JP2010095119A - Controller for power vehicle transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a vehicle power transmission device reducing shift shock and suppressing deterioration in fuel consumption in the vehicle power transmission device having a stepped transmission part. <P>SOLUTION: A torque compensation means 72 performs torque phase compensation control for controlling second motor M2 torque T<SB>M2</SB>so as to reduce the drop of output torque T<SB>OUT</SB>of an automatic transmission part 20 in a torque phase at gear shifting of the automatic transmission part 20. The torque compensation means 72 reduces torque compensation quantity in the torque phase compensation control, compared with in a continuously variable transmission state when the power transmission device 10 is in a stepped transmission state. Therefore, the torque compensation quantity is appropriately adjusted depending on whether the power transmission device 10 is in a stepped transmission state or in a continuously variable transmission state to suppress the shift shock (the drop of the output torque T<SB>OUT</SB>) so that an occupant may not feel discomfort, thereby reducing shift shock and suppressing deterioration in fuel consumption. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

  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 power transmission device including a second electric motor that is a connected driving force source is well known. For example, this is the control device for a vehicle power transmission device disclosed in Patent Document 1. In the stepped transmission, a shift is executed according to a vehicle state determined from, for example, a vehicle speed or an accelerator opening, and the driving force of the second electric motor is torque-converted according to the shifted shift stage to drive wheels. Is output. It is well known in the art that so-called clutch-to-clutch control is performed to control the timing of re-engagement between a friction engagement device to be engaged and a friction engagement device to be released at the time of shifting of the stepped transmission. Well known as.

Here, the shift transition period of the stepped transmission is roughly divided into a torque phase in which the output shaft torque of the stepped transmission changes and an inertia phase in which a change in rotational speed occurs. Further, although the vehicle of Patent Document 1 is a hybrid vehicle, since the stepped transmission is the same as that used for a normal engine vehicle, the speed change of the stepped transmission is similar to the normal engine vehicle. In this torque phase, a temporary drop in output shaft torque occurs. Therefore, the control device of Patent Document 1 increases the output torque of the second electric motor in the torque phase, so that the torque change in the torque phase (specifically, the drop in the output shaft torque) is moderated. The shift shock is reduced.
JP 2004-203218 A JP 2006-327435 A

  However, when the control device reduces the shift shock based on the torque change in the torque phase as described above, it is not known, but the control device controls the output shaft by the output torque control of the second motor. In other words, to moderate the drop in torque is to temporarily increase the output torque of the second electric motor in the torque phase, thereby increasing the power consumption. Therefore, for example, if the output torque control of the second electric motor is executed to such an extent that the drop of the output shaft torque in the torque phase is almost eliminated, there is a possibility that the fuel consumption deteriorates. Further, if the running state of the vehicle is different, the passenger may feel uncomfortable with the shift shock even if there is no difference in the shift shock itself. For example, as in the vehicle power transmission device of Patent Document 2, the continuously variable transmission state in which the transmission gear ratio of the vehicle power transmission device continuously changes and the stepped transmission state in which the transmission gear ratio changes stepwise are selected. In the case where the vehicle power transmission device is in a stepped shift state, the drop of the output shaft torque in the torque phase is a phenomenon that occurs in the shift of a normal stepped transmission. Therefore, it is considered that the passengers do not feel a sense of incongruity with a shift shock of the same degree. Therefore, in order to achieve both reduction of shift shock and suppression of fuel consumption deterioration, for example, even if a torque change of the output shaft torque (specifically, a drop in the output shaft torque) occurs in the torque phase, there is a sense of incongruity. The output torque of the second electric motor is adjusted without excess or deficiency in accordance with the running state of the vehicle, for example, the output torque of the second electric motor for suppressing the torque change is not increased too much in the unrecognizable running state. It was considered desirable. Such a problem is not yet known.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to reduce shift shock and fuel consumption in a control device for a vehicle power transmission device having a driving force source and a stepped transmission unit. It is providing the control apparatus of the vehicle power transmission device which can aim at coexistence with suppression of deterioration.

  In order to achieve this object, the invention according to claim 1 includes: (a) a driving force source coupled to a driving wheel so as to be able to transmit power; and a stepped transmission that forms part of the power transmission path. In a vehicle power transmission device, the vehicle power transmission device can be selectively switched between a continuously variable transmission state in which the gear ratio changes continuously and a stepped gear shift state in which the gear ratio changes stepwise. (B) the output torque of the driving force source so as to reduce the drop in the output torque of the stepped transmission unit in the torque phase in the transitional phase of the stepped transmission unit. And (c) the torque compensation means is continuously variable when the vehicle power transmission device is in a stepped speed change state in the torque phase compensation control. When in gear shift state And compare, characterized by shortening the torque compensation time the output torque of the drive power source is output to reduce the drop in the output torque of the geared transmission unit.

  In the invention according to claim 2, the torque compensator is configured so that the output torque of the stepped transmission unit is greater when the vehicle power transmission device is in a stepped shift state than in a stepless shift state. The torque compensation time is shortened by delaying the output start timing of the output torque of the driving force source to reduce the drop of the torque.

  The invention according to claim 3 is characterized in that the driving force source is constituted by an electric motor.

  According to a fourth aspect of the present invention, the torque compensator is a torque that is mechanical energy output by the driving force source in the torque phase compensation control as the difference in speed ratio before and after the gear change of the stepped transmission unit increases. The compensation amount is increased.

  The invention according to claim 5 is characterized in that the torque compensation means increases a torque compensation amount, which is mechanical energy output from the driving force source in the torque phase compensation control, as the accelerator opening is larger. .

  In the invention according to claim 6, the torque compensator is based on the mechanical energy of the driving force source required to eliminate a drop in the output torque of the stepped transmission unit in the torque phase. A torque compensation amount which is mechanical energy output from the driving force source is determined by torque phase compensation control.

  In the invention according to claim 7, (a) a differential mechanism connected between the engine and the drive wheel, and a differential mechanism connected to the differential mechanism so as to transmit power, the differential state of the differential mechanism is controlled. Differential motor and differential limiting device capable of selectively switching the differential mechanism between a non-differential state in which the differential action is impossible and a differential capable state in which the differential action is operable (B) When the differential mechanism is switched to a non-differential state by the differential limiting device, the vehicle power transmission device is in a stepped transmission state, and the differential mechanism is The vehicle power transmission device is in a continuously variable transmission state when switched to a differential enabled state by the differential limiting device.

  In the invention according to claim 8, when the vehicle power transmission device is in a continuously variable transmission state, the rotational speed of the engine is substantially constant from the start to the end of shifting of the stepped transmission unit. It is controlled as follows.

  According to the control device for a vehicle power transmission device of the first aspect of the invention, (a) the control device reduces the output torque of the stepped transmission unit in the torque phase in the shift transition period of the stepped transmission unit. Torque compensation means for executing torque phase compensation control for controlling the output torque of the driving force source so as to reduce the noise, and (b) the torque compensation means in the torque phase compensation control. When the device is in the stepped transmission state, the output torque of the driving force source for reducing the drop in the output torque of the stepped transmission unit is output compared to the case of the stepless transmission state. Reduce the torque compensation time. If the torque compensation time is shortened, the mechanical energy (torque compensation amount) output from the driving force source in the torque phase compensation control is reduced accordingly. Therefore, the torque compensation amount is appropriately adjusted depending on whether the vehicle power transmission device is in a stepped gear shift state or a continuously variable gear shift state so as to suppress a shift shock that does not cause the passenger to feel uncomfortable. Therefore, it is possible to achieve both reduction of shift shock and suppression of deterioration of fuel consumption.

  According to the control device for a vehicle power transmission device of the invention according to claim 2, the torque compensation means is compared with a case where the vehicle power transmission device is in a stepless speed change state when the vehicle power transmission device is in a stepped speed change state. The torque compensation time is shortened by delaying the output start timing of the output torque of the driving force source to reduce the drop in the output torque of the stepped transmission unit. Based on the progress time from the start, the output of the output torque of the driving force source is started at an appropriate time, and the torque compensation time can be appropriately adjusted.

  According to the control device for a vehicle power transmission device of the invention of claim 3, since the driving force source is constituted by an electric motor, the output torque of the driving force source can be controlled with good responsiveness.

