JP2010115980A - Controller of vehicle power transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a vehicle power transmission having an engine, an electric differential unit and a transmission unit, the controller reducing a shift shock at the transmission unit in engine fuel cut-off state. <P>SOLUTION: A downshift line changing means 88 changes the downshift line of an automatic transmission unit 20 to a lower-speed side in fuel cut-off of the engine 8, compared with in normal running. In fuel cut-off of the engine 8, a shift shock is likely to occur when the automatic transmission unit 20 is shifted; the downshift line changing means 88 changes the downshift line of the automatic transmission unit 20 to the lower speed side in fuel cut-off than that in normal running, to thereby suitably reduce a shift shock that occurs during gear shifting. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle power transmission device including an engine, an electric differential unit in which a differential state is electrically controlled, and a transmission unit that constitutes a part of a power transmission path, and in particular, an engine fuel. It relates to control during cutting.

  An engine, a differential mechanism connected to a power transmission path between the engine and the drive wheel, and an electric motor connected to the differential mechanism so as to be able to transmit power are controlled, and an operating state of the electric motor is controlled A vehicular power transmission device is well known that includes an electric differential unit that controls the differential state of a differential mechanism and a transmission unit that forms part of the power transmission path. For example, the control device for a vehicle drive device of Patent Document 1 is an example. In Patent Document 1, when charging / discharging of the power storage device that supplies electric power to the electric motor is restricted, the speed change unit is configured so that the amount of charge / discharge to the power storage device is smaller than when charging / discharging of the power storage device is not restricted. A technique for performing the shift determination is disclosed. By being controlled in this way, the rotation speed of the electric motor can be appropriately controlled and the shift shock can be suppressed during the shift of the automatic transmission unit in a state where charging / discharging of the power storage device is restricted.

JP 2008-155802 A

  By the way, in the power transmission device including the electric differential unit and the transmission unit including Patent Document 1, in the fuel cut state of the engine, the torque due to the engine friction is estimated, and based on the torque due to the engine friction, The output torque of the electric motor is determined. However, it is difficult to accurately estimate the torque due to engine friction from the variation of components and changes over time, and it is difficult to appropriately control the output torque of the motor. Therefore, there is a difference between the actual torque of the engine and the estimated torque, and as a result, a difference also occurs between the actual input torque input to the transmission unit and the estimated input torque. As a result, the clutch torque capacity of the transmission unit cannot be properly controlled, and a shift shock may occur during a shift.

  The present invention has been made against the background of the above circumstances, and its object is to provide an engine, an electric differential unit in which a differential state is electrically controlled, and a part of a power transmission path. In the vehicular power transmission device including the transmission unit, the control device for the vehicular power transmission device that can reduce the shift shock of the transmission unit in the fuel cut state of the engine is provided.

  In order to achieve the above object, the gist of the invention according to claim 1 is as follows: (a) a differential mechanism and a differential mechanism connected to a power transmission path between the engine and the drive wheel. And an electric differential unit that controls a differential state of the differential mechanism by controlling an operation state of the motor, and a part of the power transmission path. A vehicle in which torque due to engine friction is estimated at the time of fuel cut of the engine, and the electric differential unit is controlled based on the estimated torque to set the input torque to the transmission unit (B) comprising a downshift line changing means for changing the downshift line of the transmission unit to a low vehicle speed side when the engine is fuel cut compared to during normal running. To.

  A gist of the invention according to claim 2 is that, in the control device for a vehicle power transmission device according to claim 1, the change of the downshift line is performed when charging of the power storage device is limited. To do.

  According to the control device for a vehicle power transmission device of the first aspect of the invention, the downshift line changing means changes the downshift line of the transmission unit to the low vehicle speed side when the engine is fuel cut compared to during normal running. To do. During engine fuel cut, it is difficult to estimate the engine friction, and it becomes difficult to set the input torque input to the transmission unit with high accuracy, and a shift shock during the shift is likely to occur when shifting the shift unit. However, when the downshift line changing means changes the downshift line of the transmission section during fuel cut to a lower vehicle speed side than during normal travel, the amount of change in the input shaft rotation speed before and after the shift of the transmission section is higher than normal. Therefore, the shift shock generated in the torque phase and the inertia phase is preferably reduced.

  According to the control device for a vehicle power transmission device of the invention according to claim 2, since the change of the downshift line is performed when charging of the power storage device is restricted, the downshift line is changed to the low vehicle speed side. Even if the charge amount is reduced along with this, since the charge amount of the power storage device has reached the upper limit, deterioration of fuel consumption is avoided.

  Here, preferably, the fuel cut represents a state in which fuel supply to the engine is stopped.

  Preferably, the torque due to engine friction represents a braking torque generated by a frictional force or rotational resistance between a piston and a piston cylinder of the engine.

  Preferably, the electric differential unit includes a differential mechanism including a planetary gear device, a first electric motor connected to a sun gear of the planetary gear device, and a second motor connected to a ring gear of the planetary gear device. The motor functions as an electric continuously variable transmission unit including the electric motor. In this way, the rotational speed of the power source connected to the carrier of the planetary gear device can be controlled by the first motor and the second motor, and the vehicle can be operated while maintaining the power source in an optimum operating state. The gear ratio can be controlled to run.

  Preferably, the overall transmission ratio of the vehicle power transmission device is formed based on the transmission ratio of the electric differential section and the transmission ratio of the transmission section. In this way, since the driving force can be widely obtained by using the gear ratio of the transmission unit, the efficiency of the electric continuously variable transmission control in the electric differential unit is further enhanced.

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

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 (corresponding to the vehicle power transmission device of the present invention) constituting a part of a power transmission device of a hybrid vehicle to which the present invention is applied. In FIG. 1, a transmission mechanism 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, A differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly through a pulsation absorbing damper (vibration damping device) (not shown), and the differential unit 11 to drive wheels 34 (FIG. 6). An automatic transmission unit 20 as a power transmission unit connected in series via a transmission member 18 in a power transmission path to the reference), and an output shaft 22 as an output rotation member connected to the automatic transmission unit 20; Are provided in series. The speed change mechanism 10 is preferably used in, for example, 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 connected driving power source, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine and a pair of drive wheels 34 (see FIG. 6) are provided to transmit power from the engine 8 to the power transmission. The differential gear device (final reduction gear) 32 (see FIG. 6) and a pair of axles that constitute a part of the path are sequentially transmitted to the pair of drive wheels 34.

