JP2010083199A - Control device of vehicle driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle driving device having a stepped transmission part for reducing a gear change shock and a sense of incongruity during travel. <P>SOLUTION: A torque phase compensation control means 72 carries out torque compensation control to control compensation torque as output torque of an engine 8 and/or a second motor M2 so that a drop of output torque T<SB>OUT</SB>of an automatic transmission part 20 (stepped transmission part) is reduced in a torque phase in a gear change transition period of the automatic transmission part 20, so that gear change shock can be reduced. Since a torque characteristic changing means 76 changes engine torque characteristics according to second motor torque characteristics for securing a predetermined requirement of compensation torque in torque compensation control, engine torque T<SB>E</SB>can be used for torque compensation control even when accelerator opening Acc is a maximum value. Consequently, dispersion of gear change shock reduction effect is reduced, and a sense of incongruity during travel can be lowered. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive device having a stepped transmission, and more particularly to reduction of shift shock of a stepped transmission.

A differential mechanism connected between the engine and the drive wheels, a first electric motor connected to the differential mechanism, and a power transmission path from the differential mechanism to the drive wheels via a stepped transmission 2. Description of the Related Art Conventionally, a control device for a vehicle drive device including a connected second electric motor is well known. For example, this is the control device for a vehicle drive device disclosed in Patent Document 1. The control device sets the output torques of the first motor and the second motor so as to compensate for a temporary decrease in the output shaft torque at the time of a shift that may appear as a shift shock when shifting the stepped transmission. Control. At this time, since the first motor and the second motor exchange power with the battery, for example, the operation control of the first motor and the second motor is controlled by charge / discharge restriction based on the remaining charge of the battery and the battery temperature. May be limited.
JP 2004-204957 A JP 2005-341644 A JP 2005-12894 A

  In Patent Document 1, when the restriction on the operation control of the first motor and the second motor occurs, the stepped transmission is shifted on the lower load side as compared with the case where the operation control is not performed. Control for shifting the shift point of the stepped transmission is disclosed.

  However, even if the shift point of the stepped transmission is shifted to the low load side, thereby temporarily reducing the output shaft torque at the time of shifting, the passenger does not feel that the shift point has been changed. Thus, since it is necessary to ensure a certain level of running performance, it is considered that the change amount of the shift point cannot be increased too much. Therefore, although it is unknown, if the restriction on the operation control of the first motor and the second motor is slight, a sufficient shift shock reduction effect cannot be obtained depending on the size of the restriction. It is thought that there is. Then, the temporary decrease in output shaft torque at the time of shifting may not be sufficiently compensated, and for example, there is a risk of causing the passenger to feel that a shift shock has occurred suddenly. There was a possibility of feeling uncomfortable. Such a problem is not yet known.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to reduce a shift shock and suppress an uncomfortable feeling during traveling in a control device for a vehicle drive device having a stepped transmission unit. Another object is to provide a control device for a vehicle drive device.

  In order to achieve such an object, in the invention according to claim 1, (a) a vehicle including a first driving force source, a second driving force source, and a stepped transmission that forms part of a power transmission path. (B) the first driving force source and the second driving force source so as to reduce a drop in the output torque of the stepped transmission unit in the torque phase of the stepped transmission unit during the shift transition period; A torque phase compensation control means for executing a torque phase compensation control for controlling a compensation torque that is an output torque of one or both of the driving force sources; and (c) a predetermined required amount of the compensation torque in the torque phase compensation control can be secured. Thus, torque characteristic changing means for changing the first driving force source torque characteristic, which is a change with respect to the accelerator opening of the output torque of the first driving force source, according to the output torque characteristic of the second driving force source, , Including.

  The invention according to claim 2 is characterized in that the torque characteristic changing means shifts the first driving force source torque characteristic toward the low torque side as the output torque characteristic of the second driving force source shifts toward the low torque side. To do.

  In the invention according to claim 3, the torque characteristic changing means is configured so that the change direction of the output torque of the first driving force source with respect to the change in the accelerator opening does not change in the entire change range of the accelerator opening. The first driving force source torque characteristic is changed.

  The invention according to claim 4 is characterized in that the predetermined required amount with respect to the compensation torque is determined based on a travel mode representing a driving orientation selected from a plurality of types.

  The invention according to claim 5 is characterized in that the first driving force source is an engine and the second driving force source is an electric motor.

  In the invention according to claim 6, the torque phase compensation control means executes the torque phase compensation control by using the output torque of the second driving force source with priority over the first driving force source. Features.

  In the invention according to claim 7, (a) a power storage device capable of supplying electric power to the second driving force source is provided, and (b) the output torque of the second driving force source is the power storage device. It is limited according to the charging / discharging limitation of the apparatus.

  The invention according to claim 8 is characterized in that the output torque of the second driving force source is limited so that the temperature of the second driving force source does not exceed a predetermined upper limit temperature.

  In the invention according to claim 9, the differential mechanism coupled between the first driving force source and the driving wheel and the differential mechanism coupled to the differential mechanism that is not the second driving force source so as to be able to transmit power. And an electric differential section that controls the differential state of the differential mechanism by controlling the operating state of the differential motor.

  The invention according to claim 10 is characterized in that the rotational speed of the first driving force source is controlled to be substantially constant from the start to the end of the shift of the stepped transmission unit.

  According to the control device for a vehicle drive device of the invention according to claim 1, (a) in the vehicle drive device including the first drive force source, the second drive force source, and the stepped transmission unit, (b The torque phase compensation control means includes the first driving force source and the second driving force source so as to reduce a drop in output torque of the stepped transmission unit in the torque phase of the stepped transmission unit. Torque phase compensation control for controlling compensation torque that is one or both of the output torques of the torque phase compensation control is performed, and (c) the torque characteristic changing means can ensure a predetermined required amount of the compensation torque in the torque phase compensation control. Since the first driving force source torque characteristic, which is a change of the output torque of the first driving force source with respect to the accelerator opening, is changed according to the output torque characteristic of the second driving force source, the second driving force source The above compensation torque is Even if the predetermined required amount for the predetermined amount cannot be ensured, the compensation torque for the predetermined required amount is reduced by operating the first driving force source in combination with the second driving force source or independently. Can make up. In particular, it is effective in that the compensation torque deficiency can be compensated by operating the first driving force source even at the maximum accelerator opening. As a result, by executing the torque phase compensation control, the shift shock can be further reduced as compared with the case where the second driving force source is operated alone. For example, the shift shock may not be felt by the passenger. Thus, the variation shock reduction effect is suppressed from being exhibited, so that it is possible to suppress a sense of discomfort during traveling.

  According to the control device for a vehicle drive device of the invention according to claim 2, the torque characteristic changing means is configured such that the output torque characteristic of the second driving force source shifts to the lower torque side and the first driving force source torque characteristic is increased. Shift to the low torque side. The margin for the maximum torque that can be output by the first driving force source increases as the first driving force source torque characteristic deviates to the lower torque side, and the output torque of the first driving force source corresponding to the margin is increased. It can be used for torque phase compensation control. Accordingly, even if the predetermined required amount cannot be ensured only by the operation of the second driving force source because the output torque of the second driving force source is limited below a rated value or the like, Regardless of the opening, it is possible to compensate for the shortage of the compensation torque by the operation of the first driving force source.

  According to the control apparatus for a vehicle drive device of the invention according to claim 3, the torque characteristic changing means is configured such that the change direction of the output torque of the first driving force source with respect to the change in the accelerator opening is a change in the accelerator opening. Since the first driving force source torque characteristic is changed so as not to change over the entire range, the change tendency of the driving force with respect to the accelerator pedal operation does not change, resulting from the change in the first driving force source torque characteristic. Therefore, it is possible to prevent the driver who steps on the accelerator pedal from feeling uncomfortable while driving.

  Increasing the compensation torque in the torque phase compensation control reduces the drop in the output torque of the stepped transmission unit in the torque phase, while the output of the first driving force source or the second driving force source, that is, energy consumption. Is to increase. In this regard, according to the control device for a vehicle drive device of the invention according to claim 4, the predetermined required amount for the compensation torque is determined based on a travel mode representing a driving orientation selected from a plurality of types. Therefore, the energy consumption amount in the torque phase compensation control is adjusted based on the driving orientation, and it is possible to achieve both improvement in fuel efficiency and improvement in comfort by reducing shift shock in the torque phase compensation control.

  According to the control device for a vehicle drive device of the invention according to claim 5, since the first drive force source is an engine and the second drive force source is an electric motor, the torque phase compensation control of the hybrid vehicle is performed. Execution can reduce shift shock.