  According to the control device for a vehicle power transmission device of the invention according to claim 4, the torque compensation means is configured to perform the driving in the torque phase compensation control as the difference in speed ratio before and after the speed change of the stepped transmission portion increases. The torque compensation amount, which is mechanical energy output from the force source, is increased. If the torque phase compensation control is not executed, the shift shock (specifically, the drop in output shaft torque) tends to increase as the difference between the gear ratios before and after the shift increases. Therefore, it is possible to reduce the influence of the difference between the stepped transmission portion on the high vehicle speed side and the gear shift on the low vehicle speed side, and to appropriately reduce the shift shock by executing the torque phase compensation control. It is possible to obtain Normally, the stepped transmission unit is configured to obtain a gear ratio that changes approximately equi-ratioally for each gear stage. Therefore, the difference in the gear ratio before and after the gear shift increases as the gear shift of the stepped transmission unit is executed on the low vehicle speed side. Accordingly, the torque compensation means may increase the torque compensation amount as the shift of the stepped transmission unit is a shift on the lower vehicle speed side.

  According to the control apparatus for a vehicle power transmission device of the invention according to claim 5, the torque compensation means is mechanical energy output from the driving force source in the torque phase compensation control as the accelerator opening is larger. Increase the torque compensation amount. And if the said torque phase compensation control is not performed, the fall of the output torque of the stepped transmission part in the said torque phase will become large, so that an accelerator opening is large. Therefore, it is possible to obtain an appropriate shift shock reduction effect by executing the torque phase compensation control while suppressing the influence of the difference in the accelerator opening.

  According to the control apparatus for a vehicle power transmission device of the invention according to claim 6, the torque compensation means is the drive required to eliminate a drop in the output torque of the stepped transmission unit in the torque phase. The torque when the torque phase compensation control is not executed because the torque compensation amount, which is the mechanical energy output from the driving force source, is determined in the torque phase compensation control with reference to the mechanical energy of the force source. Even if the magnitude of the drop in the output torque of the stepped transmission section in the phase differs for each shift of the stepped transmission section, torque compensation without excess or deficiency according to the magnitude of the drop in the output torque described above It is possible to obtain an amount.

  According to the control device for a vehicle power transmission device of the seventh aspect of the invention, (a) a differential mechanism connected between the engine and the drive wheel, and the differential mechanism is connected so as to be able to transmit power. The differential motor for controlling the differential state of the differential mechanism, and the differential mechanism into a non-differential state where the differential action is impossible and a differential capable state where the differential action is operable And (b) the vehicle power transmission device is stepped when the differential mechanism is switched to a non-differential state by the differential limiting device. When the speed change state is entered and the differential mechanism is switched to the differential enable state by the differential limiting device, the vehicle power transmission device is in a continuously variable speed change state. Therefore, in the hybrid vehicle that is switched to the stepped speed change state or the stepless speed change state by the operation of the differential limiting device, it is possible to achieve both reduction of the shift shock and suppression of deterioration of fuel consumption.

  According to the control device for a vehicle power transmission device of an eighth aspect of the invention, the rotational speed of the engine is such that the speed of the stepped transmission portion is changed when the vehicle power transmission device is in a continuously variable transmission state. Since it is controlled so as to be substantially constant from the start to the end, it is possible to suppress a shock due to fluctuations in the rotational speed of the engine. Note that the rotational speed of the engine is controlled to be substantially constant, for example, by controlling the differential state of the differential mechanism.

  Preferably, a shift state manual selection device is provided for selectively switching between the continuously variable transmission state and the stepped transmission state of the vehicle power transmission device, and switching of the shift state manual selection device is provided. As a result, the vehicle power transmission device is switched to a stepped transmission state or a continuously variable transmission state. If it does in this way, the above-mentioned vehicular power transmission device will change to a stepped variable speed state or a stepless variable gear state precisely according to a driver's demand.

  Preferably, in the power transmission path between the engine and the drive wheel, the engine, the differential mechanism, the stepped transmission unit, and the drive wheel are connected in this order.

  Preferably, the differential mechanism includes a first rotating element connected to the engine so as to be able to transmit power, a second rotating element connected so as to be able to transmit power to the differential motor, and power transmission to the drive wheels. A planetary gear device having a third rotating element operatively coupled thereto, 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 three-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”) to which a control device of the present invention is applied. In FIG. 1, a power transmission device 10 includes an input shaft 14 as an input rotating member disposed on a common axis in a transmission case 12 (hereinafter referred to as “case 12”) as a non-rotating member attached to a vehicle body. And a differential portion 11 directly connected to the input shaft 14 or via a pulsation absorbing damper (vibration damping device) (not shown), and the differential portion 11 and the drive wheel 38 (see FIG. 6). An automatic transmission unit 20 connected in series via a transmission member (transmission shaft) 18 in the power transmission path between and an output shaft 22 as an output rotation member connected to the automatic transmission unit 20 in series. I have. The power transmission device 10 is preferably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine, and a pair of driving wheels 38 (see FIG. 6) are provided to drive the power from the engine 8. The transmission is transmitted to the left and right drive wheels 38 sequentially through a differential gear device (final reduction gear) 36 and a pair of axles that constitute a part of the transmission path.

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

  The differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the input shaft 14, and serves as a differential mechanism that distributes the output of the engine 8 to the first electric motor M <b> 1 and the transmission member 18. The power distribution mechanism 16 includes a first electric motor M1 connected to the power distribution mechanism 16 so as to be able to transmit power, and a second electric motor M2 provided so as to rotate integrally with the transmission member 18. The first motor M1 and the second motor M2 are so-called motor generators that also have a power generation function, 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, which is a driving force source coupled to the driving wheel 38 so as to be able to transmit power, functions as a traveling motor that outputs a driving force for traveling, and therefore has at least a motor (electric motor) function. 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 second electric motor M2 corresponds to the driving force source of the present invention connected to the driving wheel 38 so that power can be transmitted. That is, the second electric motor M2 corresponds to the electric motor constituting the driving force source of the present invention.

  The power distribution mechanism 16 is a differential mechanism connected between the engine 8 and the drive wheel 38, and is a single pinion type differential unit planetary gear having a predetermined gear ratio ρ0 of, for example, about “0.418”. The device 24 is mainly provided with a switching clutch C0 and a switching brake B0. 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. The switching clutch C0 corresponds to the differential limiting device of the present invention.

  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 possible, that is, the differential action is enabled, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, since the relative action is possible. Since the part of the output of the distributed engine 8 is stored with the electric energy generated from the first electric motor M1 or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is electrically For example, the differential unit 11 is set to a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is linked regardless of the predetermined rotation of the engine 8. To be varied. That is, when the power distribution mechanism 16 is in a differential state, the differential unit 11 is also in a 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). ) Is 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. When the power distribution mechanism 16 is in a differential state in this way, the operation state of the first motor M1 and / or the second motor M2 connected to the power distribution mechanism 16 so as to be able to transmit power is controlled. The differential state of the power 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.

  As described above, in this embodiment, the switching clutch C0 and the switching brake B0 are configured so that the speed change state of the differential unit 11 (power distribution mechanism 16) can be made differential, that is, non-locked and non-differential, that is, locked. In other words, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electrical differential device, for example, an electrical continuously variable transmission that operates as a continuously variable transmission whose gear ratio can be continuously changed. A continuously variable transmission state that can be operated, and a shift state that does not operate an electrical continuously variable transmission, for example, a locked state that locks a change in the gear ratio constant without operating as a continuously variable transmission and without a continuously variable transmission operation. A constant speed change state (non-differential state) in which an electric continuously variable speed operation is not performed, that is, an electric continuously variable speed shift operation is not possible. The ratio is functioning as a differential state switching device for selectively switching to a constant shifting state to operate as a transmission having a single stage or multiple stages.

Automatic transmission portion 20 functions as a speed 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), the power It is the stepped transmission part which comprises a part of transmission path. The automatic transmission unit 20 includes a single pinion type first planetary gear device 26, a single pinion type second planetary gear device 28, and a single pinion type third planetary gear device 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. A continuously variable transmission state is configured. In other words, the power transmission device 10 is switched to the step-shifted 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 disengaged to switch to a continuously variable transmission state (differentiable state), the rotational speed of the first electric motor M1 is controlled to control the straight line L0 and the vertical line Y1. When the rotation of the differential portion sun gear S0 indicated by the intersection is raised or lowered, when the rotational speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant, the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by the intersection is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally. L0 is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. , the rotational speed of the differential portion ring gear R0, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 at a rotation speed higher than the engine speed N _E.