  Thus, in the transmission mechanism 10 of the present embodiment, the engine 8 and the differential unit 11 are directly connected. This direct connection means that the connection is made without passing through 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.

  The differential unit 11 corresponding to the electric differential unit of the present invention is connected to a power transmission path between the engine 8 and the drive wheels 34, and is a difference for controlling the differential state of the power distribution mechanism 16. A mechanical mechanism that mechanically distributes the output of the engine 8 input to the input shaft 14 and the first motor M1 that functions as a motor for driving, and distributes the output of the engine 8 to the first motor M1 and the transmission member 18. A power distribution mechanism 16 serving as a differential mechanism, and a second electric motor M2 operatively coupled to rotate integrally with a transmission member 18 functioning as an output shaft. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has at least a generator (power generation) function for generating a reaction force, and the second electric motor. Since M2 functions as a traveling motor that outputs driving force as a driving force source for traveling, M2 has at least a motor (motor) function. 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 transmission mechanism 10, and are cooled by hydraulic fluid of the automatic transmission unit 20 that is a working fluid of the transmission mechanism 10.

  The power distribution mechanism 16 corresponding to the differential mechanism of the present invention is mainly composed of a single pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 (= 0.416). The differential planetary gear unit 24 includes a differential sun gear S0, a differential planetary gear P0, a differential carrier CA0 that supports the differential planetary gear P0 so as to rotate and revolve, and a differential sun gear via the differential planetary gear P0. A differential ring gear R0 meshing with S0 is provided as a rotating element. When the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, to constitute the first rotating element RE1, and the differential sun gear S0 is connected to the first electric motor M1 to be the second rotating element RE2. The differential ring gear R0 is connected to the transmission member 18 to form a third rotating element RE3. In the power distribution mechanism 16 configured in this manner, the differential sun gear S0, the differential carrier CA0, and the differential ring gear R0, which are the three elements of the differential planetary gear device 24, are capable of relative rotation with respect to each other. Therefore, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and the first part of the distributed output of the engine 8 is the first. Since the electric energy generated from the electric motor M1 is stored or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is caused to function as an electrical differential device, for example, the differential unit. 11 is a so-called continuously variable transmission state, and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the differential unit 11 is an electrically stepless variable gear whose ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed N ₁₈ of the transmission member ₁₈ ) is continuously changed from the minimum value γ0min to the maximum value γ0max. It functions as a transmission.

  The automatic transmission unit 20 (transmission unit) corresponding to the transmission unit of the present invention constitutes a part of a power transmission path between the engine 8 and the drive wheels 34, and is a single pinion type first planetary gear unit 26. The planetary gear type multi-stage transmission includes a single pinion type second planetary gear device 28 and functions as a stepped automatic transmission unit. 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 that meshes with the first gear R1 has a predetermined gear ratio ρ1 (= 0.488). 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. Is provided with a second ring gear R2 that meshes with the second gear R2 (= 0.455). When 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, and the number of teeth of the second ring gear R2 is ZR2, the gear ratio ρ1 is ZS1 / ZR1. The gear ratio ρ2 is ZS2 / ZR2.

  In the automatic transmission unit 20, the first sun gear S1 is connected to the transmission member 18 via the third clutch C3 and selectively connected to the case 12 via the first brake B1, and the first carrier CA1 and the second ring gear are connected. R2 is integrally connected to the transmission member 18 via the second clutch C2, and is selectively connected to the case 12 via the second brake B2, and the first ring gear R1 and the second carrier CA2 Are integrally connected to the output shaft 22, and the second sun gear S2 is selectively connected to the transmission member 18 via the first clutch C1. Further, the first carrier CA1 and the second ring gear R2 are coupled to the case 12 which is a non-rotating member via a one-way clutch F1 and allowed to rotate in the same direction as the engine 8, but are not allowed to rotate in the reverse direction. ing. As a result, the first carrier CA1 and the second ring gear R2 function as rotating members that cannot rotate in reverse.

In addition, the automatic transmission unit 20 performs clutch-to-clutch shift by releasing the disengagement side engagement device and engaging the engagement side engagement device, and selectively establishes a plurality of gear stages (shift stages). As a result, a transmission gear ratio γ (= rotational speed N ₁₈ of the transmission member ₁₈ / rotational speed N _OUT of the output shaft 22) that changes substantially in a ratio is obtained for each gear stage. For example, as shown in the engagement operation table of FIG. 2, the first speed gear stage with a gear ratio of about “3.20” is established by the engagement of the first clutch C1 and the one-way clutch F1, The first gear C1 and the first brake B1 are engaged to establish a second gear speed stage with a gear ratio of about “1.72”, and the first clutch C1 and the second clutch C2 are engaged to change the gear ratio. The third speed gear stage that is about “1.00” is established, and the fourth speed gear stage that is about “0.67” is established by engagement of the second clutch C2 and the first brake B1. Then, the reverse gear stage in which the gear ratio becomes about “2.04” is established by the engagement of the third clutch C3 and the second brake B2. Further, the neutral "N" state is established by releasing the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2. In addition, the second brake B2 is engaged during the engine braking of the first gear.

  As described above, the power transmission path in the automatic transmission unit 20 is the combination of the engagement and release of the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2. Thus, the state is switched between a power transmission enabling state that enables power transmission through the power transmission path and a power transmission cutoff state that interrupts power transmission. That is, when any one of the first to fourth gears and the reverse gear is established, the power transmission path is in a state capable of transmitting power, and none of the gears is established. When the neutral “N” state is established, the power transmission path is brought into a power transmission cutoff state.