  According to the control device for a vehicle drive device of the invention according to claim 6, the torque phase compensation control means uses the output torque of the second drive force source in preference to the first drive force source. Since the torque phase compensation control is executed, the torque phase compensation control is executed by a second driving force source (electric motor) having good responsiveness, and the drop in the output torque of the stepped transmission unit is made small and large enough. Is possible.

  According to the control device for a vehicle drive device of the invention of claim 7, since the output torque of the second driving force source (electric motor) is limited according to the charge / discharge limitation of the power storage device, the torque phase Even if compensation control is executed, the charge / discharge limit of the power storage device can be prevented from exceeding, and the durability of the power storage device can be maintained.

  According to the control device for a vehicle drive device of the invention according to claim 8, the output torque of the second drive force source (electric motor) is such that the temperature of the second drive force source does not exceed a predetermined upper limit temperature. Therefore, the temperature of the second driving force source is suppressed from being increased, and the torque phase compensation control is executed. Therefore, the durability of the second driving force source can be maintained.

  According to the control device for a vehicle drive device of the invention according to claim 9, the differential mechanism connected between the first drive force source (engine) and the drive wheels and not the second drive force source An electric differential unit having a differential motor coupled to the differential mechanism so as to be capable of transmitting power, and controlling a differential state of the differential mechanism by controlling an operation state of the differential motor. The stepped transmission unit is a transmission that changes its gear ratio step by step, but the vehicle drive device as a whole is controlled by controlling the differential state of the differential mechanism. It is possible to function as a continuously variable transmission capable of continuously changing the gear ratio.

  According to the control device for a vehicle drive device of the invention according to claim 10, the rotational speed of the first driving force source (engine) is substantially constant from the start to the end of the shift of the stepped transmission unit. Thus, it is possible to suppress a shock caused by fluctuations in the rotational speed of the first driving force source. Note that the rotational speed of the first driving force source is controlled to be substantially constant, for example, by controlling the differential state of the electric differential unit (differential mechanism).

  Here, preferably, the differential electric motor and the electric motor as the second driving force source are provided in a housing of the vehicle drive device. In this way, for example, the temperature of the differential motor and the second driving force source can be detected by measuring the temperature of the working fluid in the vehicle drive device.

  Preferably, (a) the engine as the first driving force source includes an electronic throttle valve for controlling the output torque based on an electrical signal, and (b) the torque characteristic changing means includes: The first driving force source torque characteristic is changed by changing the relationship between the opening of the electronic throttle valve and the accelerator opening.

  Preferably, the travel mode is changed by a manual operation switch. In this way, the driving mode is accurately changed according to the driving orientation of the driver.

  Preferably, in the power transmission path between the engine and the drive wheel, the engine as the first driving force source, the electric differential unit, the stepped transmission unit, and the drive wheel are connected in this order. Yes.

  Preferably, the differential mechanism includes a first rotating element connected to the first driving force source so as to transmit power, a second rotating element connected to the differential motor so as to transmit power, and the drive. A planetary gear device having a third rotating element coupled to a wheel so as to be capable of transmitting power, wherein the first rotating element is a carrier of the planetary gear device, and the second rotating element is a sun gear of the planetary gear device. The third rotating element is a ring gear of the planetary gear device. In this way, the axial direction dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one planetary gear device.

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

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

  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”). The vehicle drive device 6 to which the control device of the present invention is applied includes an engine 8 as a first drive force source, a second motor M2 that is an electric motor as a second drive force source, and an automatic shift as a stepped transmission unit. The power transmission device 10 including the unit 20 is provided. 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 corresponding to the electric differential unit of the present invention 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 A power distribution mechanism 16 serving as a differential mechanism that distributes to the transmission member 18, a first electric motor M <b> 1 connected to the power distribution mechanism 16 so as to be able to transmit power, and the transmission member 18 are provided so as to rotate integrally. And a second electric motor 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. Preferably, each of the first electric motor M1 and the second electric motor M2 is configured such that the power generation amount as the generator can be continuously changed. The first electric motor M <b> 1 and the second electric motor M <b> 2 are provided in a case 12 that is a casing of the power transmission device 10, and are cooled by hydraulic oil of the automatic transmission unit 20 that is a working fluid of the power transmission device 10.

  The power distribution mechanism 16 corresponding to the differential mechanism of the present invention is a differential mechanism connected between the engine 8 and the drive wheel 38, and has a predetermined gear ratio ρ0 of about “0.418”, for example. A single pinion type 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.

Automatic shifting portion 20, the transmission unit that functions as a gear ratio automatic transmission of stepped capable of stepwise changing (= rotational speed N _{18 /} rotational speed N _OUT of the output shaft 22 of the transmission member ₁₈₎ And 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 illustrates a gear stage in a power transmission device 10 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 20 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every 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 vehicle drive device 6 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 is a manual operation switch provided near the driver's seat and operated by a passenger. The travel mode is selected and changed. , A signal indicating the side brake operation, a signal indicating the foot brake operation, a catalyst temperature signal indicating the catalyst temperature, and an operation amount of the accelerator pedal 41 corresponding to the driver's output request amount (accelerator opening) Degree) Axel opening signal indicating Acc, cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise signal indicating auto cruise traveling, vehicle weight signal indicating vehicle weight 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.

  In this embodiment, a plurality of travel modes representing the driver's driving orientation are provided. Specifically, a power mode that is a driving mode that emphasizes power performance, a comfort mode that is a driving mode that emphasizes comfort rather than fuel efficiency, and an intermediate driving mode between the power mode and the comfort mode. There are three travel modes consisting of a normal mode. The driver can select one of the plurality of types of travel modes by switching the travel mode changeover switch 44. When the driver selects a travel mode, for example, a shift diagram (see FIG. 7) is changed according to the selected travel mode. If the shift diagram is changed in this way, it can be said that the shift pattern of the automatic transmission unit 20 is switched in accordance with the travel mode. Therefore, the travel mode is referred to as the shift pattern of the automatic transmission unit 20. There is no problem.

FIG. 6 is a functional block diagram for explaining the main part of the control function provided in 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. In the present embodiment, for example, the fuel consumption is a travel distance per unit fuel consumption, and the improvement in fuel consumption is an increase in the travel distance per unit fuel consumption, or as a whole vehicle. The fuel consumption rate (= fuel consumption / drive wheel output) is reduced.

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

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

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

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

The hybrid control means 52 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 preliminarily stores in the storage means 56 based on the vehicle state, for example, in order to determine whether or not to engage the switching brake B0 when the power transmission device 10 is in the stepped speed change state. In accordance with the stored shift diagram shown in FIG. 7, it is determined whether or not the gear position to be shifted of the power transmission device 10 is an acceleration side gear stage, for example, a fifth 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, a switching diagram (switching map) composed of a stepped control region and a stepless control region shown in FIG. 7 is stored in advance in the storage means 56, and the switching control means 50 is provided with the switching diagram ( From FIG. 7), based on the vehicle state indicated by the vehicle speed V and the required output torque T _OUT , it is determined whether or not the speed change state of the power transmission device 10 (differential unit 11) should be switched, that is, the power transmission device 10. Determines whether the power transmission device 10 is to be switched by determining whether the power transmission device 10 is in a continuously variable control region where the power transmission device 10 is in a continuously variable transmission state or in a stepped control region where the power transmission device 10 is in a stepped transmission region. Judgment is made to switch the transmission state to selectively switch the power transmission device 10 between the continuously variable transmission state and the stepped transmission 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 the power transmission device 10 is to be switched to the stepped speed change state when it is determined by the acceleration side gear stage determination means 62 that it is not the fifth speed gear stage, for example, the first electric motor M1 breaks down and the power distribution mechanism When the differential state of 16 is not controlled appropriately, the switching control means 50 has the differential unit 11 fixed because the power transmission device 10 as a whole has a reduction gear having a gear ratio of 1.0 or more. A command for engaging the switching clutch C0 and releasing the switching brake B0 is output to the hydraulic control circuit 42 so that the transmission gear ratio γ0, for example, the transmission gear ratio γ0 functions as an auxiliary transmission of 1. 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.

Further, as shown in FIG. 7, in this embodiment, the upshift line from the fourth gear to the fifth gear indicates the determination vehicle speed V1 for determining the stepped control region and the stepless control region. ing. That is, the upshift line is the same as the high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed travel determination values for determining high-speed travel of the hybrid vehicle. Further, similarly to the hysteresis provided between the upshift line and the downshift line in FIG. 7, hysteresis is provided for the determination of the stepped control region and the stepless control region. That is, FIG. 7 is determining vehicle speed including V1, the vehicle speed V and the output torque T _OUT and the step-variable control region and the continuously variable control region of whether advance for judging area is between the switching control means 50 as a parameter It is a stored switching diagram (switching map, relationship). In addition, you may memorize | store in the memory | storage means 56 previously as a shift map including this switching diagram.