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

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

  FIG. 4 illustrates a signal input to the electronic control device 40 that is a control device for controlling the power transmission device 10 according to the present invention and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control relating to the engine 8, the first electric motor M1, and the second electric motor M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 40 includes a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position P _SH , and each hydraulic friction engagement of the differential unit 11 and the automatic transmission unit 20 from the sensors and switches shown in FIG. A signal representing the hydraulic pressure (engagement pressure) applied to the hydraulic actuator of the device (clutch C, brake B), a signal representing the rotational speed N _{M1 of} the first electric motor _M1 (hereinafter referred to as “first electric motor rotational speed N _M1 ”), rotational speed N _M2 of the second electric motor M2 _{(hereinafter,} "second electric motor speed N _M2" hereinafter) signal representative of a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the continuously variable power transmission device 10 A gear shifting state manual selection device for selectively switching between a gear shifting state and a stepped gear shifting state, which is provided in the vicinity of the driver's seat and operated by a passenger. Signal indicating the switching state from a signal commanding the M mode (manual shift running mode), air conditioning signal indicating the operation of an air conditioner, a signal indicative of the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22, the automatic transmission portion An oil temperature signal indicating a hydraulic oil temperature of 20, a signal from a travel mode changeover switch 44 for manually selecting a travel mode indicating a driver's driving orientation provided near the driver's seat, and a signal indicating a side brake operation , A signal indicating the foot brake operation, a catalyst temperature signal indicating the catalyst temperature, an accelerator opening signal indicating the operation amount (accelerator opening) Acc of the accelerator pedal 41 corresponding to the driver's required output amount, and a snow indicating the snow mode setting Mode setting signal, acceleration signal indicating vehicle longitudinal acceleration, auto-cruise signal indicating auto-cruising, vehicle weight signal indicating vehicle weight, engine A signal indicating the air-fuel ratio A / F of the gin 8 is supplied.

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

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

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

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

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

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

FIG. 6 is a functional block diagram 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 that 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 enabling state of the differential unit 11, while the engine 8 and the second electric motor M2 The gear ratio γ0 of the differential unit 11 as an electrical continuously variable transmission is controlled by changing the distribution of the driving force and the reaction force generated by the power generation of the first electric 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. Conversely, a reduction in fuel consumption means that the travel distance per unit fuel consumption is shortened, or the fuel consumption rate of the entire vehicle is increased.

  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 travel and motor travel 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.

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

  Further, even in the engine travel region, the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above. 2 Torque assist that assists the power of the engine 8 by driving the electric motor M2 is possible. Therefore, in the present embodiment, the traveling of the vehicle using both the engine 8 and the second electric motor M2 as a driving force source for traveling is included in the engine traveling instead of the motor traveling.

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

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

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

The switching control means 50 switches between the continuously variable transmission state and the stepped transmission state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0) based on the vehicle state. That is, the differential state and the locked state are selectively switched. For example, the switching control means 50 is a vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the relationship (switching diagram, switching map) indicated by the broken line and the two-dot chain line in FIG. Based on the above, it is determined whether or not the speed change state of the power transmission device 10 (differential unit 11) should be switched, that is, the power transmission device 10 is in a continuously variable control region where the power transmission device 10 is in a continuously variable speed change state or power. By determining whether the transmission device 10 is in the stepped control region where the stepped gear shift state is set, the shift state of the power transmission device 10 to be switched is determined, and the power transmission device 10 is switched between the stepless shift state and the stepped shift state. The shift state is selectively switched to either the step shift state.

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

  For example, when the fifth speed gear stage is determined by the acceleration side gear stage determination means 62, the so-called overdrive gear stage in which the speed ratio is smaller than 1.0 is obtained for the entire power transmission device 10. Therefore, the switching control means 50 releases the switching clutch C0 and engages the switching brake B0 so that the differential unit 11 can function as a sub-transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. The command is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 62 that it is not the fifth speed gear stage, the switching control is performed in order to obtain a reduction side gear stage having a gear ratio of 1.0 or more as the entire power transmission device 10. The means 50 instructs the hydraulic control circuit 42 to engage the switching clutch C0 and release the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. Output. As described above, the power transmission device 10 is switched to the stepped shift state by the switching control means 50, and is selectively switched to be one of the two types of shift steps in the stepped shift state. 11 is made to function as a sub-transmission, and the automatic transmission unit 20 in series with it functions as a stepped transmission, whereby the entire power transmission device 10 is made to function as a so-called stepped automatic transmission.

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

Here, FIG. 7 will be described in detail. FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is the basis of the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. It 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 a shift line (upshift line) for determining an upshift, and the alternate long and short dash line is a shift line (downshift line) for determining a downshift. The shift line in the shift diagram of FIG. 7 is, for example, whether or not the actual vehicle speed V has crossed the line on the horizontal line indicating the required output torque T _OUT of the automatic transmission unit 20, and automatically on the vertical line indicating the vehicle speed V, for example. This is for determining whether or not the required output torque T _OUT of the transmission unit 20 has crossed the line, that is, whether or not it has crossed the value (shift point) at which the shift on the shift line is to be executed. Are stored in advance.

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

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

  Further, the switching control means 50 sets the power transmission device 10 to a continuously variable transmission state if the stepped / continuous mode switch 46 is switched to the continuously variable position, while the stepped / continuous mode switch 46 is provided. If it is switched to the step position, the power transmission device 10 is set to the stepped speed change state. The switching control means 50 engages, for example, the switching clutch C0 when the power transmission device 10 is set to the stepped speed change state by switching the stepped / non-stepped mode switch 46. Note that the switching control means 50 always prioritizes the switching diagram of FIG. 7 and switches the power transmission device 10 to the continuously variable speed state or the continuously variable speed state according to the switching state of the stepped / continuously variable mode switch 46. Alternatively, when the vehicle is in a predetermined vehicle state, the power transmission device 10 is switched to the continuously variable transmission state or the continuously variable transmission state according to the switching state of the stepped / continuous mode switch 46 in preference to the switching diagram of FIG. May be.

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

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

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

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

  As described above, the electronic control unit 40 of the present embodiment can selectively switch the power transmission device 10 between the continuously variable transmission state and the stepped transmission state, and the switching control means 50 determines based on the vehicle state. Thus, the shift state of the differential unit 11 to be switched is determined, and the differential unit 11 is selectively switched between the continuously variable transmission state and the 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.

Incidentally, since the power transmission device 10 includes the automatic transmission unit 20 in which clutch-to-clutch control is performed, the torque phase of the shift of the automatic transmission unit 20 is similar to a stepped automatic transmission of a normal engine vehicle. Then, a temporary drop in the output torque T _OUT occurs, and the drop in the output torque T _OUT may be felt as a shift shock, which may impair comfort. Therefore, the torque compensation means 72 provided in the hybrid control means 52 outputs the output torque of the second electric motor M2 so as to reduce the drop in the output torque T _OUT of the automatic transmission unit 20 in the torque phase of the automatic transmission unit 20 during the shift transition period. Torque phase compensation control for controlling T _M2 (hereinafter referred to as “second motor torque T _M2 ”) is executed. Specifically, in the torque phase compensation control, when the output torque T _OUT falls, the second motor torque T _M2 is increased in a direction to cancel the decrease in the output torque T _OUT , so that the output torque T _OUT falls. It is made smaller. However, since the second electric motor M2 functions as a motor and the second electric motor torque _TM2 is temporarily increased in the torque phase compensation control, the electric power consumption by the second electric motor M2 is increased, which may lead to deterioration of fuel consumption. Therefore, in this embodiment, control for suppressing deterioration of fuel consumption is performed while the shift shock reduction effect by the torque phase compensation control is obtained without excess or deficiency. 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. Specifically, when the torque phase compensation control is executed at the next shift of the automatic transmission unit 20, the remaining charge of the power storage device 60 with respect to the amount of power consumed by the second electric motor M2 in the torque phase compensation control. It is determined whether the SOC is sufficient. At this time, it is desirable to completely compensate the drop of the output torque T _{OUT in} the torque phase of the automatic transmission unit 20 by executing the torque phase compensation control, and the output torque T _OUT is preferably maintained flat. The determination is made that it is permissible if the output torque T _OUT falls to such an extent that the passenger does not feel uncomfortable.

For example, the torque phase compensation control determination unit 74 predicts the type of the next shift from the vehicle state such as the change in the accelerator opening Acc and the vehicle speed V and the current gear stage of the automatic transmission unit 20. The type of shift is, for example, whether the shift of the automatic transmission unit 20 is a shift from the first speed to the second speed or a shift from the third speed to the fourth speed. Then, the torque phase compensation control determination means 74 executes the torque phase compensation control at the next shift of the automatic transmission unit 20 based on a relationship obtained experimentally in advance based on the predicted shift type, the vehicle state, and the like. The remaining amount of charge SOC of the power storage device 60 required for the case (hereinafter referred to as “required remaining amount of charge SOC _N ”) is calculated. At this time, as the shift of the automatic transmission unit 20 is a shift on the lower vehicle speed side, the accelerator opening Acc is larger, or the shift of the automatic transmission unit 20 is performed more densely within a predetermined short period of time. as may be calculated as necessary remaining charge SOC _N of the storage device 60 is increased. After the calculated torque phase compensation control determining means 74, the remaining charge SOC of the current of the power storage device 60 unless insufficient for the required remaining charge SOC _N, the torque phase compensation control by the second electric motor M2 Judge that it is feasible. On the other hand, it is determined that the remaining charge SOC of the current of the power storage device 60 if insufficient for the required remaining charge SOC _N, is not feasible torque phase compensation control by the second electric motor M2.