  The first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 (hereinafter referred to as the clutch C and the brake B unless otherwise specified) are conventional automatic transmissions for vehicles. A hydraulic friction engagement device as an engagement element often used in a machine, and a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or an outer peripheral surface of a rotating drum One end of one or two bands wound around is composed of 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 transmission mechanism 10 configured as described above, the differential unit 11 that functions as a continuously variable transmission and the automatic transmission unit 20 constitute a continuously variable transmission. Further, by controlling the gear ratio of the differential unit 11 to be constant, the differential unit 11 and the automatic transmission unit 20 can configure a state equivalent to a stepped transmission.

Specifically, 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 at least one shift of the automatic transmission unit 20 is performed. The rotational speed input to the automatic transmission unit 20 with respect to the stage M (hereinafter referred to as the input rotational speed of the automatic transmission unit 20), that is, the rotational speed of the transmission member 18 (hereinafter referred to as the transmission member rotational speed N ₁₈ ) changes steplessly. As a result, a continuously variable gear ratio width is obtained at the gear stage M. Therefore, the overall speed ratio γT of the transmission mechanism 10 (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 22) is obtained continuously, and the transmission mechanism 10 constitutes a continuously variable transmission. The overall speed ratio γT of the speed change mechanism 10 is a total speed ratio γT of the speed change mechanism 10 as a whole formed based on the speed ratio γ0 of the differential portion 11 and the speed ratio γ of the automatic speed change portion 20.

For example, first gear or transmission member rotational speed N ₁₈ is continuously variable varying for each gear of the fourth gear and the reverse gear position of the automatic transmission portion 20 indicated in the table of FIG. 2 As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 10 as a whole can be obtained continuously.

  Further, the gear ratio of the differential unit 11 is controlled to be constant, and the clutch C and the brake B are selectively engaged and operated, so that one of the first gear to the fourth gear or the reverse drive By selectively establishing the gear stage (reverse gear stage), a total gear ratio γT of the transmission mechanism 10 that changes approximately in a ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the transmission mechanism 10.

FIG. 3 is 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 in the speed change mechanism 10 including the differential portion 11 and the automatic speed change portion 20. The figure 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, and 28 and a vertical axis indicating the relative rotational speed. indicates horizontal line X1 rotation speed zero lower of horizontal lines, represents the rotational speed N _E of the engine 8 upper horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 14, X3 differential The rotational speed of the 3rd rotation element RE3 mentioned later inputted into the automatic transmission part 20 from the part 11 is shown.

  Also, three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 are the differential unit sun gear S0, the first corresponding to the second rotating element RE2 in order from the left side. The relative rotational speeds of the differential part carrier CA0 corresponding to the first rotational element RE1 and the differential part ring gear R0 corresponding to the third rotational element RE3 are shown, and the distance between them is the gear ratio ρ0 of the differential planetary gear unit 24. It is determined according to. Further, the four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission unit 20 connect the second sun gear S2 corresponding to the fourth rotation element RE4 to each other corresponding to the fifth rotation element RE5 in order from the left. The first ring gear R1 and the second carrier CA2 that are connected to each other, the first carrier CA1 and the second ring gear R2 that are connected to each other corresponding to the sixth rotation element RE6, and the first sun gear S1 that corresponds to the seventh rotation element RE7. These are expressed respectively and their intervals are determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 26 and 28, 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 interval between the sun gear and the carrier is set to correspond to "1" for each of the first and second planetary gear devices 26 and 28, and the interval between the carrier and the ring gear corresponds to ρ. Set to the interval to be

  If expressed using the collinear diagram of FIG. 3 described above, the speed change mechanism 10 of the present embodiment is configured so that the first rotating element RE1 (differential) of the differential planetary gear device 24 in the power distribution mechanism 16 (differential portion 11). The carrier CA0) is connected to the input shaft 14, that is, the engine 8, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor M2. Thus, the rotation of the input shaft 14 is transmitted (inputted) to the automatic transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential sun gear S0 and the rotational speed of the differential ring gear R0 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and the difference indicated by the intersection of the straight line L0 and the vertical line Y3. When the rotational speed of the moving ring gear R0 is constrained by the vehicle speed V, the rotational speed of the first electric motor M1 is controlled to control the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1. When the rotation is raised or lowered, the rotational speed, or the engine rotational speed N _E of the differential carrier CA0, represented by an intersecting point between the straight line L0 and the vertical line Y2 is increased or decreased.

Further, the rotation of the differential sun gear S0 is the same speed as the engine speed N _E by controlling the rotational speed of the first electric motor M1 such speed ratio γ0 of the differential portion 11 is fixed to "1" When the straight line L0 is aligned with the horizontal line X2, the rotational speed, i.e., the power transmitting member 18 of the differential ring gear R0 at a speed equal to the engine speed N _E is rotated. Alternatively, the rotation of the differential sun gear S0 is made zero by controlling the rotational speed of the first electric motor M1 so that the speed ratio γ0 of the differential unit 11 is fixed to a value smaller than “1”, for example, about 0.7. that the straight line L0 is the state shown in FIG. 3, it is higher than the engine speed N _E and the power transmitting member 18 is rotated.

  Further, in the automatic transmission unit 20, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the first clutch C1, the fifth rotation element RE5 is connected to the output shaft 22, and the sixth rotation element RE6 is the sixth rotation element RE6. It is selectively connected to the transmission member 18 via the second clutch C2 and selectively connected to the case 12 via the second brake B2, and the seventh rotating element RE7 is connected to the transmission member 18 via the third clutch C3. It is selectively connected to the case 12 via the first brake B1.

In the automatic transmission unit 20, for example, when the rotational speed of the differential sun gear S0 is made substantially zero by controlling the rotational speed of the first electric motor M1 in the differential unit 11, the straight line L0 is brought into the state shown in FIG. is output to the third rotating element RE3 are speed higher than the speed N _E. Then, as shown in FIG. 3, when the first clutch C1 and the second brake B2 are engaged, the intersection of the vertical line Y4 indicating the rotational speed of the fourth rotating element RE4 and the horizontal line X3 and the sixth rotating element A first intersection at an oblique line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of RE6 and the horizontal line X1 and a vertical line Y5 indicating the rotational speed of the fifth rotational element RE5 connected to the output shaft 22 is the first. The rotational speed of the high-speed output shaft 22 is shown. 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 Y5 indicating the rotational speed of the fifth rotating element RE5 connected to the output shaft 22. The rotational speed of the output shaft 22 of 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 fifth rotational element RE5 connected to the output shaft 22 The rotation speed of the output shaft 22 at the third speed is indicated by the intersection with the vertical line Y5 indicating the rotation speed, and the oblique straight line L4 and the output shaft determined by engaging the second clutch C2 and the first brake B1. The rotational speed of the fourth-speed output shaft 22 is shown at the intersection with the vertical line Y5 indicating the rotational speed of the fifth rotational element RE5 connected to the second rotational element RE5.