  The shift diagram, the switching diagram, the driving force source switching diagram, or the like may be stored as a determination formula for comparing the actual vehicle speed V with the determination vehicle speed V1 instead of a map. 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.

  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.

  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 phase compensation control means 72 outputs the output of one or both of the engine 8 and the second electric motor M2 so as to reduce the drop of the output torque T _OUT of the automatic transmission unit 20 in the torque phase of the automatic transmission unit 20 during the transitional transition period. Torque phase compensation control for controlling compensation torque, which is torque, is executed. At this time, a predetermined required amount is experimentally obtained as a compensation torque required to reduce the drop of the output torque T _OUT in the torque phase compensation control, and the compensation torque is determined to be the predetermined requirement. Controlled to reach quantity. Further, the torque phase compensation control means 72 gives priority to the output torque T _{M2 of} the second electric motor _M2 (hereinafter referred to as “second electric motor torque T _M2 ”) over the engine 8 and thereby uses the torque phase compensation control. Execute. For example, unless the operation of the second electric motor M2 is restricted due to insufficient charge remaining SOC of the power storage device 60, the torque phase compensation control is basically executed by the second electric motor M2 instead of the engine 8. It is. Specifically, when the torque phase compensation control means 72 executes the torque phase compensation control, the predetermined required amount (hereinafter, referred to as “compensated torque required amount”) is not used in the engine 8 but the second. Whether or not the operation can be sufficiently ensured by the operation of the electric motor M2 is determined by a torque phase compensation control determination means 74 described later. If the above-mentioned necessary amount of compensation torque can be sufficiently ensured by the operation of the second electric motor M2, the torque phase compensation The control means 72 executes torque phase compensation control not by the engine 8 but by the second electric motor M2. When it is determined that the second motor torque T _M2 alone is insufficient with _respect to the required amount of compensation torque, torque phase compensation control by the second motor M2 and the engine 8 is executed, and the second motor M2 cannot be operated. In this case, torque phase compensation control by the engine 8 is executed. The required amount of compensation torque in the torque phase compensation control is changed based on the travel mode selected by switching the travel mode changeover switch 44, which will be described later.

The torque phase compensation control executed by the torque phase compensation control means 72 will be described with reference to FIG. FIG. 9 is a time chart for explaining the suppression of the drop in the output torque T _OUT when the automatic transmission 20 is shifted by the torque phase compensation control means 72, that is, the torque phase compensation control. In FIG. 9, the automatic transmission unit 20 is upshifted from the second gear to the third gear with the differential unit 11 in the continuously variable transmission state (the switching brake B0 and the switching clutch C0 are released). In this case, the torque phase compensation control means 72 performs the torque phase compensation control by the second electric motor M2.

At time t0, when a shift output command for upshifting the automatic transmission unit 20 from the second gear to the third gear is output from the stepped shift control means 54, the release-side hydraulic friction engagement element is applied. The so-called clutch toe is started in which the control for reducing the engagement hydraulic pressure of the corresponding second brake 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. Clutch shift control is started. When the clutch-to-clutch control of each hydraulic friction engagement element (B1, B2) is started at time t0, conventionally, the broken line L_tdwn is caused due to the change of gripping of the hydraulic friction engagement elements. As shown, the output torque T _OUT falls during the torque phase. Actually, immediately after the start of hydraulic control at time t0, the first fill for reducing the mechanical clearance of the engagement side frictional engagement element (B1) and the constant pressure of the release side frictional engagement element (B2). 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, until standby is performed.

On the other hand, the torque phase compensation control means 72 increases the second motor torque T _M2 when the torque phase during the shift starts, so that the output torque T _OUT drops ideally as shown by the solid line L_tflt. Reduce. Further, when the torque phase is ended and the inertia phase is started at time t3, the torque phase compensation control is ended, and torque down control by the second electric motor M2 or the engine 8 is performed. The above control will be described in more detail below. For confirmation, the output torque T _OUT changes even if the output torque T _OUT of the automatic transmission unit 20 does not change ideally as shown by the solid line L_tflt in the time chart of FIG. If the change indicated by the solid line L_tflt, which is an ideal change even a little from the change indicated by L_tdwn, approaches the change indicated by the solid line L_tflt, the shift shock is reduced correspondingly and the comfort is improved.

First, when a shift output command for an upshift from the second speed gear stage to the third speed gear stage is issued at time t0, the torque phase compensation control unit 72 starts the shift of the automatic transmission unit 20 (time t0). The output torque T _{OUT1 at} is detected. The output torque T _OUT1 is detected based on the vehicle running state such as the vehicle speed V and the throttle valve opening θ _TH, and a preset driving force map.

Then, when the start of the torque phase is detected after a lapse of a predetermined time from the time t0, the torque phase compensation control means 72 starts the torque phase 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, which has been obtained experimentally or analytically in advance, has elapsed since the time of the shift output command. Alternatively, the strict start timing determination of the torque phase is not limited to the determination based on the passage of time, but the blowing of the input rotational speed (the rotational speed N ₁₈ of the transmission member ₁₈ ) of the automatic transmission 20 (not shown) that occurs after the torque phase starts. It can also be determined on the basis of whether or not the occurrence 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, the torque phase compensation control that suppresses the drop in the output torque T _OUT of the automatic transmission unit 20 is started. Specifically, the torque phase compensation control means 72 uses the output torque T _OUT1 detected at the start of shifting of the automatic transmission unit 20 as a reference, for example, so that the output torque T _OUT in the torque phase becomes T _OUT1 . Torque control (feedback control) of the electric motor M2 is executed. Alternatively, the relationship between the elapsed time and the second electric motor torque T _M2 is experimentally set in advance so that the drop of the output torque T _OUT is suppressed, with the start of the torque phase of the automatic transmission unit 20 as a reference. The torque phase compensation control means 72 may execute the torque control of the second electric motor M2 using the relationship between the elapsed time and the second electric motor torque _TM2 .

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 second motor torque T _M2 is increased, the second motor torque T _M2 is preferably output shaft. 22 is not transmitted. Therefore, when the torque phase compensation control means 72 executes the torque phase compensation control, for example, a control for 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 is also performed. By executing, the torque capacity that can be transmitted by the automatic transmission unit 20 is increased at a time earlier than the normal shift. 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 ~t3 time is reduced. Incidentally, the hydraulic pressure value when the torque phase compensation control, for example, such as by feedback control in accordance with the second electric motor torque T _M2, control such that the second electric motor torque T _M2 is effectively transmitted to the output shaft 22 Is done.

When it is determined that the torque phase is just before the end at the time t2, the torque phase compensation control means 72 promptly stops the torque phase compensation control. Thus, second-motor torque T _M2 is reduced between the time point t2 ~t3 time. 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, for example. Alternatively, the determination can also be made based on whether or not the engagement hydraulic pressures of the first brake B1 and the second brake B2 have reached a predetermined hydraulic pressure that is obtained in advance through experiments or analytically and immediately before the end of the torque phase.

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 completed 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, when the torque phase compensation control means 72 executes the torque phase compensation control in the shift transition period (torque phase) of the automatic transmission unit 20, the drop of the output torque T _OUT in the torque phase is suppressed. Shift shock is suppressed. In the configuration having the differential portion 11 functioning as a continuously variable transmission, as in this embodiment, so as not to be constrained to the engine rotational speed N _E to the vehicle speed V by using the differential function of the differential portion 11 it is possible to, for example, as shown in FIG. 9, and functions as an engine rotational speed control means for hybrid control means 52 controls the engine rotational speed N _E during the shifting of the automatic shifting portion 20, automatic transmission portion 20 controlling the engine rotational speed N _E during the period until completion (t4 time) from the shift start (t0 time) of such a substantially constant, preferably controlled to be constant engine rotational speed N _E. Thereby, the shift shock accompanying the engine speed _NE fluctuation can be reduced.

Incidentally, the torque phase compensation control torque phase compensation control unit 72 controls the output torque T _M2 of the second electric motor M2 in the torque phase of the automatic shifting portion 20, i.e., illustrating the torque phase compensation control by the second electric motor M2 as an example However, the torque phase compensation control by the engine 8 and the torque phase compensation control by the second electric motor M2 and the engine 8 are basically the same as the torque phase compensation control by the second electric motor M2, and thus description thereof is omitted. .

