limit of the battery.   6. The control device for a vehicle power transmission device according to claim 3, wherein an amount of torque that can be compensated by the electric motor is limited in accordance with a temperature of the electric motor.   2. The control device for a vehicle power transmission device according to claim 1, wherein the shift point changing unit moves the shift point of the stepped transmission unit to a low output side as the amount of torque that can be compensated is small.   3. The control device for a vehicle power transmission device according to claim 2, wherein the shift point changing means moves the shift point of the stepped transmission unit to a low output side as the response of the torque that can be compensated is lower. .   The control device for a vehicle power transmission device according to any one of claims 1 to 9, wherein torque down control is performed during an inertia phase of the stepped transmission unit.   11. The vehicle power transmission control device according to claim 1, wherein a margin of torque of the driving force source generated by changing the shift point is used as assist torque. .   The driving force source includes an engine, a differential mechanism connected between the engine and driving wheels, and a first electric motor connected to the differential mechanism so as to be capable of transmitting power. An electric differential unit in which the differential state of the differential mechanism is controlled by controlling the state, and a second electric motor coupled to the drive wheel so as to be capable of transmitting power, The control device for a vehicle power transmission device according to any one of claims 1 to 11.   13. The control device for a vehicle power transmission device according to claim 12, wherein the rotational speed of the engine is controlled to be constant before and after shifting of the stepped transmission unit.

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