FIG. 4 exemplifies signals input to the electronic control device 80 that is a control device for controlling the speed change mechanism 10 of the present embodiment and signals output from the electronic control device 80. The electronic control unit 80 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance 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 80 receives a signal representing the engine water temperature TEMP _W that is the temperature of the cooling fluid of the engine 8 and the shift position P _{SH of the} shift lever 52 (see FIG. 5) from each sensor and switch as shown in FIG. and a signal representative of the number of operations such as in the "M" position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal representative of the gear ratio sequence set value, a signal for commanding the M mode (manual shift running mode) , A signal representing the operation of the air conditioner, a signal representing the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22 detected by the vehicle speed sensor 46 (see FIG. 1) and the traveling direction of the vehicle, and the hydraulic oil temperature of the automatic transmission unit 20 signal representing the T _OIL, the signal representative of the emergency brake operation, a signal indicative of a foot brake operation, a signal indicative of the catalyst temperature, access corresponding to the output demand of the driver A signal indicating the accelerator opening Acc, which is the amount of pedal operation, a signal indicating the cam angle, a signal indicating the snow mode setting, a signal indicating the longitudinal acceleration G of the vehicle, a signal indicating the auto cruise traveling, the weight of the vehicle (vehicle weight) , A signal representing the wheel speed of each wheel, a rotational speed N _M1 of the first electric motor M1 detected by a rotational speed sensor 42 such as a resolver (hereinafter referred to as “first electric motor rotational speed N _M1 ”), and its A signal indicating the rotational direction, a rotational speed N _M2 of the second electric motor M2 detected by a rotational speed sensor 44 (see FIG. 1) such as a resolver (hereinafter referred to as “second electric motor rotational speed N _M2 ”), and a rotational direction thereof , A signal representing the remaining charge (charged state) SOC of the power storage device 56 (see FIG. 6) that charges and discharges between the motors M1 and M2 via the inverter 54, respectively. It is fed. The rotational speed sensors 42 and 44 and the vehicle speed sensor 46 are sensors that can detect not only the rotational speed but also the rotational direction. When the automatic transmission unit 20 is in the neutral position while the vehicle is running, the vehicle speed sensor 46 The direction of travel is detected.

From the electronic control unit 80, an engine output control unit 58 (see FIG. 6) for controlling the output P _{E of the} engine 8 (the unit is, for example, “kW”; hereinafter referred to as “engine output P _E ”) Control signal, for example, a drive signal to the throttle actuator 64 for operating the throttle valve opening θ _TH of the electronic throttle valve 62 provided in the intake pipe 60 of the engine 8, the intake pipe 60 by the fuel injection device 66 or the in-cylinder of the engine 8 A fuel supply amount signal for controlling the fuel supply amount to the engine, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 68, a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric motor for operating the electric air conditioner Air conditioner drive signal, command signal for commanding operation of motors M1 and M2, shift position (operation position) display signal for operating shift indicator , A gear ratio display signal for displaying a gear ratio, a snow mode display signal for displaying that it is in a snow mode, an ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, and an M mode Is included in the hydraulic control circuit 70 (see FIG. 6) for controlling the hydraulic actuator of the hydraulic friction engagement device of the differential unit 11 and the automatic transmission unit 20. valve command signals for actuating electromagnetic valves (linear solenoid valves), a signal for pressure regulating the line pressure P _L by the hydraulic control circuit regulator valve (pressure regulating valve) provided in 70, pressurized the line pressure P _L is adjusted A drive command signal for operating an electric hydraulic pump, which is a hydraulic source of the original pressure for driving, a signal for driving the electric heater, Signal or the like to the over's control control computer is output, respectively.

FIG. 5 is a diagram showing an example of a shift operation device 50 as a switching device for switching a plurality of types of shift positions _PSH by an artificial operation. The shift operation device 50 includes, for example, a shift lever 52 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 52 is in a neutral state, that is, a neutral state in which the power transmission path in the transmission mechanism 10, that is, the automatic transmission unit 20 is interrupted, and a parking position “P (parking) for locking the output shaft 22 of the automatic transmission unit 20. ) ”, Reverse travel position“ R (reverse) ”for reverse travel, neutral position“ N (neutral) ”to establish neutral state where power transmission path in transmission mechanism 10 is cut off, automatic transmission mode established Of the speed change mechanism 10 obtained by the stepless speed change ratio width of the differential unit 11 and each gear stage that is automatically controlled to shift within the range of the first to fourth speed gears of the automatic transmission unit 20. A forward automatic shift travel position “D (drive)” for executing automatic shift control within a change range of the total gear ratio γT that can be shifted, or a manual shift travel mode (manual mode) The by established is provided so as to be manually operated to the forward manual shift drive position for setting a so-called shift range that limits the speed position of the high-speed side of the automatic transmission portion 20 "M (Manual)".

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 52, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 70 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 clutches C1 to C1 that cannot drive the vehicle in which the power transmission path in the automatic transmission unit 20 is released so that any of the first clutch C1 to the third clutch C3 is released. This is a non-driving position for selecting switching to the power transmission cutoff state of the power transmission path by the third clutch C3. 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. Power transmission of the power transmission path by the first clutch C1 to the third clutch C3 that enables driving of the vehicle to which the power transmission path in the automatic transmission 20 is connected so that at least one of the third clutch C3 is engaged. It is also a drive position for selecting switching to a possible state.