By the way, if the drop of the output torque T _OUT of the automatic transmission unit 20 is reduced by the execution of the torque phase compensation control in the torque phase of the automatic transmission unit 20 during the shift transition period, the shift shock is surely suppressed, thereby making it comfortable. However, if the degree of decrease in the output torque T _OUT decreases due to the execution of the torque phase compensation control, for example, the compensation torque for the decrease in the output torque T _OUT may be sufficient or not. If it is sufficient, it is conceivable that a variation in the shift shock occurs and the comfort during running is impaired. For example, when the torque phase compensation control means 72 executes the torque phase compensation control, since the remaining charge SOC of the power storage device 60 is small, sufficient compensation torque cannot be obtained only by the operation of the second electric motor M2, and the compensation torque. There was insufficient, and, when the engine 8 is already exerting the maximum torque T _EMAX, since further increase the engine torque T _E is not possible to compensate for the shortage of the compensation torque, the torque phase compensation control There is a risk that the shift shock will increase compared with the case where the compensation torque is insufficient and the compensation torque required amount (predetermined required amount) is ensured. Such a vehicle state may occur discontinuously, and it is considered that the shift shock varies. Therefore, in this embodiment, control is performed to suppress the variation in the shift shock accompanying the execution of the torque phase compensation control. The main part of the control function will be described below.

  Returning to FIG. 6, the torque phase compensation control determination means 74 determines whether or not the torque phase compensation control by the second electric motor M2 can be executed. For example, when it is determined whether or not the second electric motor M2 has failed and it is determined that the second electric motor M2 has failed, it is determined that the torque compensation control by the second electric motor M2 is impossible. . On the other hand, if the second electric motor M2 is operable, it is determined that the torque compensation control by the second electric motor M2 can be executed. The torque phase compensation control determination means 74 determines not only the second electric motor M2 itself but also a failure of an electric path that controls the second electric motor M2.

Here, in order to maintain the durability of the power storage device 60, the hybrid control unit 52 limits the power consumption and regenerative power of the second motor _M 2, that is, the second motor torque T _M2 , in addition to the above-described functions. Restrict according to That is, the hybrid control means 52 functions as an electric motor operation limiting means that limits the operation of the second electric motor M2 based on a predetermined condition. Specifically, the hybrid control means 52 is configured so that the remaining charge SOC of the power storage device 60 does not deviate from the range of the preset lower limit value Wlow to the upper limit value Whi, in other words, the remaining charge SOC is the lower limit. The power consumption and regenerative power of the second electric motor _M2, that is, the second electric motor torque TM2, are limited so as to fall within the range of the value Wlow to the upper limit value Whi. Therefore, when the torque phase compensation control determination unit 74 determines that the torque phase compensation control by the second electric motor M2 can be executed, the torque phase compensation control unit 72 further performs the torque phase compensation control by the second electric motor M2. Whether or not the second motor torque T _M2 is insufficient with respect to the predetermined necessary amount (necessary amount of compensation torque) that is a compensation torque required in the torque phase compensation control when the control is executed. to decide. Specifically, the torque phase compensation control determination unit 74 detects the remaining charge SOC of the power storage device 60, and the torque phase compensation control unit 72 executes the torque phase compensation control by the second electric motor M2. A discharge amount Wout of the power storage device 60 is calculated. Then, if it is determined that the remaining charge SOC of the power storage device 60 does not fall below the lower limit value Wlow due to the discharge of the discharge amount Wout, the second motor torque T _M2 is insufficient with respect to the required amount of compensation torque. Deny the judgment. On the other hand, if it is determined that the remaining charge SOC is less than the lower limit value Wlow, the determination that the second motor torque T _M2 is insufficient with respect to the required amount of compensation torque is affirmed. In addition to the charge / discharge restriction relating to the remaining charge SOC, the hybrid control means 52 has a charge / discharge capability that is reduced when the power storage device 60 is at a very low temperature, for example. The second motor torque T _M2 is also limited according to the above, but in this case as well, the torque phase compensation control determination means 74 is short of the second motor torque T _M2 with respect to the required amount of compensation torque as described above. Determine whether or not.

Further, the hybrid control means 52 functioning as the motor operation restricting means is for the temperature TEMP _{M2 of} the second electric motor _M2 (hereinafter referred to as “second electric motor temperature TEMP _M2 ”) to maintain the durability of the second electric motor M2. The power consumption and regenerative power of the second electric motor _M2, that is, the second electric motor torque T _M2 are limited so that the upper limit temperature LTEMP _M2 predetermined experimentally is not exceeded. The torque phase compensation control determination unit 74 also performs the torque phase compensation control by the second electric motor M2 in the torque phase compensation control determination unit 74, as in the case of the charge / discharge limitation of the power storage device 60. In this case, it is determined whether or not the second motor torque T _M2 is insufficient with respect to the required amount of compensation torque. Specifically, the torque phase compensation control determination means 74 stores the increase range of the second motor temperature TEMP _M2 when the torque phase compensation control by the second motor M2 obtained experimentally in advance is executed. The second motor temperature TEMP _M2 is detected. Then, based on the second motor temperature TEMP _M2 and the experimentally obtained increase width, the second motor temperature when the torque phase compensation control means 72 executes the torque phase compensation control by the second motor M2. Predict TEMP _M2 . If it is determined that the second motor temperature TEMP _M2 after execution of the predicted torque phase compensation control does not exceed the upper limit temperature LTEMP _M2 , the second motor torque T _M2 is set to the required compensation torque amount. Deny the judgment of lack. On the other hand, if it is determined that the second electric motor temperature TEMP _M2 after execution of the predicted torque phase compensation control exceeds the upper limit temperature LTEMP _M2 , the second electric motor torque T _M2 is insufficient with respect to the required amount of compensation torque. Affirm the judgment of

Torque characteristic changing means 76, wherein the compensation torque requirement of the compensation torque in the torque phase compensation control (predetermined required amount) so as to ensure the engine torque characteristic is a change with respect to the accelerator opening Acc in the engine torque T _E No. 2 Change according to the motor torque characteristics. Here, in relation to the first corresponds to the drive power source torque characteristic, engine torque T _E and the accelerator opening Acc engine torque T _E increases as the accelerator opening Acc is increased in the engine torque characteristic to the present invention there, basically, the basic engine torque characteristics that the maximum value of the accelerator opening Acc is the engine torque T _E with (100%) becomes the output maximum possible torque T _EMAX of the engine 8 is set as the engine torque characteristic Yes. For example, the torque characteristic changing means 76 can change the engine torque characteristic by changing the relationship between the throttle valve opening degree θ _TH and the accelerator opening degree Acc. The second motor torque characteristic corresponds to the output torque characteristic of the second driving force source of the present invention, and is a relationship between the second motor torque T _M2 and other state quantities such as the second motor rotation speed N _M2 . For example, when the second motor torque T _M2 is limited by the charge / discharge limit of the power storage device 60 or the second motor temperature TEMP _M2 , the second motor torque characteristic shifts to the low torque side according to the limit amount. . The basic torque characteristic shown in FIG. 10 is the case where the engine torque characteristic is the basic engine torque characteristic and the second electric motor torque _TM2 is not limited, that is, when normal engine running is being performed. The relationship between the accelerator opening Acc and the input torque T _INA of the automatic transmission unit 20 (automatic transmission unit input torque characteristics). The input torque T _INA of the automatic transmission unit 20 is a torque mechanically transmitted from the engine 8 to the transmission member 18 via the power distribution mechanism 16 (hereinafter referred to as “engine direct delivery torque T _ED ”) and a second motor torque. is the sum of the T _M2.

Specifically, the torque characteristic changing means 76 for changing the engine torque characteristic in accordance with the second motor torque characteristic is that the second motor torque T _M2 is insufficient with respect to the compensation torque required amount (predetermined required amount). when the torque phase compensation control determination unit 74 a determination is affirmative, the maximum torque T1 _EMAX in the engine torque characteristics (first driving force source torque characteristic), the second than the maximum torque T _EMAX printable of the engine 8 2 It is set to be smaller torque value T _ELK above in accordance with the shortage of the electric motor torque T _M2. More specifically, the torque characteristic changing means 76 has a shortage of the second electric motor torque T _{M2 to} the engine direct torque T _ED on the input side of the automatic transmission 20 even when the accelerator opening Acc is the maximum value (100%). As shown in FIG. 10, by shifting the engine torque characteristic to the low torque side in order to generate a margin that can compensate for the amount, the automatic transmission unit input torque characteristic is lower than the basic torque characteristic. Change the setting to the corrected torque characteristic shifted to the torque side. That is, when the torque phase compensation control determination unit 74 affirms the above determination, the torque characteristic changing unit 76 provides a shortage of the second motor torque T _M2 with respect to the required compensation torque amount of the torque phase compensation control, that is, its compensation torque. calculating a torque obtained by subtracting the second motor torque T _M2 that can be output from the required amount to convert the torque of the shortfall in the engine torque T _E. The conversion has been the engine torque T _E is the torque value T _ELK corresponding to the shortage of the second electric motor torque T _M2. When obtaining the torque value T _ELK, for example, the engine torque T _E is regarded as a constant rate in addition to being transmitted to the transmission member 18 as the engine the direct torque T _ED is spent on power of the first electric motor M1. Next, the torque characteristic changing means 76 corrects the engine torque T _{E that} is smaller than the maximum torque T _{EMAX that} can be output from the engine 8 by the above torque value T _ELK and becomes the engine torque T 1 _EMAX when the accelerator opening Acc is maximum. A characteristic is set as the engine torque characteristic. The automatic transmission unit input torque characteristic when the engine torque characteristic is the corrected engine torque characteristic is the corrected torque characteristic shown in FIG. By thus the engine torque characteristic is shifted to a low torque side, the engine 8, the accelerator opening Acc is the maximum value (100%) at a further engine torque T _E may be possible the output maximum torque T _EMAX It is controlled with a margin that can be increased to.