The torque adjustment determination unit 76 determines that the torque phase compensation control determination unit 74 determines that the torque phase compensation control by the second electric motor M2 cannot be executed, that is, the current remaining charge SOC of the power storage device 60 is the required remaining charge. When the SOC _{N is} insufficient, the adjustment of the second motor torque T _M2 , specifically, the reduction of the power consumption of the second motor M2 due to the decrease of the second motor torque T _M2 is continued for a predetermined time. in, to predict whether the remaining charge SOC predetermined can ensure target charge remaining above example the necessary remaining charge SOC _N or more is determined. For example, when the shortage of the remaining charge SOC of the power storage device 60 with respect to the predetermined target remaining charge is less than an experimentally determined determination value, the torque adjustment determination unit 76 determines the second motor torque the remaining charge SOC in the reduction of power consumption of the second electric motor M2 determines that can secure more than the predetermined target charge remaining due to a decrease in T _M2.

When the torque phase compensation control determination unit 74 determines that the torque phase compensation control by the second electric motor M2 is not executable, the charge amount securing unit 78 increases the remaining charge SOC of the power storage device 60 in order to increase the remaining charge SOC. (2) The electric motor torque T _M2 is reduced, thereby reducing the power consumption of the second electric motor M2. This is preferably performed when the first electric motor M1 is in a regenerative operation. This is because the electric power generated by the first motor M1 is charged to the power storage device 60 by the amount corresponding to the reduction of the power consumption of the second motor M2. The charge amount securing means 78 changes the engine operating point _PEG so as to increase the engine output together with the reduction in the power consumption amount of the second electric motor M2 in order to secure a larger remaining charge SOC. Also good.

Further, the charge amount securing means 78 is able to ensure that the remaining charge SOC of the power storage device 60 is greater than or equal to a predetermined target charge remaining amount by continuing the reduction of the power consumption of the second electric motor M2 for a predetermined time. If not determined by 76, the shift point constituting the shift line (upshift line, downshift line) in the shift diagram of FIG. 7 is set to the low output side, that is, FIG. If it is expressed by the coordinate axis, it is shifted to the low opening side or the low vehicle speed side of the accelerator opening Acc. This is performed together with a reduction in power consumption of the second electric motor M2. This is because the drop in the output torque T _OUT in the torque phase during shifting of the automatic transmission unit 20 tends to decrease as the shift point shifts to a lower output side.

  The stepped and continuously variable determination means 80 is configured so that the power transmission device 10 is in the continuously variable transmission state where the total gear ratio γT continuously changes or in the stepped gearshift state where the total gear ratio γT changes stepwise. Determine if there is. As can be seen from the skeleton diagram of FIG. 1, when the power distribution mechanism 16 is switched to the non-differential state, the power transmission device 10 enters the stepped shift state, and when the power distribution mechanism 16 is switched to the differential state, the power transmission is performed. Since the device 10 is in a continuously variable transmission state, the stepped continuously variable determination means 80 detects whether the power distribution mechanism 16 is in a differential capable state or a non-differential state, whereby the power transmission device 10 is Although it may be determined whether the stepless speed change state or the stepped speed change state, in this embodiment, even if the stepped / continuous mode switch 46 is switched, the power transmission device 10 is in the stepped speed change state or the stepless speed change state. Since it is switched to the stepless speed change state, if the stepped / continuous mode switch 46 is switched to the stepless position, it is determined that the power transmission device 10 is in the stepless speed change state. On the other hand, if the stepped / non-stepped mode switch 46 is switched to the stepped position, it is determined that the power transmission device 10 is in the stepped shift state.

As described above, the torque compensator 72 executes the torque phase compensation control when the automatic transmission unit 20 shifts, depending on whether the power transmission device 10 is in a stepped shift state or a continuously variable shift state. The torque compensation amount which is mechanical energy output from the second electric motor M2 is changed by the torque phase compensation control. That is, 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, that is, the current remaining charge SOC of the power storage device 60 with respect to the required remaining charge SOC _N In the case where there is no shortage, the torque compensation means 72, when it is determined by the stepped and continuously variable determination means 80 that the power transmission device 10 is in the stepped shift state, the torque compensation amount for the stepped shift. Set. On the other hand, when it is determined by the stepless and continuously variable determining means 80 that the power transmission device 10 is in the continuously variable transmission state, the torque compensation amount for the continuously variable transmission is set. As described above, the torque compensation means 72 determines the torque compensation amount for the stepped shift or the torque compensation amount for the stepless shift based on the determination of the stepped and continuously variable determination means 80. With respect to the magnitude relationship, the torque compensation amount is made smaller when the power transmission device 10 is in the stepped speed change state than in the case of the continuously variable speed change state.

Specifically, as shown in FIG. 9, complete torque phase compensation, which is mechanical energy of the second electric motor M2 required to eliminate the drop of the output torque T _OUT in the torque phase of the automatic transmission unit 20. The relationship between the amount and the torque compensation amount is experimentally set in advance for each of the case where the power transmission device 10 is in the stepped speed change state and the stepless speed change state. The torque compensator 72 stores the relationship between the two as shown in FIG. 9 and determines the torque compensation amount based on the relationship, that is, the complete torque phase compensation amount constituting the horizontal axis of FIG. The torque compensation amount constituting the vertical axis in FIG. 9 is determined as a reference. Further referring to the relationship between the two in FIG. 9, the relationship between the torque compensation amount and the complete torque phase compensation amount in the torque phase compensation control is a relationship in which the energy amount over the entire torque phase compensation control is compared. Alternatively, a relationship in which energy per unit time (for example, the unit is “kW”) as shown in FIG. 9 may be used. Further, since the complete torque phase compensation amount increases as the drop of the output torque T _OUT in the torque phase of the automatic transmission unit 20 increases, the relationship between the complete torque phase compensation amount and the torque compensation amount shown in FIG. Even when the power transmission device 10 is in the stepped speed change state or the continuously variable speed change state, the torque compensation amount increases as the complete torque phase compensation amount increases. In the present embodiment, the complete torque phase compensation amount is defined as the mechanical energy of the second electric motor M2 required to eliminate the drop in the output torque T _OUT in the torque phase of the automatic transmission unit 20. but if embody, mechanical energy of the second electric motor M2 required for eliminating the entire drop in the output torque T _OUT of the torque phase, or, the output torque T _OUT of the torque phase It can be said that it is the mechanical energy of the second electric motor M2 required for maintaining the flatness.

  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 compensation unit 72 determines the complete torque phase compensation amount and the torque as shown in FIG. Although the torque compensation amount is determined based on the relationship with the compensation amount, the torque compensation amount may be determined in consideration of the accelerator opening Acc and the shift type of the automatic transmission unit 20. For example, whether the power transmission device 10 is in a stepped speed change state or a continuously variable speed change state, the torque compensation amount is determined to be larger as the accelerator opening degree Acc is larger. Further, it is determined to increase the torque compensation amount as the difference in speed ratio before and after the shift of the automatic transmission unit 20 is larger, in other words, as the shift is a shift on the lower vehicle speed side.

  Then, after the torque compensation means 72 determines the torque compensation amount based on the determination of the stepped and continuously variable determination means 80, in the torque phase of the shift of the automatic transmission unit 20, the torque phase is determined with the determined torque compensation amount. Compensation control is executed.

On the other hand, when the torque phase compensation control determination unit 74 determines that the torque phase compensation control by the second electric motor M2 is not executable, the torque compensation unit 72 basically executes the torque phase compensation control. do not do. However, even if the torque phase compensation control determination means 74 makes the above determination, it is rare that the second electric motor M2 cannot output the torque T _M2 at all, and therefore the remaining charge SOC of the power storage device 60 corresponds to that. The torque phase compensation control may be executed with a certain amount of the second electric motor torque T _M2 so as not to fall below a preset lower limit value. The execution of such a certain degree of the second electric motor torque T _M2 the torque phase compensation control using the engine torque T _E without using the fact conjunction with or second electric motor M2 for performing a torque phase compensation control in May be.