FIG. 6 is a functional block diagram for explaining the main part of the control function by the electronic control unit 80. In FIG. 6, the stepped shift control means 82 includes an upshift line (solid line) and a downshift line (one point) stored in advance with the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 as shown in FIG. relationship with dashed line) (shift diagram, based on the vehicle state indicated by the required output torque T _OUT of the actual vehicle speed V and the automatic shifting portion 20 from the shift map), whether to execute the shifting of the automatic shifting portion 20 That is, that is, the shift stage to be shifted by the automatic transmission unit 20 is determined, and the automatic shift control of the automatic transmission unit 20 is executed so that the determined shift stage is obtained. The accelerator opening Acc and the required output torque T _OUT (vertical axis in FIG. 7) of the automatic transmission unit 20 have a correspondence relationship in which the required output torque T _OUT increases in accordance with the increase in the accelerator opening Acc. Therefore, the vertical axis of the shift diagram in FIG. 7 may be the accelerator opening Acc.

  At this time, the stepped shift control means 82 engages and / or engages the hydraulic friction engagement device involved in the shift of the automatic transmission unit 20 so that the shift stage is achieved, for example, according to the engagement table shown in FIG. A clutch-to-clutch shift is executed by releasing a release command (shift output command, hydraulic pressure command), that is, by releasing the release-side engagement device involved in the shift of the automatic transmission unit 20 and engaging the engagement-side engagement device. Command to output to the hydraulic control circuit 70. In accordance with the command, for example, the hydraulic control circuit 70 releases the disengagement side engagement device and engages the engagement side engagement device so that the shift of the automatic transmission unit 20 is executed. A linear solenoid valve is actuated to actuate a hydraulic actuator of a hydraulic friction engagement device that is involved in the speed change.

The hybrid control means 84 operates the engine 8 in an efficient operating range, while changing the driving force distribution between the engine 8 and the second electric motor M2 and the reaction force generated by the first electric motor M1 to be optimized. Thus, the gear ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled. For example, at the traveling vehicle speed V at that time, the target (request) output of the vehicle is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and the total required from the target output and the required charging value of the vehicle. calculates a target output, and calculate the transmission loss so that the total target output is obtained, the auxiliary load, the target engine output in consideration of the assisting torque of the second electric motor M2 (requested engine output) P _ER, the goal controlling the amount of power generated by the first electric motor M1 controls the engine 8 so that the engine rotational speed N _E and engine torque T _E by the engine output P _ER is obtained.

For example, the hybrid control means 84 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 84, to achieve both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate composed of the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 In this way, an optimum fuel consumption rate curve (fuel consumption map, relationship) which is a kind of operation curve of the engine 8 as shown by the broken line in FIG. For example, an engine output P required to satisfy a target output (total target output, required driving force) so that the engine 8 can be operated while the eight operating points (hereinafter referred to as “engine operating points”) are being met. so that the engine torque T _E and the engine rotational speed N _E for generating _E, determines the target value of the overall speed ratio γT of the transmission mechanism 10, so that the target value is obtained Further, the gear ratio γ0 of the differential unit 11 is controlled in consideration of the gear position of the automatic transmission unit 20, and the total gear ratio γT is controlled within the changeable range. Here, the above-mentioned engine operating point, indicating the operating state of the engine rotational speed N _E and the engine 8 in a two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 8 is exemplified by such engine torque T _E operation Is a point.

  At this time, the hybrid control means 84 supplies the electric energy generated by the first electric motor M1 to the power storage device 56 and the second electric motor M2 through the inverter 54, so that the main part of the power of the engine 8 is mechanically transmitted to the transmission member 18. 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 54, 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.

Further, the hybrid control means 84 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. It controls the rotation of the engine rotational speed N _E to any rotational speed or maintained substantially constant. In other words, the hybrid control means 84, rotating the first electric motor speed N _M1 and / or the second electric motor rotation speed N _M2 while controlling any rotational speed or to maintain the engine speed N _E substantially constant for any The rotation can be controlled to the speed. Further, the hybrid control means 84 shifts the differential unit 11 in the opposite direction so as to cancel the shift with respect to the shift direction of the automatic transmission unit 20, so that the total transmission ratio γT before and after the shift of the automatic transmission unit 20. Can be kept constant.

For example, the hybrid control means 84 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E during running of the vehicle, the vehicle speed V the second electric motor rotation speed N which is bound to the (drive wheels 34) The first motor rotation speed N _M1 is increased while maintaining _M2 substantially constant. The hybrid control means 84 when maintaining the engine speed N _E at the nearly fixed level during the shifting of the automatic shifting portion 20, due to the shift of the automatic transmission portion 20 while maintaining the engine speed N _E substantially constant The first motor rotation speed N _M1 is changed in the direction opposite to the change of the second motor rotation speed N _M2 .

The hybrid control means 84 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control, and controls the fuel injection amount and injection timing by the fuel injection device 66 for fuel injection control. a command to control the ignition timing by the ignition device 68 such as an igniter for controlling alone or in combination with output to the engine output control device 58, an output control of the engine 8 so as to generate the necessary engine output P _E The engine output control means to perform is functionally provided.

For example, the hybrid controller 84 basically drives the throttle actuator 64 based on the accelerator opening Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Throttle control is executed so that Further, the engine output control device 58 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control according to the command from the hybrid control means 84, and the fuel injection by the fuel injection device 66 for fuel injection control. The engine torque control is executed by controlling the ignition timing by an ignition device 68 such as an igniter for controlling the ignition timing.

Further, the hybrid control means 84 uses the second electric motor M2 as a driving force source for traveling by the electric CVT function (differential action) of the differential unit 11 regardless of whether the engine 8 is stopped or in an idle state. Can be made. For example, the hybrid control means 84, typically a relatively low output torque T _OUT region or low engine torque T _E region the engine efficiency is poor compared to the high torque region, or a relatively low vehicle speed range of the vehicle speed V That is, the motor travel is executed in the low load region. Further, the hybrid control means 84 controls the first motor rotation speed N _M1 at a negative rotation speed in order to suppress the drag of the stopped engine 8 and improve fuel consumption during the motor running, for example, the first electric motor M1 is rotated in idle and by a no-load state, to maintain the engine speed N _E at zero or substantially zero as needed by the electric CVT function of the differential portion 11 (differential action).