In short, the torque characteristic changing section 76, shortage in response torque value T _ELK more second-motor torque T _M2 for the torque phase compensation control, for example, a limited depending on the charge and discharge limit of the electricity storage device 60 (2) The engine torque characteristic is shifted from the basic engine torque characteristic to the corrected engine torque characteristic toward the low torque side by an amount corresponding to the reduction in torque assist by the electric motor M2. That is, the second motor torque T _M2 is limited by the charge / discharge limitation of the power storage device 60 or the temperature of the second motor M2, and the engine torque characteristic is reduced as the second motor torque characteristic shifts to the lower torque side. Shift to the side. For example, if the throttle valve opening θ _TH does not reach the maximum value (100%) even if the accelerator opening Acc reaches the maximum value (100%), the engine torque characteristic is lower than the basic engine torque characteristic. Shift to the torque side. As described above, when the engine torque characteristic is shifted from the basic engine torque characteristic to the low torque side, the automatic transmission unit input torque characteristic is shifted from the basic torque characteristic of FIG. 10 to the low torque side. Focusing on the input torque maximum value T _INAMAX of 20, as the assist torque limit amount for the second motor M2 increases, that is, as the limit on the second motor torque T _M2 increases, as indicated by the solid line L01 shown in FIG. Since the shortage of the second motor torque T _M2 with respect to the required amount of compensation torque becomes large, the input of the automatic transmission unit 20 when the accelerator opening Acc is maximum, which is the input torque maximum value T _INAMAX in the automatic transmission unit input torque characteristics. The automatic transmission unit input torque characteristic is changed so that the torque T _INAMAX is reduced. When the engine torque characteristic is shifted to the low torque side, the torque characteristic changing means 76 may simply limit the maximum torque in the engine torque characteristic without changing the engine torque characteristic on the low opening side of the accelerator opening Acc. However, for example, the entire engine torque characteristic is shifted to the low torque side so that the automatic transmission unit input torque characteristic shifts from the basic torque characteristic of FIG. 10 to the corrected torque characteristic as a whole. That is, as never change direction of the engine torque T _E with respect to the change of the accelerator opening Acc is changed in the entire range of variation of the accelerator opening Acc, which changes the engine torque characteristics.

Further, the torque characteristic changing means 76 can be used for the torque phase compensation control when the torque phase compensation control judging means 74 determines that the torque phase compensation control by the second electric motor M2 is not executable. Assuming that the motor torque _TM2 is zero, the compensation torque required amount (predetermined required amount) in the torque phase compensation control is ensured regardless of the accelerator opening Acc by operating the engine 8 without using the second motor M2. Thus, the engine torque characteristic is changed from the basic engine torque characteristic. Specifically, the compensation torque requirement of more if the magnitude of the engine torque T _E from the output maximum possible torque T _EMAX minus an engine torque T1 _EMAX at maximum accelerator opening Acc of the engine 8 is output A modified engine torque characteristic that ensures the compensation torque is set as the engine torque characteristic.

When the torque phase compensation control determining unit 74 denies that the second motor torque T _M2 is insufficient with respect to the compensation torque required amount (predetermined required amount), the torque characteristic changing unit 76 Since it is not necessary to use the engine 8 when executing the torque phase compensation control, the engine torque characteristic is not changed as the basic engine torque characteristic. That is, the maximum torque _TEMAX that the engine 8 can output is generated when the accelerator opening Acc is maximum. In this case, since the engine torque characteristic is set to a basic engine torque characteristic, the automatic transmission unit input torque characteristic is not a corrected torque characteristic but a basic torque characteristic in FIG.

FIG. 12 shows a case where the basic torque characteristic of FIG. 10 is set as the automatic transmission unit input torque characteristic with respect to a change in the output torque (output torque) T _OUT of the automatic transmission unit 20 with respect to the vehicle speed V during vehicle travel. It is a figure for contrasting with the case where the correction torque characteristic shifted to the low torque side rather than the said basic torque characteristic is set as the said automatic transmission part input torque characteristic. As shown in FIG. 12, when the corrected torque characteristic shifted to the lower torque side than the basic torque characteristic of FIG. 10 is set as the automatic transmission unit input torque characteristic, the output torque T of the automatic transmission unit 20 is entirely set. _OUT decreases. However, if the automatic transmission unit input torque characteristic remains the basic torque characteristic, as shown by the solid line L02 in FIG. 11, the temporary output torque when the automatic transmission unit 20 is shifted as the vehicle speed V increases is shown. Even in a vehicle state that causes a change in T _OUT (shift shock), if the automatic transmission unit input torque characteristic is a corrected torque characteristic shifted to a lower torque side than the basic torque characteristic, the low torque since there is sufficient engine only the direct torque T _ED min shifted to the side, because there is a margin in the engine torque T _E in other words, the change of the temporary output torque T _OUT as shown by the solid line L02 (the shift shock) It can be prevented from occurring.

Here, the vehicle according to the present embodiment is provided with the travel mode changeover switch 44, and the power mode, the normal mode, or the comfort mode is selected as the travel mode. When the driving mode is the power mode, power performance is important as the driving orientation of the driver. Therefore, the automatic transmission unit input torque characteristic is shifted as low as possible from the basic torque characteristic of FIG. It is desirable not to be. On the other hand, when the driving mode is the comfort mode, comfort is more important than the fuel efficiency as the driving orientation, so it is desirable to suppress the shift shock as much as possible. Therefore, the compensation torque requirement determining means 78 selects the compensation torque requirement, which is a predetermined requirement for the compensation torque in the torque phase compensation control, from a plurality of types of power mode, normal mode, and comfort mode. Determine based on the driving mode. Specifically, the required compensation torque determining means 78, when the comfort mode is selected, reduces the drop in the output torque T _OUT (see the broken line L_tdwn in FIG. 9) in the torque phase of the shift of the automatic transmission unit 20. The compensation torque required amount is maximized in each traveling mode so that it can be minimized in each traveling mode. Further, when the normal mode is selected, the required amount of compensation torque is made smaller than when the comfort mode is selected. Further, when the power mode is selected, the required amount of compensation torque is further reduced as compared with the case where the normal mode is selected. Further, the required compensation torque determining means 78 outputs the determined required compensation torque to the torque phase compensation control means 72, the torque phase compensation control determination means 74, and the torque characteristic changing means 76.

  FIG. 13 is a flowchart for explaining a main part of the control operation of the electronic control unit 40, that is, a control operation for changing the engine torque characteristic in order to ensure the necessary amount of compensation torque in the torque phase compensation control. For example, it is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds.

  First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the torque phase compensation control determination means 74, it is determined whether or not the torque phase compensation control by the second electric motor M2 can be executed. If the determination of SA1 is affirmative, that is, if the torque phase compensation control by the second electric motor M2 can be executed, the process proceeds to SA2. On the other hand, when the determination of SA1 is negative, the process proceeds to SA7.

In SA2 corresponding to the torque phase compensation control determination means 74, when the torque phase compensation control by the second motor M2 is executed, the second motor is used for the compensation torque required in the torque phase compensation control. It is determined whether or not the torque T _M2 is insufficient. That is, it is determined whether torque assist of the second electric motor M2 required for the torque phase compensation control is not possible. If the determination of SA2 is affirmative, that is, if the second motor torque _TM2 is insufficient with respect to the compensation torque required in the torque phase compensation control, the process proceeds to SA5. On the other hand, if the determination at SA2 is negative, the operation goes to SA3.

  In SA3 corresponding to the torque characteristic changing means 76, since it is not necessary to use the engine 8 in executing the torque phase compensation control, the engine torque characteristic remains unchanged as the basic engine torque characteristic. Therefore, the automatic transmission unit input torque characteristic remains unchanged as shown in FIG. After SA3, the process proceeds to SA4.