In the present embodiment, as described above, when the torque phase compensation control determining unit 74 determines that the torque phase compensation control by the second electric motor M2 can be executed, the torque compensating unit 72 includes The torque compensation amount is reduced in the stepped shift state compared to the stepless shift state, but various specific methods can be considered. As a specific method, for example, the torque compensator 72 is configured such that the output torque T in the torque phase of the automatic transmission unit 20 is greater when the power transmission device 10 is in the stepped shift state than in the stepless shift state. The second motor torque (compensation torque) T _M2 for reducing the drop of the output torque T _OUT is reduced over the entire period of the drop of _OUT . Here, the compensation torque T _M2 is the second electric motor torque T _M2 for reducing the drop in the output torque T _OUT in the torque phase of the automatic transmission unit 20, and therefore, before the execution of the torque phase compensation control. When the second motor torque T _M2 has already been output, the increase in the second motor torque T _M2 due to the execution of the torque phase compensation control corresponds to the compensation torque T _M2 . As another example of the specific method, the torque compensator 72 in the torque phase compensation control, when the power transmission device 10 is in the stepped speed change state, compared to the case of the continuously variable speed change state. The torque compensation time for outputting the second motor torque (compensation torque) T _M2 for reducing the drop in the output torque T _OUT is shortened. Specifically, when the power transmission device 10 is in the stepped speed change state, the output start timing of the second motor torque (compensation torque) T _M2 , that is, the torque compensation start time, compared to the case of the stepless speed change state. The torque compensation time is shortened by delaying. When the torque compensation time is adjusted by adjusting the output start timing of the second motor torque (compensation torque) T _M2 , for example, the torque compensation means 72 is engaged on the engagement side in the shift of the automatic transmission unit 20. The second motor torque for canceling the drop in the output torque T _OUT using the elapsed time from the start of the torque phase when the engagement pressure of the combined element reaches a predetermined hydraulic pressure value. Compensation torque) T _M2 output start time (torque compensation start time) is determined.

FIG. 10 illustrates the torque phase compensation control that is executed to suppress the drop of the output torque T _OUT in the torque phase of the shift of the automatic transmission unit 20 when the power transmission device 10 is in a continuously variable transmission state. It is a time chart for doing. FIG. 11 illustrates the torque phase compensation control that is executed to suppress the drop in the output torque T _OUT in the torque phase of the shift of the automatic transmission unit 20 when the power transmission device 10 is in the stepped shift state. It is a time chart for doing. FIG. 12 shows the time of the output torque T _OUT for explaining the change in the output torque T _OUT of the automatic transmission unit 20 between the case where the power transmission device 10 is in a continuously variable transmission state and the case where it is in a stepped transmission state. It is an image figure of a chart. 10 to 12, it is determined by the torque phase compensation control determination means 74 that the torque phase compensation control by the second electric motor M2 can be executed, and the automatic transmission unit 20 changes from the second gear to the third gear. An example of upshifting to a stage is shown. 10 to 12, assuming that the shifts of the automatic transmission unit 20 are the same as each other, in the torque phase compensation control, when the power transmission device 10 is in the stepped shift state, the continuously variable shift is performed. The torque compensation amount is reduced by shortening the torque compensation time as compared to the case of the state. In addition, the time t1 to the time t6 in FIGS. First, the case where the power transmission device 10 is in a continuously variable transmission state, that is, FIG. 10 will be described.

At time t1 in FIG. 10, the stepped shift control means 54 makes a shift determination to upshift the automatic transmission unit 20 from the second gear to the third gear based on the shift diagram in FIG. The torque phase compensation control determination means 74 determines whether or not the remaining charge SOC of the power storage device 60 is sufficient for the amount of power consumed by the second electric motor M2 in the torque phase compensation control. When it is determined that the remaining charge SOC is sufficient, the torque compensation amount for the continuously variable transmission is set between time t1 and time t2. Then, the torque compensation time for obtaining the set torque compensation amount is determined, and the torque on the basis of the torque phase start time is determined from the difference between the torque phase duration at the shift and the torque compensation time. The output start time (torque compensation start time) of the compensation torque _TM2 in the phase compensation control is determined. In FIG. 10, the torque phase start time and the torque compensation start time are determined simultaneously. Therefore, in FIG. 10, the time t3 is the torque compensation start time, and the time from the time t3 to the time t5 is the torque compensation time.

Next, at time t2, when a shift output command for upshifting the automatic transmission 20 from the second gear to the third gear is output from the stepped shift control means 54, the release side hydraulic friction engagement is performed. The reduction control of the engagement hydraulic pressure Pb2 of the second brake B2 corresponding to the element is started, and the increase control of the engagement hydraulic pressure Pb1 of the first brake B1 corresponding to the hydraulic friction engagement element on the engagement side is started. The so-called clutch-to-clutch shift control is started. When the clutch-to-clutch control of each hydraulic friction engagement element (B1, B2) is started at time t2, 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 t2, 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 or the like is performed.

On the other hand, when the torque phase during the shift starts, the torque compensation means 72 increases the second motor torque T _M2 from the time t3 when the torque phase starts, in other words, compensates from the time t3. By outputting the torque T _M2 , ideally, the drop in the output torque T _OUT is reduced as shown by the solid line L_tflt. As indicated by the solid line L_tflt, the torque compensation amount for eliminating the drop in the output torque T _{OUT in} the torque phase is the complete torque phase compensation amount constituting the horizontal axis of FIG. In this embodiment, the torque compensation amount for the continuously variable transmission is set such that the output torque T _OUT of the automatic transmission unit 20 changes as indicated by the solid line L_tflt, and the power transmission device 10 is in the continuously variable transmission state. In this case, the time point t3 is the torque compensation start time. Further, when the torque phase ends and the inertia phase starts at time t5, the torque phase compensation control is ended, and torque down control by the second electric motor M2 or the engine 8 is performed. The control from the time t2 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 indicated 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, at time t2, a shift output command for upshifting from the second gear to the third gear is issued. When the start of the torque phase is detected after a lapse of a predetermined time from the time point t2, the torque phase start time (time point t3) and the torque compensation start time are the same time in FIG. 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, one or both of the brake B1 corresponding to the hydraulic friction engagement element on the engagement side and the engagement hydraulic pressures Pb1 and Pb2 of the brake B2 corresponding to the hydraulic friction engagement element on the disengagement side are tested and analyzed in advance. It is also possible to determine the exact start time of the torque phase based on whether or not the predetermined hydraulic pressure value at which the torque phase thus obtained has been reached has been reached.

When the start of the torque phase of the automatic transmission unit 20 is determined as described above, the torque phase compensation control that suppresses the drop in the output torque T _OUT of the automatic transmission unit 20 is started. In the torque phase compensation control, the torque compensation means 72 uses, for example, the output torque T _OUT1 of the automatic transmission unit 20 at the start of the torque phase compensation control, that is, the output torque T _OUT1 at the start of the torque phase compensation control as a reference. Execute torque control (feedback control) of the second electric motor M2 so that _OUT is maintained at T _OUT1 or the output torque T _OUT in the torque phase gradually decreases from T _{OUT1 with a} predetermined change gradient. To do. Alternatively, instead of feedback control, the relationship between the elapsed time based on the torque phase start time or the torque compensation start time and the second motor torque (compensation torque) T _M2 is experimentally set in advance, and torque compensation 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 (compensation 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 compensator 72 executes the torque phase compensation control, for example, control such as increasing the engagement hydraulic pressure Pb1 of the brake B1 that is a friction engagement device on the engagement side earlier than usual is also executed. Thus, the torque capacity that can be transmitted by the automatic transmission unit 20 is increased at a time earlier than the normal speed change. Thus, torque compensation amount by the second electric motor M2 so is effectively transmitted to the output shaft 22 of the automatic transmission portion 20, the drop in the output torque T _OUT of the t3 time ~t5 time is reduced. The hydraulic pressure values Pb1 and Pb2 at the time of the torque phase compensation control are, for example, feedback controlled according to the second motor torque T _M2 , so that the second motor torque T _M2 is effectively transmitted to the output shaft 22. To be controlled.

When it is determined that the torque phase is just before the end of the torque phase at time t4, the torque compensation means 72 turns down and reduces the second motor torque _TM2 that has been increased up to time t4 in the torque phase compensation control. . As a result, at time t5, which is the end of the torque phase, the compensation torque T _M2 output by the second electric motor M2 in order to reduce the drop in the output torque T _OUT , that is, the torque compensation by the second electric motor M2 is substantially zero. become. The determination immediately before the end of the torque phase is determined based on, for example, whether or not a predetermined period of time immediately before the end of the torque phase determined experimentally or analytically has elapsed with reference to time t2. Alternatively, the determination may be made based on whether or not the engagement hydraulic pressures Pb1 and Pb2 of the first brake B1 and the second brake B2 have reached a predetermined hydraulic pressure immediately before the end of the torque phase, which is obtained in advance through experiments and analysis. it can.