  In addition, the hybrid control means 84 is the electric energy from the first electric motor M1 and / or the power storage device 56 by the electric path described above even in the engine traveling region where the engine 8 travels using the engine 8 as a driving force source for traveling. The so-called torque assist for assisting the power of the engine 8 is possible by supplying the electric energy from the second motor M2 and driving the second motor M2 to apply torque to the drive wheels 34. Therefore, the engine traveling of the present embodiment includes a case where the engine 8 is used as a driving power source for traveling and a case where both the engine 8 and the second electric motor M2 are used as driving power sources for traveling. The motor traveling in this embodiment is traveling that stops the engine 8 and uses the second electric motor M2 as a driving force source for traveling.

  Further, the hybrid control means 84 makes the first electric motor M1 in a no-load state and freely rotates, that is, idles, so that the differential unit 11 cannot transmit torque, that is, the power transmission path in the differential unit 11 is interrupted. It is possible to make the state equivalent to the state in which the output from the differential unit 11 is not generated. That is, the hybrid control means 84 can place the differential motor 11 in a neutral state (neutral state) in which the power transmission path is electrically cut off by setting the first electric motor M1 to a no-load state.

  Further, the hybrid control means 84 is transmitted from the kinetic energy of the vehicle, that is, from the drive wheels 34 to the engine 8 side in order to improve fuel efficiency, for example, when coasting with the accelerator off (during coasting) or braking with a foot brake. The second electric motor M2 is rotationally driven by the reverse driving force to act as a generator, and the electric energy, that is, the second electric motor generated current is charged to the power storage device 56 via the inverter 54 as a regeneration control means. The regenerative control is performed so that the regenerative amount is determined based on the braking force distribution of the braking force by the hydraulic brake for obtaining the braking force according to the remaining charge SOC of the power storage device 56 and the brake pedal operation amount. Is done.

The hybrid control means 84, when the engine is fuel cut fuel supply from the fuel injector 66 is stopped, the engine torque estimating unit 86 for estimating the engine torque T _E on the basis of the engine friction of the engine 8 (frictional force) Functionally. Engine torque estimation means 86, for example, the engine rotational speed N _E, based on a preset map or a relational expression or the like from the signal of the engine oil oil temperature or the like, to estimate the engine torque T _E by the engine friction. Then, the hybrid control means 84, by controlling the output torque of the first electric motor M1, based on the estimated engine torque T _E, to control the input torque input to the rotating state and the transmission portion of the differential portion 11 .

FIG. 9 is a diagram illustrating a torque output direction and a rotation state of each rotation element of the differential section 11 at the time of engine fuel cut. As shown in FIG. 9, the engine friction in the engine 8 (frictional force), engine torque T _E in the direction of braking the engine (stopping) acts. Further, by the torque output of the first electric motor M1 in response to the engine torque T _E to the drive side (power running side), an engine brake control using the engine friction is performed. At this time, regenerative control by the second electric motor M2 is also performed. The above control is preferably performed when the charge amount of the power storage device 56 is limited. Specifically, when the charge capacity SOC of the power storage device 56 reaches a controllable upper limit and the charge amount of the power storage device 56 is limited, the regeneration amount by the second motor M2 is limited, but the second motor M2 By supplying the electric energy generated by the electric motor for driving the first electric motor M1, the amount of charge to the power storage device 56 can be limited or eliminated.

However, although the engine torque estimating unit 86 by the engine torque T _E is estimated, engine friction (friction force) from affecting well as parts of variations and component aging of the engine 8, can be accurately estimated It becomes difficult. Further, based on the estimated engine torque T _E, that the output torque of the first electric motor M1 is controlled, the input torque to the automatic transmission portion 20 is set, even if the input torque to the automatic transmission portion 20 Similarly, because they are set on the basis of the engine torque T _E that is estimated, so that the input torque and the difference in the actual automatic transmission portion 20 a also estimates the input torque occurs. In the present embodiment, the input shaft of the automatic transmission unit 20 corresponds to the transmission member 18, and the torque and rotation speed N ₁₈ of the transmission member 18 correspond to both the input torque and input shaft rotation speed of the automatic transmission unit 20. is doing.

  Here, when the vehicle speed V decreases with the engine fuel cut and the downshift of the automatic transmission unit 20 is performed (coast downshift), the actual input torque to the automatic transmission unit 20 and the estimated input torque Therefore, it is difficult to properly control the clutch torque capacity of the automatic transmission unit 20 (specifically, engagement hydraulic pressure control). In addition, the control accuracy of the torque down control and the like performed at the end of the shift of the automatic transmission unit 20 also decreases. Therefore, there is a possibility that a shift shock or a pull-in feeling may occur during downshift. On the other hand, the downshift line changing unit 88 changes the downshift line of the automatic transmission unit 20 shown in FIG. 7 to the low vehicle speed side, thereby reducing the shift shock and the feeling of pulling in to the driver. Hereinafter, the control will be described.

  Returning to FIG. 6, it is determined whether or not the downshift line changing unit 88 is implemented based on the determination results of the fuel cut determining unit 90 and the charge restriction determining unit 92. The fuel cut determination means 90 determines whether or not the engine 8 is in the engine rotation state, that is, during fuel cut. The fuel cut of the engine 8 is determined based on, for example, whether or not the accelerator opening Acc indicating the amount of operation of the accelerator pedal is zero, or whether or not the fuel injection device 66 is stopped.

  Further, the charge restriction determination unit 92 determines whether or not the charge amount of the power storage device 56 is in a restricted state. The charge restriction determination unit 92 determines the charge restriction of the power storage device 56 based on whether or not the charge capacity SOC of the power storage device 56 has reached a threshold value set in the vicinity of the preset upper limit value, for example. Determine.