  In SA4 corresponding to the torque phase compensation control means 72, when the shift of the automatic transmission unit 20 is performed, torque phase compensation control is executed in the torque phase by the second electric motor M2 instead of the engine 8. In the present embodiment, the engine 8 is not used as long as the torque phase compensation control can be executed without using the second motor M2 without running out of the compensation torque. Therefore, the torque phase compensation control by the second motor M2 is performed with the torque. It can be said that this is the basic setting for phase compensation control.

In SA5 corresponding to the torque characteristic changing means 76, the engine torque characteristic is changed from the basic engine torque characteristic. Specifically, to the low torque side from the basic engine torque characteristic, the torque value T _ELK more staggered corrected engine torque characteristic corresponding to the shortage of the second electric motor torque T _M2 for the torque phase compensation control, It is set as the engine torque characteristic. As a result, the automatic transmission unit input torque characteristic is changed from the basic torque characteristic of FIG. 10 corresponding to the basic engine torque characteristic to a corrected torque characteristic corresponding to the corrected engine torque characteristic. After SA5, the process proceeds to SA6.

In SA6 corresponding to the torque phase compensation control means 72, when the shift of the automatic transmission unit 20 is performed, torque phase compensation control by the engine 8 and the second electric motor M2 is executed in the torque phase. That is, the degree to which the torque phase compensation control by the engine 8 contributes to the compensation for the drop in the output torque T _OUT in the torque phase of the shift of the automatic transmission unit 20 is larger than when SA2 is negative.

  In SA7 corresponding to the torque characteristic changing means 76, the compensation torque required amount (predetermined required amount) in the torque phase compensation control by the operation of the engine 8 without using the second motor M2, regardless of the accelerator opening Acc. The engine torque characteristic is changed from the basic engine torque characteristic so as to be ensured. The corrected engine torque characteristic set in SA7 is shifted to the lower torque side than the corrected engine torque characteristic set in SA5. After SA7, the process proceeds to SA8.

  In SA8 corresponding to the torque phase compensation control means 72, when the shift of the automatic transmission unit 20 is performed, torque phase compensation control is executed by the engine 8 instead of the second electric motor M2 in the torque phase.

  Although the flowchart of FIG. 13 includes the steps SA1 to SA8, SB1 of FIG. 14 may be added before SA1. The SB1 corresponds to the compensation torque requirement determining means 78. In SB1, the compensation torque requirement in the torque phase compensation control is selected from a plurality of types of power mode, normal mode, and comfort mode. Determined based on the travel mode. Then, after SB1, the process proceeds to SA1 in FIG.

This embodiment has the following effects (A1) to (A13). (A1) According to the present embodiment, the torque phase compensation control means 72 causes the engine 8 and the engine 8 to reduce the drop in the output torque T _OUT of the automatic transmission unit 20 during the torque phase of the automatic transmission unit 20 during the shift transition period. Torque phase compensation control is performed for controlling compensation torque, which is one or both of the output torques of the second electric motor M2. The torque characteristic changing section 76, as a compensation torque in the torque phase compensation control can ensure the compensation torque requirement of (predetermined required amount), the engine torque characteristic is a change with respect to the accelerator opening Acc in the engine torque T _E Is changed according to the second motor torque characteristic. Therefore, even if the compensation torque required amount cannot be ensured only by the operation of the second electric motor M2, the second compensation for the compensation torque required amount by operating the engine 8 together with the second electric motor M2 or independently. The shortage of the motor torque _TM2 can be compensated. In particular, it is effective in that the shortage of the second electric motor torque T _M2 can be compensated for by operating the engine 8 even at the maximum accelerator opening Acc. As a result, the shift shock can be further reduced by executing the torque phase compensation control as compared with the case where the second electric motor M2 is operated alone. For example, the shift shock can be prevented from being felt by the passenger. Since the variation shock reduction effect is suppressed from being exhibited, it is possible to suppress a sense of discomfort during traveling.

(A2) According to this embodiment, the torque characteristic changing means 76 shifts the engine torque characteristic toward the low torque side as the second motor torque characteristic shifts toward the low torque side. The margin of the engine torque T _E to the output maximum possible torque T _EMAX of as the engine 8 the engine torque characteristic is shifted to the low torque side increases, the torque phase compensation control of the engine torque T _E is its allowance Can be used. For example, if the engine torque characteristic is a modified engine torque characteristic shifted in the low torque side of the basic engine torque characteristic, using the engine torque T _E, even at the maximum accelerator opening Acc in the torque phase compensation control can do. Therefore, even if the second motor torque T _M2 is limited to be lower than the rated value so that the required amount of compensation torque cannot be ensured only by the operation of the second motor M2, the accelerator opening Acc is not concerned. it is possible by operation of the engine 8 shortfalls of the second electric motor torque T _M2.

(A3) According to this embodiment, the torque characteristic changing unit 76 determines that the second motor torque _TM2 is insufficient with respect to the compensation torque required amount (predetermined required amount). If affirmatively, the maximum torque T1 _EMAX in the engine torque characteristic (first driving force source torque characteristic) depends on the shortage of the second electric motor torque T _M2 than the maximum torque T _EMAX that the engine 8 can output. The torque value is set to be smaller than T _ELK . In such a case, the engine direct delivery torque T _ED that is necessary and sufficient to compensate for the shortage of the second electric motor torque T _M2, that is, the engine torque _TE, is ensured regardless of the magnitude of the accelerator opening Acc. That is, when the second electric motor torque T _M2 is insufficient with respect to the required amount of compensation torque, the torque characteristic changing means 76 can compensate the shortage by the engine 8 regardless of the magnitude of the accelerator opening Acc. In addition, the engine torque characteristic is set, and a sufficient compensation torque for reducing the shift shock can be secured in the torque phase compensation control.

According to (A4) embodiment, the torque characteristic changing section 76, so as not to change the direction of the engine torque T _E with respect to the change of the accelerator opening Acc is changed in the entire range of variation of the accelerator opening Acc, the engine Since the torque characteristic is changed, the change tendency of the driving force with respect to the operation of the accelerator pedal 41 does not change, and the driver who steps on the accelerator pedal 41 does not feel uncomfortable while driving due to the change of the engine torque characteristic. It is possible to do so.

(A5) Increasing the compensation torque in the torque phase compensation control, that is, increasing the required amount of compensation torque reduces the drop in the output torque T _OUT in the torque phase of the automatic transmission unit 20, This is to increase the output of the engine 8 or the second electric motor M2, that is, the energy consumption. In this regard, according to the present embodiment, the compensation torque requirement determining means 78 determines the compensation torque requirement, which is a predetermined requirement for the compensation torque in the torque phase compensation control, as a power mode, a normal mode, and a comfort mode. Therefore, the energy consumption in the torque phase compensation control is adjusted based on the driving orientation, and the comfort is improved by improving the fuel consumption and reducing the shift shock in the torque phase compensation control. It is possible to achieve compatibility with improvement in performance. Further, when the power mode in which the power performance is regarded as important is selected, the compensation torque required amount is minimized among the three travel modes, so that the automatic transmission portion input torque characteristic is the basic torque shown in FIG. The amount of shift from the characteristic to the low torque side is the smallest, and the automatic transmission unit input torque characteristic that matches the driving orientation with an emphasis on power performance is set.

  (A6) According to this embodiment, since the engine 8 and the second electric motor M2 are provided as driving force sources used for the torque phase compensation control, shifting is performed by executing the torque phase compensation control in the hybrid vehicle. Shock can be reduced.

(A7) According to the present embodiment, the torque phase compensation control means 72 executes the torque phase compensation control by using the output torque T _M2 of the second electric motor _M2 with priority over the engine 8. In general, the electric motor is more responsive than the engine. Therefore, the torque phase compensation control is executed with good responsiveness in the torque phase of the shift of the automatic transmission unit 20, and the drop in the output torque T _OUT of the automatic transmission unit 20 can be reduced without excess or deficiency.

(A8) According to the present embodiment, the hybrid control means 52 functioning as the motor operation restriction means uses the power consumption and regenerative power of the second motor _M2, that is, the second motor torque T _M2 according to the charge / discharge restriction of the power storage device 60. Therefore, even if the torque phase compensation control is executed, the charge / discharge limit of the power storage device 60 can be prevented from exceeding, and the durability of the power storage device 60 can be maintained.

(A9) According to this embodiment, the hybrid control means 52 uses the power consumption and regenerative power of the second motor M2, that is, the second motor torque T, so that the second motor temperature TEMP _M2 does not exceed the upper limit temperature LTEMP _{M2. Since M2} is limited, the high temperature of the second electric motor M2 is suppressed, and the torque phase compensation control is executed. Therefore, the durability of the second electric motor M2 can be maintained.