When the start of the inertia phase is determined at time t5, torque down 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 t6. 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, the torque compensator 72 executes the torque phase compensation control in the shift transition period (torque phase) of the automatic transmission unit 20, so that the drop of the output torque T _OUT in the torque phase is suppressed and the gear shift is performed. Shock is suppressed. Further, when the power transmission device 10 is a continuously variable shifting state, it is possible to not be constrained to the engine rotational speed N _E to the vehicle speed V by using the differential function of the differential portion 11, for example, as shown in FIG. 10, 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, the shift start of the automatic shifting portion 20 (t2 time) controlled to be substantially constant engine speed N _E during the period until completion (t6 time) from desirably controlled to be constant engine rotational speed N _E. Thereby, the shift shock accompanying the engine speed _NE fluctuation can be reduced.

Next, the case where the power transmission device 10 is in the stepped transmission state, that is, FIG. 11 will be described mainly with respect to differences from FIG. In the torque phase of the shifting action of the automatic transmission portion 20 in FIG. 11 (t3 time ~t5 time), the second electric motor torque T _M2 is the torque phase compensation control is increased with respect to previous the torque phase starts is running Is the same as FIG. However, as described above, the torque compensator 72 reduces the amount of torque compensation in the torque phase compensation control when the power transmission device 10 is in the stepped shift state compared to the case of the continuously variable shift state. Therefore, in FIG. 11, the torque compensation time during which the second motor torque T _M2 is increased to reduce the drop in the output torque T _OUT in the torque phase is when the power transmission device 10 is in a continuously variable transmission state. Shortened against that of. More specifically, as shown in the image diagram of FIG. 12, if the power transmission device 10 is in a continuously variable transmission state, the time from time t3 to time t5 is the torque compensation time. In this case, the torque compensation start timing is set to the time t3 ′ after the time t3, and the time from the time t3 ′ to the time t5 is set as the torque compensation time. In this way, when the power transmission device 10 is in the stepped speed change state, the torque compensation means 72 sets the torque compensation start time to the time t3 ′ after the time t3 as compared with the case of the continuously variable speed change state. The torque compensation time is shortened by delaying. That is, in this embodiment, when the torque compensation means 72 shortens the torque compensation time, which is the time from the torque compensation start time to the end of the torque phase (time t5), the end of the torque compensation time (t5 The starting time of torque compensation, which is the start time, is delayed without changing. Thus, the torque compensation means 72 delays the torque compensation start timing when the power transmission device 10 is in the step-variable shifting state as compared with the case of the continuously variable shifting state. The time difference until time t3 ′ may be experimentally set to a certain time, for example, or may be changed according to the type of shift of the automatic transmission unit 20. If attention is paid to FIG. 12 regarding the difference in the torque compensation time between the case where the power transmission device 10 is in the continuously variable transmission state and the case where it is in the stepped transmission state, from the time t3 to the time t5 as the torque phase. When the power transmission device 10 is in the stepped speed change state (two-dot chain line shown in FIG. 12), the drop of the output torque T _OUT is not suppressed as much as in the case of the stepless speed change state (solid line shown in FIG. 12). However, in comparison with the case where the torque phase compensation control is not executed (broken line L_tdwn in FIG. 12), it can be seen that the drop in the output torque T _OUT is suppressed.

Returning to FIG. 11, in the inertia phase of shifting of the automatic transmission unit 20 (from time t5 to time t6), the power transmission device 10 is not in a continuously variable transmission state but in a stepped transmission state, and is an upshift of the automatic transmission unit 20. Therefore, the engine rotational speed _NE is not controlled to be constant, and decreases as the shift proceeds. Similar to FIG. 10, FIG. 11, although the torque-down control of the second electric motor torque T _M2 is lowered in the inertia phase (t5 time ~t6 time) of the automatic transmission portion 20 is implemented, the power transmission device 10 since in the case of the step-variable shifting state is the engine rotational speed N _E as shown in FIG. 11 changes, in comparison with the torque down control in the case the power transmission device 10 is a continuously variable shifting state (FIG. 10) The amount of decrease in the second electric motor torque _TM2 increases.

  FIG. 13 shows the torque compensation time in the torque phase compensation control according to the main part of the control operation of the electronic control unit 40, that is, whether the power transmission device 10 is in the stepped speed change state or the stepless speed change state. It is a flowchart explaining the control operation | movement to change, for example, is repeatedly performed by the extremely short cycle time of about several msec thru | or several dozen msec.

First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the torque phase compensation control determination means 74, the type of shift of the next automatic transmission unit 20 is predicted, and the predicted shift type and vehicle The required remaining charge SOC _N is calculated based on the state. By remaining charge SOC of the electricity storage device 60 to determine whether missing for that necessary remaining charge SOC _N, whether the torque phase compensation control by the second electric motor M2 is feasible To be judged. When calculating the necessary remaining charge SOC _N is dense, for example, as the shift of the automatic transmission portion 20 is a shift in the low vehicle speed side, as the accelerator opening Acc is large, or within a given short period automatic as shifting of the shifting portion 20 is often performed, or may be calculated as necessary remaining charge SOC _N of the storage device 60 increases in. 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 SA7. On the other hand, if the determination at SA1 is negative, the operation goes to SA2.

In SA2 corresponding to the torque adjustment determination means 76, the second electric motor torque T _M2 is adjusted, specifically, the second electric motor _M2 is reduced by reducing the second electric motor torque T _M2 to reduce the power consumption of the second electric motor M2. It is determined whether or not a remaining charge SOC (target remaining charge) necessary for executing the torque phase compensation control by M2 is secured. It its target charge remaining amount may be the same value as the required remaining charge SOC _N, may be a small experimentally set value than that. If the determination in SA2 is affirmative, i.e., if the adjustment of the second electric motor torque T _M2, the remaining charge SOC required to perform the torque phase compensation control by the second electric motor M2 is secured , Move to SA3. On the other hand, if the determination at SA2 is negative, the operation goes to SA5.

In SA3 corresponding to the charge amount securing means 78, the engine operating point _PEG is changed so that the engine output is increased. This is because, for example, the power generation amount of the first electric motor M1 increases. After SA3, the process proceeds to SA4.

In SA4 corresponding to the charge amount securing means 78, the second motor torque _TM2 is decreased to increase the remaining charge SOC of the power storage device 60, thereby reducing the power consumption of the second motor M2.

In SA5 corresponding to the charge amount securing means 78, the second electric motor torque _TM2 is reduced as in SA4. Reduction width of the second electric motor torque _{T M2} need not equal to that of at SA4 in SA5. For example, in SA5 with respect to SA4, the amount of decrease in the second electric motor torque T _M2 may be increased in order to charge the power storage device 60 more. In each of SA3 to SA5, it is desirable that the first electric motor M1 generates power. Next, the process proceeds to SA6.

In SA6 corresponding to the charge amount securing means 78, when the determination of SA1 or SA2 is affirmed, that is, in the normal vehicle state, the shift point of the automatic transmission unit 20 is on the low output side, that is, the accelerator. It is shifted to the low opening side or low vehicle speed side of the opening Acc. This is because the drop in the output torque T _OUT in the torque phase during shifting of the automatic transmission unit 20 tends to decrease as the shift point shifts to a lower output side. If the determination of SA1 or SA2 is affirmed after the shift point is shifted to the low output side in SA6, the shift point is returned to the original.

  In SA7 corresponding to the stepped and continuously variable determining means 80, it is determined whether or not the power transmission device 10 is in the continuously variable transmission state. That is, it is determined whether the power transmission device 10 is in the continuously variable transmission state or the stepped transmission state. For example, the determination is made based on the switching state of the stepped / non-stepped mode switch 46 (see FIG. 6). If the determination of SA7 is affirmative, that is, if the power transmission device 10 is in the continuously variable transmission state, the process proceeds to SA8. On the other hand, when the determination of SA7 is negative, that is, when the power transmission device 10 is in the stepped shift state, the process proceeds to SA9.

  In SA8 corresponding to the torque compensation means 72, the torque compensation amount for the continuously variable transmission is set in order to execute the torque phase compensation control by the second electric motor M2. Then, the torque compensation start time for determining the torque compensation time is set according to the torque compensation amount. Specifically, time t3 in the time chart of FIG. 10 is set as the torque compensation start time. After SA8, the process proceeds to SA10.

  In SA9 corresponding to the torque compensation means 72, the torque compensation amount for the stepped shift is set in order to execute the torque phase compensation control by the second electric motor M2. As shown in FIG. 9, the torque compensation amount for the stepped shift is set to a smaller amount than the torque compensation amount for the continuously variable shift set in SA8. Then, the torque compensation start time for determining the torque compensation time is set according to the torque compensation amount. Specifically, in the time chart of FIG. 11, a time point t3 ′ that is delayed by a predetermined time from the time point t3 is set as the torque compensation start time. In this manner, the torque compensation start time set in SA9 is set in SA8, but, as shown in FIG. 12, the time difference between the time t3 and the time t3 ′ is delayed as shown in FIG. This torque compensation amount is smaller than the torque compensation amount for continuously variable transmission.