  The downshift line changing unit 88 is executed when the fuel cut determining unit 90 determines that the engine fuel cut state has been established, and the charging restriction determining unit 92 determines that charging of the power storage device 56 is limited. The The downshift line changing means 88 changes the downshift line to the low vehicle speed side with respect to the shift diagram during normal running shown in FIG. FIG. 10 shows an example of a shift diagram when the downshift line changing means 88 is implemented. As shown in FIG. 10, for example, the downshift line from the 3rd speed gear stage to the 2nd speed gear stage is lower on the low output torque side (low accelerator opening side) than in normal driving as shown by the broken line. The vehicle speed has been changed. Similarly, the downshift line from the 4th speed gear stage to the 3rd speed gear stage is changed to a lower vehicle speed side than during normal driving on the low output torque side (low accelerator opening side) as shown by the broken line. ing. Note that the downshift line from the second speed gear stage to the first speed gear stage is the same as the downshift line during normal running because it is the motor running area in the low output area.

  Further, the present invention is not limited to the change mode of the downshift line shown in FIG. 10. For example, only when the accelerator opening degree Acc is zero, the vehicle speed V to be downshifted is a vehicle speed (Va, Vb) may be set. Furthermore, the entire downshift line in FIG. 7 may be translated to the low vehicle speed side. Note that the vehicle speeds (Va, Vb) are set experimentally in advance, and are set to values at which the change in rotational speed of the input shaft of the automatic transmission unit 20 before and after the shift becomes sufficiently small and the shift shock is suitably reduced. The

  As described above, when the downshift line is changed to the low vehicle speed side by the downshift line changing means 88, when the automatic transmission unit 20 is downshifted from the fuel cut state (accelerator opening zero state), during normal driving Since the rotation speed of the input shaft (transmission member 18) of the automatic transmission unit 20 before and after the shift is changed is smaller than that during the normal shift, the automatic transmission unit 20 is performed at a lower vehicle speed. The shift shock and pull-in feeling generated during the 20 torque phases and inertia phases are reduced. That is, even if there is a difference between the estimated value based on the engine friction of the input torque of the automatic transmission unit 20 and the actual value, the change in the rotational speed at the time of the shift is reduced, so that the shift shock and the pull-in feeling are reduced. Further, since the downshift line is changed to the low vehicle speed side, the frequency of shifting is reduced, so that the shift shock and the pull-in feeling are suppressed. Here, if the downshift line is changed to the low vehicle speed side, the amount of power generated by the second electric motor M2 is normally reduced and the fuel efficiency is lowered, but the downshift line changing means 88 is implemented. In this case, since the charging capacity SOC of the power storage device 56 has reached the vicinity of the upper limit value, the fuel consumption of the vehicle is not affected.

  FIG. 11 is a flowchart for explaining a control operation that can reduce a shift shock and a feeling of pulling in a main part of the control operation of the electronic control unit 80, that is, a shift of the automatic transmission unit 20 performed during engine fuel cut. For example, it is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds.

  First, in step SA1 (hereinafter, step is omitted) corresponding to the charge restriction determination unit 92, it is determined whether or not the charge amount of the power storage device 56 is restricted. If SA1 is negative, this routine is terminated. If SA1 is affirmed, it is determined in SA2 corresponding to the fuel cut determination means 90 whether or not the engine is in the engine rotation state, that is, the engine fuel cut state. If SA2 is negative, this routine is terminated. If SA2 is positive, in SA3 corresponding to the downshift line changing means 88, the downshift line is changed to the low vehicle speed side as shown in FIG. 10, for example. Thereby, the shift shock and the pull-in feeling are reduced based on the fact that the change in the rotational speed during the downshift of the automatic transmission unit 20 is reduced.

  As described above, according to the present embodiment, the downshift line changing means 88 changes the downshift line of the automatic transmission unit 20 to the lower vehicle speed side when the fuel of the engine 8 is cut than when the engine 8 is running normally. . When the engine 8 is fuel cut, it is difficult to estimate the engine friction, and it is difficult to set the input torque input to the automatic transmission unit 20 with high accuracy. However, when the downshift line changing means 88 changes the downshift line of the automatic transmission unit 20 during fuel cut to a lower vehicle speed side than during normal driving, the input shaft rotation before and after the shift of the automatic transmission unit 20 is facilitated. Since the amount of change in speed is smaller than normal, the shift shock that occurs during the torque phase and inertia phase is suitably reduced.

  In addition, according to the present embodiment, the downshift line is changed when charging of the power storage device 56 is limited. Therefore, even if the amount of charge decreases due to the change of the downshift line to the low vehicle speed side, Since the charging amount of the device 56 has reached the vicinity of the upper limit value, deterioration of fuel consumption is avoided.

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

  For example, in the above-described embodiment, the downshift line from the second speed gear stage to the first speed gear stage is not changed to the low vehicle speed side, but the second speed gear stage to the first speed stage is not changed. A downshift line to the gear stage may also be set.

  Further, in the above-described embodiment, the automatic transmission unit 20 is capable of four-speed shifting, but the present invention is not limited to the configuration of the automatic transmission unit 20, the number of shift stages, and the like. If possible, the present invention can be applied as appropriate.

  In the above-described embodiment, the downshift line changing unit 88 is implemented when the charge amount of the power storage device 56 is limited, but is not necessarily limited to when the charge amount of the power storage device 56 is limited. Instead, the downshift line changing unit 88 may be implemented regardless of the charge capacity SOC of the power storage device 56.

  In the above-described embodiment, the regeneration control by the second electric motor M2 is performed during the fuel cut. However, the regeneration control by the second electric motor M2 is not necessarily performed.

  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 thereto, and the engine 8 or the transmission member 18 to the drive wheels 34 are not limited thereto. It may be directly or indirectly connected to a power transmission path between them via a transmission, a planetary gear device, an engagement device or the like.

  Further, in the above-described embodiment, by controlling the operating state of the first electric motor M1, the differential unit 11 has the electric gear ratio γ0 continuously changed from the minimum value γ0min to the maximum value γ0max. Although the present invention functions as a step transmission, the present invention can be applied even if the gear ratio γ0 of the differential portion 11 is not changed continuously but is changed stepwise using a differential action. Can do.

  In the above-described embodiment, the differential unit 11 includes a differential limiting device that is provided in the power distribution mechanism 16 and is operated as at least a two-stage forward transmission by limiting the differential action. It may be.

  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 via, for example, a gear, a belt, or the like, and needs to be disposed on a common shaft center. Absent.