  (A10) According to the present embodiment, the differential unit 11 includes the power distribution mechanism 16 and the first electric motor M1 connected between the engine 8 and the drive wheels 38, and the operating state of the first electric motor M1 is Since it is an electric differential unit in which the differential state of the power distribution mechanism 16 is controlled by being controlled, the automatic transmission unit 20 is a stepped transmission that changes its gear ratio step by step. By controlling the differential state of the mechanism 16, the vehicle drive device 6 as a whole can function as a continuously variable transmission capable of continuously changing the total gear ratio γT.

According to (A11) present example, the hybrid control means 52 functions as an engine rotational speed control means, the engine rotational speed N _E during the period from the shift start of the automatic shifting portion 20 (t0 time) until the end (t4 time) the so controlled to be substantially constant, it is possible to suppress the shock due to fluctuations in the engine rotational speed N _E. The engine rotational speed N _E, for example, is controlled to be substantially constant by the differential state of the differential portion 11 (power distributing mechanism 16) is controlled.

  (A12) According to the present embodiment, the first electric motor M1 and the second electric motor M2 are provided in the case 12 that is the casing of the power transmission device 10, and the automatic transmission unit 20 that is the working fluid of the power transmission device 10 is provided. For example, the temperature of the first electric motor M1 and the second electric motor M2 can be detected by measuring the temperature of the hydraulic oil.

  (A13) According to this embodiment, since the travel mode changeover switch 44 for selecting the travel mode is a manual operation switch operated by the driver, the travel mode can be accurately set according to the driver's driving orientation. Be changed.

  Subsequently, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  FIG. 15 is a skeleton diagram illustrating the configuration of a vehicle power transmission device 110 (hereinafter referred to as “power transmission device 110”) according to another embodiment of the present invention, and FIG. 16 is a shift stage of the power transmission device 110. FIG. 17 is a collinear diagram illustrating the speed change operation of the power transmission device 110. FIG.

  The vehicle drive device 106 to which the control device of the present invention is applied is similar to the first embodiment described above. The engine 8 as the first drive force source and the second motor that is the motor as the second drive force source. M2 and a power transmission device 110 including an automatic transmission unit 112 as a stepped transmission unit. In FIG. 15, the power transmission device 110 includes a differential unit 11 including a first electric motor M <b> 1, a power distribution mechanism 16, and a second electric motor M <b> 2, and a transmission member between the differential unit 11 and the output shaft 22. 18 and a forward three-stage automatic transmission unit 112 connected in series with each other. The power distribution mechanism 16 includes, for example, a single pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418”, a switching clutch C0, and a switching brake B0. The automatic transmission unit 112 includes a single pinion type first planetary gear device 26 having a predetermined gear ratio ρ1 of about “0.532”, for example, and a single pinion having a predetermined gear ratio ρ2 of about “0.418”, for example. And a second planetary gear device 28 of the type. The first sun gear S1 of the first planetary gear device 26 and the second sun gear S2 of the second planetary gear device 28 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2. The first carrier CA1 of the first planetary gear device 26 and the second ring gear R2 of the second planetary gear device 28 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1. The first ring gear R1 is selectively connected to the transmission member 18 via the first clutch C1, and the second carrier CA2 is selectively connected to the case 12 via the second brake B2.

In the power transmission device 110 configured as described above, for example, as shown in the engagement operation table of FIG. 16, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake By selectively engaging the B1 and the second brake B2, either the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear ( reverse gear) or neutral is selectively established, as a gear ratio [manner gamma (= input shaft speed N _{iN /} output shaft speed N _OUT) is obtained for each gear It has become. 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 110, the differential unit 11 and the automatic transmission unit 112 that are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0 operate as a stepped transmission. A stepped speed change state is configured, and the differential part 11 and the automatic speed changer 112, which are set to a continuously variable speed state by operating neither the switching clutch C0 nor the switching brake B0, operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the power transmission device 110 is switched to the stepped shift state by engaging and operating either the switching clutch C0 or the switching brake B0, and does not operate any of the switching clutch C0 or the switching brake B0. It is switched to the continuously variable transmission state.

  For example, when the power transmission device 110 functions as a stepped transmission, as shown in FIG. 16, 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 second brake B2. A first speed gear stage that is approximately “2.804” is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the first brake B1, for example. The second speed gear stage which is about “1.531” is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example. The third speed gear stage which is about “1.000” is established, and the gear ratio γ4 is smaller than the third speed gear stage due to the engagement of the first clutch C1, the second clutch C2 and the switching brake B0. For example fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a 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 “2.393” is established. Be made. When the neutral “N” state is set, for example, all clutches and brakes C0, C1, C2, B0, B1, and B2 are released.

However, when power transmission device 110 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 16 are released. Thus, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 112 in series functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 112 are achieved. For each gear, the input rotational speed N ₁₈ of the automatic transmission 112, that is, the transmission member rotational speed N ₁₈ is changed steplessly, and a stepless speed ratio width is obtained for each gear step. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the total gear ratio γT of the power transmission device 110 as a whole can be obtained continuously.

  FIG. 17 shows a power transmission device 110 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission unit 112 that functions as a transmission unit (stepped transmission unit) or a second transmission unit. FIG. 2 shows a collinear diagram that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

  The four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission unit 112 in FIG. 17 correspond to the fourth rotating element (fourth element) RE4 and are connected to each other in order from the left. The second sun gear S2, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the first carrier CA1 corresponding to the sixth rotating element (sixth element) RE6 and coupled to each other A two-ring gear R2 represents a first ring gear R1 corresponding to a seventh rotating element (seventh element) RE7. Further, in the automatic transmission unit 112, 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 connected to the output shaft 22 of the automatic transmission unit 112, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

In the automatic transmission unit 112, as shown in FIG. 17, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotational speed of the seventh rotation element RE7 (R1). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotation element RE5 (CA2), and a sixth rotation element RE6 (CA1, CA1) connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection with the vertical line Y6 indicating the rotational speed of R2). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the differential portion 11 to the seventh rotary element RE7 at the same speed as the engine speed N _E is input. 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 fourth speed at the intersection of the horizontal straight line L4 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 A rotational speed of 22 is indicated.

  The vehicle drive device 106 of the present embodiment also includes the engine 8, the second electric motor M2, and the automatic transmission unit 112, and the control function described above with reference to FIG. 6 is applied. The same effect as in the first embodiment can be obtained.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  For example, in the above-described embodiment, there is no particular limitation on the timing when the torque characteristic changing unit 76 changes the engine torque characteristic, but it is desirable to change the engine torque characteristic during coasting.

In the above-described embodiment, for example, the shift diagram (see FIG. 7) is changed according to the travel mode selected by switching the travel mode changeover switch 44, but the shift diagram is not changed or In addition to the change in the shift diagram, other characteristics such as a change gradient of the throttle valve opening degree θ _{TH with} respect to a change in the accelerator opening degree Acc may be changed.

  In the above-described embodiment, the required amount of compensation torque in the torque phase compensation control is determined based on the travel mode. However, it may not be determined based on the travel mode.

  In the above-described embodiment, the travel mode is selected by operating the travel mode changeover switch 44. However, the travel mode does not need to be manually operated. For example, the travel mode is automatically selected based on the vehicle speed V, the accelerator opening Acc, or the like. May be.

  In the above-described embodiment, the driving mode is switched in three stages of the power mode, the normal mode, and the comfort mode. However, this may be switching in four stages or more or switching in two stages. Further, the travel mode and the required amount of compensation torque of the torque phase compensation control determined accordingly do not need to be changed in stages, and may be changed continuously.

In the above-described embodiment, the second motor torque T _M2 is limited in accordance with the charge / discharge limit of the power storage device 60 and the second motor temperature TEMP _M2, and such a limit is the execution of the torque phase compensation control. It is also conceivable that this is not taken into account.

Further, as shown in Figure 9 in the illustrated example, the hybrid control means 52 is a constant engine rotational speed N _E during the period from the shift start of the automatic shifting portion 20 (t0 time) until the end (t4 time) to control such but also conceivable not to execute the control of such engine speed N _E.

In the flowchart of FIG. 13 of the above-described embodiment, in SA5, from the basic engine torque characteristic shown in FIG. 10 to the low torque side, according to the shortage of the second electric motor torque T _{M2 in} the torque phase compensation control. The corrected engine torque characteristic shifted by more than the torque value T _ELK is set as the engine torque characteristic, but the amount shifted to the low torque side of the engine torque characteristic is less than the torque value T _ELK corresponding to the shortage The control which is is also conceivable.

  In the above-described embodiment, the power transmission devices 10 and 110 include the power distribution mechanism 16 as the differential mechanism and the first electric motor M1, but these are not essential, for example, the first electric motor M1 and the power distribution. The mechanism 16 may not be provided, and a so-called parallel hybrid vehicle in which the engine 8, the clutch, the second electric motor M2, the automatic transmission units 20 and 112, and the drive wheels 38 are connected in series may be used. In addition, since the said clutch between the engine 8 and the 2nd electric motor M2 is provided as needed, the structure where the said parallel hybrid vehicle is not equipped with the clutch can also be considered.