  Here, the respective torque compensation amounts set in SA8 and SA9 may be determined in consideration of the accelerator opening Acc and the type of shift of the automatic transmission unit 20 in addition to the relationship shown in FIG. . For example, they may be set so that the respective torque compensation amounts increase as the accelerator opening Acc increases. Further, they may be set so that the respective torque compensation amounts become larger as the difference in the gear ratio before and after the gear change of the automatic transmission unit 20 becomes larger. After SA9, the process proceeds to SA10.

In SA10 corresponding to the torque compensation means 72, torque phase compensation control by the second electric motor M2 is executed with the torque compensation amount set in SA8 or SA9 in the torque phase of the shift of the automatic transmission unit 20. That is, by executing the torque phase compensation control between the torque compensation start time set in SA8 or SA9 and the end of the torque phase (time t5 in FIGS. 10 and 11), The drop in the output torque T _OUT is reduced.

This embodiment has the following effects (A1) to (A9). (A1) The execution of the torque phase compensation control by the second electric motor M2 is to temporarily increase the second electric motor torque T _M2 in the torque phase of the shift of the automatic transmission unit 20, and thus increase the power consumption. . Further, when the power transmission device 10 is in the stepped speed change state, the drop in the output torque T _OUT in the torque phase is a phenomenon that occurs in a normal speed change of the stepped transmission, and thus is in the stepless speed change state. Even if the drop of the output torque T _OUT is not reduced as much as the case, it is considered that the passenger does not feel uncomfortable if it is improved to some extent. Considering these points, according to the present embodiment, the torque compensating means 72 is configured to reduce the drop in the output torque T _OUT of the automatic transmission unit 20 in the torque phase of the automatic transmission unit 20 during the shift transition period. Torque phase compensation control for controlling the M2 torque T _M2 is executed. Further, in the torque phase compensation control, the torque compensation means 72 shortens the torque compensation time when the power transmission device 10 is in the stepped speed change state compared to the case of the continuously variable speed change state. Therefore, whether or not the power transmission device 10 is in the stepped speed change state or the stepless speed change state so that the shift shock (drop of the output torque T _OUT ) is suppressed to such an extent that the passenger does not feel strange. Accordingly, since the torque compensation amount is appropriately adjusted, it is possible to achieve both reduction in shift shock, that is, improvement in comfort and suppression of deterioration in fuel consumption.

(A2) According to the present embodiment, the torque compensator 72, in the torque phase compensation control, when the power transmission device 10 is in the step-variable shift state, compared to the case of the continuously variable shift state, Since the torque compensation time is shortened by delaying the output start timing of the second motor torque (compensation torque) T _M2 for reducing the drop of the output torque T _OUT , that is, the torque compensation start timing, the automatic transmission unit 20 The output of the compensation torque _TM2 is started at an appropriate time based on the progress time from the start of the shift, and the torque compensation time can be adjusted appropriately. Further, when adjusting the torque compensation time, the end of the torque compensation time is not changed from the end of the torque phase, and only the torque compensation start time that is the start of the torque compensation time is changed. The torque compensation amount can be adjusted.

(A3) According to this embodiment, the torque controlled to reduce the drop in the output torque T _OUT of the automatic transmission unit 20 in the torque phase in the torque phase compensation control is the second motor torque T _M2 . Therefore, the second motor torque T _M2 can be controlled so as to reduce the drop of the output torque T _OUT with good responsiveness as compared with the engine torque T _E.

(A4) If the torque phase compensation control is not executed, the shift shock (drop of the output torque T _OUT ) is likely to increase as the difference in speed ratio before and after the shift of the automatic transmission unit 20 increases. Therefore, for example, even when the power transmission device 10 is in the stepped speed change state or the continuously variable speed change state, the torque compensation means 72 increases the torque as the difference in speed ratio before and after the speed change of the automatic transmission unit 20 increases. It is determined so as to increase the compensation amount. By doing so, it is possible to suppress the influence due to the difference between the shift on the high vehicle speed side and the shift on the low vehicle speed side of the automatic transmission unit 20 and perform an appropriate shift by executing the torque phase compensation control. It is possible to obtain a shock reduction effect. In the automatic transmission unit 20 according to the present embodiment, a gear ratio that changes in a substantially equal ratio is obtained for each gear position. Therefore, the difference in the gear ratio before and after the gear shift increases as the gear shift of the automatic transmission unit 20 is executed on the low vehicle speed side. Therefore, the torque compensation means 72 may increase the torque compensation amount as the shift of the automatic transmission unit 20 is a shift on the lower vehicle speed side.

(A5) If the torque phase compensation control is not executed, the drop in the output torque T _OUT of the automatic transmission unit 20 in the torque phase tends to increase as the accelerator opening Acc increases. According to this embodiment, For example, regardless of whether the power transmission device 10 is in a stepped speed change state or a continuously variable speed change state, the torque compensation means 72 determines that the torque compensation amount increases as the accelerator opening degree Acc increases. . By doing so, it is possible to obtain an appropriate shift shock reduction effect by executing the torque phase compensation control while suppressing the influence of the difference in the accelerator opening Acc.

(A6) According to the present embodiment, the torque compensation means 72 determines the torque compensation amount constituting the vertical axis in FIG. 9 based on the complete torque phase compensation amount constituting the horizontal axis in FIG. The complete torque phase compensation amount is the mechanical energy of the second electric motor M2 required to eliminate the drop of the output torque T _OUT in the torque phase of the automatic transmission unit 20. Therefore, even if the magnitude of the drop in the output torque T _OUT of the automatic transmission unit 20 in the torque phase when the torque phase compensation control is not executed is different for each shift of the automatic transmission unit 20, the respective output It is possible to obtain the torque compensation amount with no excess or deficiency according to the magnitude of the drop in the torque T _OUT .

  (A7) According to the present embodiment, the power distribution mechanism 16 connected between the engine 8 and the drive wheel 38 and the differential state of the power distribution mechanism 16 connected to the power distribution mechanism 16 so as to be able to transmit power are changed. The power transmission device 10 includes a first electric motor M1 for control and a switching clutch C0 which is a differential limiting device capable of selectively switching the power distribution mechanism 16 between the non-differential state and the differential state. Is provided. When the power distribution mechanism 16 is switched to the non-differential state by the switching clutch C0, the power transmission device 10 enters the stepped shift state, and when the power distribution mechanism 16 is switched to the differential state, the power transmission device 10 does not exist. A step shift state is entered. Therefore, in the hybrid vehicle in which the power transmission device 10 is selectively switched between the stepped shift state and the continuously variable shift state as in the present embodiment and the shift of the automatic transmission unit 20 can be executed in any state, the shift shock reduction. It is possible to achieve both a reduction in fuel consumption and a reduction in fuel consumption.

(A8) According to this embodiment, when the power transmission device 10 is in the continuously variable transmission state, for example, as shown in FIG. 10, the hybrid control means (engine rotational speed control means) 52 is connected to the automatic transmission unit 20. controlling the engine rotational speed N _E during the period until completion (t6 time) from the shift start (t2 time) of such substantially constant. By doing so, it is possible to suppress a shock caused by fluctuations in the rotational speed of the engine 8. The engine rotational speed N _E is controlled to be substantially constant by the differential state of the power distributing mechanism 16 is controlled.

  (A9) According to this embodiment, the stepped / continuous mode switch 46, which is a shift state manual selection device for selectively switching between the continuously variable transmission state and the stepped transmission state of the power transmission device 10, is provided. Since the power transmission device 10 is switched to the stepped speed change state or the stepless speed change state by switching the stepped / continuous mode switch 46, the power transmission device 10 is accurately stepped according to the driver's request. Switches to the shifting state or continuously variable shifting state.

  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. 14 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. 15 is a shift stage of the power transmission device 110. FIG. 16 is a collinear diagram illustrating a speed change operation of the power transmission device 110. FIG.

  In FIG. 14, a power transmission device 110 to which the control device of the present invention is applied includes a differential unit 11 including a first electric motor M1, a power distribution mechanism 16, and a second electric motor M2, and the differential unit 11 A forward three-stage automatic transmission unit 112 connected in series with the output shaft 22 via the transmission member 18 is provided. 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. 15, 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, so that a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes approximately in a ratio is obtained for each gear stage. 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 speed change 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.

  For example, when the power transmission device 110 functions as a stepped transmission, as shown in FIG. 15, 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. 15 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. 16 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. 16 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. 16, 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 power transmission device 110 of the present embodiment also includes the second electric motor M2 and the automatic transmission unit 112, and the control function as described above with reference to FIG. 6 is applied. Similar effects 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, when the torque phase compensation control is executed, the torque compensation amount is set according to whether the power transmission device 10 is in a continuously variable transmission state or a stepped transmission state, and the setting is performed. The torque compensation time is determined based on the torque compensation amount, and the output start timing (torque compensation start timing) of the second motor torque (compensation torque) T _M2 based on the torque phase start timing is determined. Although an example is described, the output start timing (torque compensation) of the second electric motor torque (compensation torque) T _M2 directly depends on whether the power transmission device 10 is in a continuously variable transmission state or a stepped transmission state. It does not matter if the start time is determined.