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

  In the above-described embodiment, the hydraulic friction engagement device such as the first clutch C1 and the second clutch C2 is a magnetic type such as a powder (magnetic powder) clutch, an electromagnetic clutch, an engagement type dog clutch, an electromagnetic type, You may be comprised from the mechanical engagement apparatus. For example, in the case of an electromagnetic clutch, the hydraulic control circuit 70 is configured by a switching device, an electromagnetic switching device, or the like that switches an electrical command signal circuit to the electromagnetic clutch, not a valve device that switches an oil passage.

  In the above-described embodiment, the automatic transmission unit 20 is connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14 and is concentric on the counter shaft. In addition, the automatic transmission unit 20 may be arranged. In this case, the differential unit 11 and the automatic transmission unit 20 are coupled so as to be able to transmit power, for example, as a transmission member 18 via a pair of transmission members including a counter gear pair, a sprocket and a chain.

  The power distribution mechanism 16 serving as the differential mechanism of the above-described embodiment includes, for example, a pinion that is rotationally driven by an engine, and a pair of bevel gears that mesh with the pinion, the first electric motor M1 and the transmission member 18 (second electric motor M2). It may be a differential gear device operatively connected to the motor.

  In the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 and the differential unit 11 are not necessarily connected directly, and are connected via a clutch between the engine 8 and the differential unit 11. May be.

  In the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series. However, the present invention is not limited to such a configuration, and the transmission mechanism 10 as a whole has an electrical difference. The present invention is applicable and mechanically independent as long as the structure includes a function for performing a movement and a function for performing a shift on a principle different from that based on an electric differential as a whole of the transmission mechanism 10. There is no need. Further, the arrangement position and arrangement order of these are not particularly limited. In short, the automatic transmission unit 20 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 34.

  In addition, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices (differential planetary gear device 24), but is composed of two or more planetary gear devices in a non-differential state ( In the constant shift state), it may function as a transmission having three or more stages. The differential planetary gear device 24 is not limited to a single pinion type, and may be a double pinion type planetary gear device. Further, even when the planetary gear device is constituted by two or more planetary gear devices, the engine 8, the first and second electric motors M1 and M2, the transmission member 18, and the output depending on the configuration are provided to each rotating element of these planetary gear devices. The shaft 22 may be connected so as to be able to transmit power, and the stepped speed change and the stepless speed change may be switched by the control of the clutch C and the brake B connected to the rotating elements of the planetary gear device. .

In addition, the shift operating device 50 of the above-described embodiment includes the shift lever 52 operated to select a plurality of types of shift positions P _SH. Instead of the shift lever 52, for example, a push button type Switches that can select multiple types of shift positions P _SH , such as switches and slide switches, or devices and foot operations that can switch between multiple types of shift positions P _SH in response to the driver's voice regardless of manual operation it may be a plurality of shift positions P _SH is switched device such as a. In addition, the shift range is set by operating the shift lever 52 to the “M” position, but the gear stage is set, that is, the highest speed gear stage of each shift range is set as the gear stage. May be. In this case, in the automatic transmission unit 20, the gear stage is switched and the shift is executed. For example, when the shift lever 52 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the automatic transmission unit 20 selects any one of the first speed gear to the fourth speed gear. Is set according to the operation of the shift lever 52.

  Further, in the transmission mechanism 10 of the above-described embodiment, the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected, but 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 second electric motor M2 is connected to the transmission member 18 constituting a part of the power transmission path from the engine 8 to the drive wheels 34. However, the second electric motor M2 is connected to the power transmission path. In addition to being connected, it can be connected to the power distribution mechanism 16 via an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 by the second electric motor M2 instead of the first electric motor M1. The structure of the speed change mechanism 10 that makes it possible to control the above may be used.

  In the above-described embodiment, the automatic transmission unit 20 is a transmission unit that functions as a stepped automatic transmission, but may be a continuously variable CVT.

  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 the transmission mechanism 10 separately from the differential unit 11. May be provided.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device for a hybrid vehicle to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation of an automatic transmission unit provided in the vehicle drive device of the hybrid vehicle of FIG. 1 and a combination of operations of a hydraulic friction engagement device used therefor. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the vehicle drive device for the hybrid vehicle in FIG. 1. It is a figure explaining the input-output signal of the electronic control apparatus provided in the vehicle drive device of the hybrid vehicle of FIG. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the vehicle drive device for the hybrid vehicle in FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates using the vehicle speed and the output torque as parameters and is a basis for shift determination of the automatic transmission unit; FIG. 4 is a diagram showing an example of a driving force source switching diagram stored in advance having a boundary line between an engine travel region and a motor travel region for switching between engine travel and motor travel, and showing the relationship between them; But there is. It is a figure showing the optimal fuel consumption rate curve of the engine of FIG. It is a figure which shows the torque output direction and rotation state of each rotation element of the differential part at the time of engine fuel cut. 7 is an example of a shift diagram when the downshift line changing means is implemented, and corresponds to the shift diagram of FIG. 7 is a flowchart illustrating a control operation that can reduce a shift shock and a feeling of pulling in a main part of the control operation of the electronic control unit, that is, a shift during engine fuel cut.

Explanation of symbols

8: Engine 11: Differential part (Electric differential part)
16: Power distribution mechanism (differential mechanism)
20: Automatic transmission unit (transmission unit)
34: Drive wheel 56: Power storage device 88: Downshift line changing means M1: First electric motor (electric motor)

Claims (2)

An engine, a differential mechanism connected to a power transmission path between the engine and the drive wheel, and an electric motor connected to the differential mechanism so as to be able to transmit power are controlled. An electric differential unit that controls the differential state of the differential mechanism and a transmission unit that forms part of the power transmission path, and estimates the torque due to engine friction when the engine is fuel cut, A control device for a vehicle power transmission device in which the electric differential unit is controlled based on an estimated torque to set an input torque to the transmission unit;
A control device for a vehicle power transmission device, comprising: a downshift line changing means for changing the downshift line of the transmission unit to a low vehicle speed side when the engine is fuel cut compared to during normal running.   2. The control device for a vehicle power transmission device according to claim 1, wherein the change of the downshift line is performed when charging of the power storage device is restricted.

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