  Further, although the hybrid vehicle has been described in the above-described embodiment, it may be an electric vehicle or a normal engine vehicle. The driving force source used in the torque phase compensation control is an engine and an electric motor, but other combinations may be used as long as there are two or more driving force sources.

In the above-described embodiment, the second motor torque T _M2 is limited according to the charge / discharge limitation of the power storage device 60, but may be limited only according to the discharge limitation of the power storage device 60.

  Further, in the above-described embodiment, the time chart of FIG. 9 for explaining the torque phase compensation control executed by the torque phase compensation control means 72 shows the shift of the automatic transmission unit 20 from the second speed to the third speed. In this example, only the shift from the second speed to the third speed is taken as an example for easy understanding, and the above torque phase compensation is performed in the shift between other shift stages of the automatic transmission unit 20. Control may be executed.

In the above-described embodiment, when the torque phase compensation control determining unit 74 determines whether or not the second electric motor torque _TM2 is insufficient in the torque phase compensation control, and the torque characteristic changing unit 76 includes the engine torque. When changing the characteristics, the required amount of compensation torque in the torque phase compensation control may be determined based on the shift determination of the stepped shift control means 54, or the shift stage of the automatic transmission unit 20, the vehicle speed V, etc. An assumed value experimentally predetermined as a parameter may be used.

  In the above-described embodiment, by controlling the operating state of the first electric 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 devices 10 and 110 of the above-described embodiments, the engine 8 and the differential unit 11 are directly connected, but the engine 8 is connected to the differential unit 11 via an engagement element such as a clutch. Also good.

  In the power transmission devices 10 and 110 of the above-described embodiments, the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected. The first electric motor M1 may be connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor M2 may be connected to the third rotating element RE3 via an engaging element such as a clutch.

  In the above-described embodiment, the automatic transmission units 20 and 112 are connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheels 38. The order in which the moving part 11 is connected may be sufficient. In short, the automatic transmission units 20 and 112 may be provided so as to constitute a part of the 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 units 20 and 112 are connected in series. However, the power transmission device 10 as a whole can electrically change the differential state. The differential unit 11 and the automatic transmission units 20 and 112 are not mechanically independent as long as the differential unit 11 and the function of shifting based on the electric differential function are provided. The present invention applies.

  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 units 20 and 112 are 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 on the counter shaft. The automatic transmission units 20 and 112 may be arranged concentrically. In this case, the differential unit 11 and the automatic transmission units 20 and 112 are coupled so as to be able to transmit power, for example, as a transmission member 18 through a pair of transmission members including a counter gear pair, a sprocket and a chain. The

  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 devices 10 and 110 that can be controlled may be used.

  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. Also good. A configuration in which either one or both of the switching clutch C0 and the switching brake B0 is not conceivable is also conceivable.

  In the above-described embodiment, the differential unit 11 includes the first electric motor M1 and the second electric motor M2. However, the first electric motor M1 and the second electric motor M2 are different from the differential unit 11 in the power transmission device 10. , 110 may be provided.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device that constitutes a part of a vehicle drive device to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation and a hydraulic friction engagement device used in the case where the vehicle power transmission device of FIG. FIG. 3 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the vehicle power transmission device of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for 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 with which the electronic control apparatus of FIG. 4 was equipped. In the vehicle power transmission 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 serves as a basis for shift determination of the automatic transmission unit, An example of a pre-stored switching diagram that is used as a basis for determining whether to change the shift state of the power 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 the made 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. It is a time chart for demonstrating the fall reduction of the output torque at the time of the shift of the automatic transmission part by the torque phase compensation control means of FIG. In the vehicle power transmission device of FIG. 1, the engine torque is set at the maximum value (100%) of the accelerator opening, which is set as an automatic transmission input torque characteristic that is a relationship between the input torque of the automatic transmission and the accelerator opening. FIG. 4 is a diagram illustrating a comparison between a basic torque characteristic when the maximum torque that can be output from the engine and the second motor torque is not limited, and a corrected torque characteristic that is shifted to a lower torque side than the basic torque characteristic. is there. In the vehicle power transmission device of FIG. 1, the change in the maximum value of the automatic transmission unit input torque at the automatic transmission unit input torque characteristic as the automatic transmission unit input torque characteristic deviates from the basic torque characteristic of FIG. 10 to the low torque side. That is, it is a diagram for explaining a change in the automatic transmission unit input torque when the accelerator opening is maximum. Regarding the change in the output torque of the automatic transmission unit with respect to the vehicle speed while the vehicle is running, the basic torque characteristic of FIG. 10 is set as the automatic transmission unit input torque characteristic and the correction is shifted to the lower torque side than the basic torque characteristic. It is a figure for contrasting with the case where a torque characteristic is set as the said automatic transmission part input torque characteristic. FIG. 5 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 4, that is, a control operation for changing engine torque characteristics in order to ensure a necessary amount of compensation torque in torque phase compensation control. It is the figure which showed the step which may be added before SA1 in the flowchart of FIG. FIG. 4 is a skeleton diagram illustrating another configuration example of a vehicle power transmission device to which the present invention is preferably applied, and is a skeleton diagram of a second embodiment corresponding to FIG. 1. FIG. 16 is an operation chart for explaining the relationship between the gear position in the stepped speed change state of the vehicle power transmission device of FIG. 15 and the operation combination of the hydraulic friction engagement device for achieving the same, corresponding to FIG. 2. It is an action | operation chart of 2nd Example. FIG. 16 is a collinear diagram illustrating a relative rotational speed of each gear stage when the vehicular power transmission device of FIG. 15 is operated in a stepped speed change operation, and is a collinear chart of the second embodiment corresponding to FIG. 3. .

Explanation of symbols

6, 106: Vehicle drive device 8: Engine (first driving force source)
11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
20, 112: Automatic transmission (stepped transmission)
38: Drive wheel 40: Electronic control device (control device)
72: Torque phase compensation control means 76: Torque characteristic changing means 60: Power storage device M1: First electric motor (differential electric motor)
M2: second electric motor (electric motor, second driving force source)

Claims (10)

A control device for a vehicle drive device comprising a first drive force source, a second drive force source, and a stepped transmission that forms part of a power transmission path,
The output torque of one or both of the first driving force source and the second driving force source so as to reduce the drop in the output torque of the stepped transmission unit in the torque phase of the stepped transmission unit during the shift transition period. Torque phase compensation control means for executing torque phase compensation control for controlling compensation torque;
The first driving force source torque characteristic, which is a change with respect to the accelerator opening of the output torque of the first driving force source, is set to the second driving force so that a predetermined required amount of the compensation torque in the torque phase compensation control can be secured. And a torque characteristic changing means that changes the output torque characteristic of the power source in accordance with the output torque characteristic of the power source. 2. The vehicle according to claim 1, wherein the torque characteristic changing unit shifts the first driving force source torque characteristic toward a low torque side as the output torque characteristic of the second driving force source shifts toward a low torque side. Drive device controller. The torque characteristic changing means is configured to change the first driving force source torque characteristic so that the change direction of the output torque of the first driving force source with respect to the change in the accelerator opening does not change in the entire change range of the accelerator opening. The control device for a vehicle drive device according to claim 2, wherein: The control device for a vehicle drive device according to claim 2 or 3, wherein the predetermined required amount for the compensation torque is determined based on a driving mode representing a driving orientation selected from a plurality of types. . 5. The control device for a vehicle drive device according to claim 1, wherein the first driving force source is an engine, and the second driving force source is an electric motor. 6. The torque phase compensation control means executes the torque phase compensation control by using the output torque of the second driving force source with priority over the first driving force source. Control device for vehicle drive apparatus. A power storage device capable of supplying power to the second driving force source is provided;
The control device for a vehicle drive device according to claim 5 or 6, wherein the output torque of the second drive power source is limited in accordance with charge / discharge limitation of the power storage device. 8. The output torque of the second driving force source is limited so that the temperature of the second driving force source does not exceed a predetermined upper limit temperature. 9. A control device for a vehicle drive device. A differential mechanism connected between the first driving force source and the driving wheel, and a differential motor connected to the differential mechanism that is not the second driving force source so as to transmit power. 9. The electric differential unit according to claim 5, further comprising an electric differential unit configured to control a differential state of the differential mechanism by controlling an operation state of the driving motor. 10. The control apparatus of the vehicle drive device of description. 10. The vehicle drive device according to claim 9, wherein the rotation speed of the first driving force source is controlled to be substantially constant from the start to the end of the shift of the stepped transmission unit. Control device.

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