Further, although in the foregoing embodiments, the torque phase compensation control, automatic shifting portion 20 and the second electric motor torque T _M2 to reduce the drop in the output torque T _OUT of the automatic shifting portion 20 in the torque phase of the shift transient period Although it described as being temporarily controlled to increase, both torque for the temporary increase may be the engine torque T _E, an engine torque T _E and the second electric motor torque T _M2 It may be.

  Further, although the hybrid vehicle has been described in the above-described embodiment, only one of the engine 8 and the second electric motor M2 may be used as a driving force source for executing the torque phase compensation control. Both may be used. That is, it may be an electric vehicle or a normal engine vehicle.

Further, in the time chart of FIG. 10 of the above-described embodiment, the torque compensation amount for eliminating the drop of the output torque T _OUT in the torque phase of the automatic transmission unit 20 as shown by the solid line L_tflt constitutes the horizontal axis of FIG. FIG. 10 illustrates that the torque compensation amount for continuously variable transmission is set such that the output torque T _OUT of the automatic transmission unit 20 changes as indicated by a solid line L_tflt. However, the torque compensation amount for continuously variable transmission need not be 100% of the complete torque phase compensation amount, and may be smaller than the complete torque phase compensation amount. For example, the torque compensation amount for continuously variable transmission may be about 50% or 80% of the complete torque phase compensation amount. The torque compensation amount for continuously variable transmission and the torque compensation amount for stepped transmission may be set, for example, experimentally so that the magnitude relationship is maintained and the comfort is not impaired. Accordingly, when the power transmission device 10 is in the continuously variable transmission state, the torque compensation start timing is set at the same time as the torque phase start timing (time t3) as shown in FIG. There is no problem even if the torque compensation amount is delayed from the start time of the torque phase in accordance with the amount that the torque compensation amount is made smaller than the complete torque phase compensation amount.

  In the above-described embodiment, it is determined whether or not the remaining charge SOC of the power storage device 60 is sufficient prior to the execution of the torque phase compensation control. When the remaining SOC is insufficient, control for increasing the remaining charge SOC is executed. However, when such remaining charge SOC is insufficient, control for increasing the remaining charge SOC is executed. Is not required. Further, it is not necessary to change the shift point of the automatic transmission unit 20 when the remaining charge SOC is insufficient.

  In the above-described embodiment, the switching clutch C0 corresponds to the differential limiting device of the present invention. As the differential limiting device, two elements of the power distribution mechanism 16 are used as in the switching clutch C0. It is not limited to the engaging device fixed to each other. For example, the present invention can be described assuming that the switching brake B0 corresponds to the differential limiting device as long as the vehicle can shift the automatic transmission 20 when the switching brake B0 is engaged. Further, the differential limiting device is not limited to the engaging device.

  In the above-described embodiment, the power transmission device 10 is in a continuously variable transmission state or a stepped transmission state by switching the differential state of the power distribution mechanism 16, and the automatic transmission unit 20 performs a stepped transmission. The mechanical configuration for switching the power transmission device 10 to the continuously variable transmission state or the stepped transmission state and the mechanical configuration for performing the stepped transmission need not be independent of each other.

  In the above-described embodiment, the time charts of FIGS. 10 to 12 for explaining the torque phase compensation control executed by the torque compensation means 72 are the shifts from the second speed to the third speed of the automatic transmission unit 20. However, this is merely an example of shifting from the second speed to the third speed for the sake of easy understanding, and the torque phase is not changed in the shifting between the other shift stages of the automatic transmission unit 20. Compensation control may be executed.

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

  In the power transmission 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. Further, a configuration in which either one of the switching clutch C0 and the switching brake B0 is not 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.

1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a speed change operation and an operation of a hydraulic friction engagement device used therefor when 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 multiple types of shift positions 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. The torque compensation amount and the complete torque phase compensation amount in the torque phase compensation control executed by the torque compensation means in FIG. 6 in each of the stepped transmission state and the continuously variable transmission state of the vehicle power transmission device of FIG. It is the figure which showed the relationship. When the vehicle power transmission device of FIG. 1 is in a continuously variable transmission state, torque phase compensation control executed to suppress a drop in output torque in the torque phase of the shift of the automatic transmission unit will be described. It is a time chart, and the case where the automatic transmission unit is upshifted from the second gear to the third gear is taken as an example. When the vehicle power transmission device of FIG. 1 is in a stepped shift state, torque phase compensation control executed to suppress a drop in output torque in the torque phase of shift of the automatic transmission unit is described. It is a time chart, and the case where the automatic transmission unit is upshifted from the second gear to the third gear is taken as an example. It is an image figure of the time chart of the said output torque for comparing and explaining the case where the vehicle power transmission device of FIG. The torque compensation time in the torque phase compensation control depends on the main part of the control operation of the electronic control device of FIG. 4, that is, whether the vehicle power transmission device of FIG. 1 is in the stepped speed change state or the stepless speed change state. It is a flowchart explaining the control action to change. 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. 15 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. 14 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. 15 is a collinear diagram for explaining the relative rotational speeds of the respective gear stages when the vehicle power transmission device of FIG. 14 is operated in a stepped speed change operation, and is a collinear chart of the second embodiment corresponding to FIG. .

Explanation of symbols

8: Engine 10, 110: Power transmission device (vehicle power transmission device)
16: Power distribution mechanism (differential mechanism)
20, 112: Automatic transmission (stepped transmission)
38: Drive wheel 40: Electronic control device (control device)
72: Torque compensation means M1: first motor (differential motor)
M2: Second electric motor (electric motor, driving force source)
C0: Switching clutch (differential limiting device)

Claims (8)

In a vehicle power transmission device including a driving force source coupled to a drive wheel so as to be capable of transmitting power and a stepped transmission that forms part of a power transmission path, the vehicle power transmission device has a continuous gear ratio. A control device for a vehicle power transmission device that can selectively switch between a continuously variable transmission state that changes to a stepwise change state and a stepped transmission state that changes the gear ratio stepwise;
Torque compensation means for executing torque phase compensation control for controlling the output torque of the 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 in the transitional transition period. Including
In the torque phase compensation control, the torque compensator is configured to reduce the output torque of the stepped transmission unit when the vehicle power transmission device is in the stepped shift state, compared to the case of the stepless shift state. A control device for a vehicle power transmission device, characterized in that a torque compensation time during which an output torque of the driving force source for reducing a drop is output is shortened. The torque compensator is configured to reduce a drop in the output torque of the stepped transmission unit when the vehicle power transmission device is in a stepped shift state compared to a stepless shift state. The control device for a vehicle power transmission device according to claim 1, wherein the torque compensation time is shortened by delaying an output start timing of output torque of the driving force source. The control device for a vehicle power transmission device according to claim 1, wherein the driving force source is configured by an electric motor. The torque compensation means increases a torque compensation amount, which is mechanical energy output by the driving force source in the torque phase compensation control, as the difference in speed ratio between before and after the step change of the stepped transmission unit is larger. The control device for a vehicle power transmission device according to any one of claims 1 to 3. The torque compensation means increases a torque compensation amount, which is mechanical energy output by the driving force source in the torque phase compensation control, as the accelerator opening is larger. 2. A control device for a vehicle power transmission device according to item 1. The torque compensator is configured to control the driving force in the torque phase compensation control with reference to mechanical energy of the driving force source required to eliminate a drop in output torque of the stepped transmission unit in the torque phase. The control device for a vehicle power transmission device according to any one of claims 1 to 5, wherein a torque compensation amount which is mechanical energy output from a power source is determined. A differential mechanism coupled between the engine and the driving wheel; a differential motor coupled to the differential mechanism so as to transmit power; and a differential motor for controlling a differential state of the differential mechanism; and the differential A differential limiting device capable of selectively switching the mechanism between a non-differential state in which the differential action is disabled and a differential enable state in which the differential action is operable,
When the differential mechanism is switched to a non-differential state by the differential limiting device, the vehicle power transmission device is in a stepped speed change state, and the differential mechanism is switched to a differential enabled state by the differential limiting device. The vehicle power transmission device control device according to any one of claims 1 to 6, wherein the vehicle power transmission device is in a continuously variable transmission state. The rotational speed of the engine is controlled to be substantially constant from the start to the end of shifting of the stepped transmission unit when the vehicle power transmission device is in a continuously variable transmission state. The control device for a vehicle power transmission device according to claim 7.

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