JP2010116802A - Control device for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle drive device including a stepped gear shift section and an internal combustion engine supplied with different types of fuels and adequately reducing a shift shock. <P>SOLUTION: A torque compensation means 72 compensates torque at such timing that output torque T<SB>OUT</SB>of an automatic transmission section 20 drops temporarily in a torque phase for the gear shift of the automatic transmission 20, thereby performing torque phase compensation control suppressing fluctuation of the output torque T<SB>OUT</SB>by operation of the engine 8. Further, the torque compensation means 72 reduces the intake air volume of the engine 8 for outputting torque phase compensation torque T<SB>FL</SB>during performance of the torque phase compensation control as engine torque T<SB>E</SB>is increased according to ethanol concentration in fuel for the engine, in comparison with the case that the engine 8 is driven by gasoline. Therefore, it is possible to suppress an influence of the ethanol concentration on the torque phase compensation torque T<SB>FL</SB>and adequately reduce the shift shock. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

  An engine which is an internal combustion engine, a differential mechanism connected between the engine and drive wheels, a first electric motor connected to the differential mechanism, and a power transmission path from the differential mechanism to the drive wheels 2. Description of the Related Art Conventionally, there is well known a control device for a vehicle drive device that includes a second electric motor coupled to the second motor via a stepped transmission. For example, this is the control device for a vehicle drive device disclosed in Patent Document 1. For example, the stepped transmission unit performs a shift according to a vehicle state determined from a vehicle speed, an accelerator opening, or the like, and a 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 the friction engagement device to be engaged and the friction engagement device to be released when shifting the stepped transmission section. Well known as.

Here, the shift transition period of the stepped transmission unit includes a torque phase in which an output torque of the stepped transmission unit (hereinafter, referred to as “stepped transmission unit output torque”) changes, and an inertia phase in which a rotation speed change occurs. It is divided roughly into. Further, although the vehicle of Patent Document 1 is a hybrid vehicle, since the stepped transmission unit is the same as that used for a normal engine vehicle, the speed change of the stepped transmission unit is similar to the normal engine vehicle. In this torque phase, a temporary drop in the stepped transmission output torque, that is, a change in the stepped transmission output torque occurs. Therefore, the control device of Patent Document 1 compensates for the torque when the stepped transmission output torque temporarily falls in the torque phase, thereby suppressing the fluctuation of the stepped transmission output torque. Execute. As a result, torque fluctuation in the torque phase (specifically, drop in output torque of the stepped transmission unit) is moderated to reduce shift shock.
JP 2004-203218 A Japanese Patent No. 2606246 Japanese Patent Laid-Open No. 5-312059 Japanese Patent Laid-Open No. 9-269055

  By the way, as fuel types (supplied fuel types) supplied to the engine, gasoline and light oil are well known, and fuels determined for each engine are usually used. In recent years, ethanol is used for gasoline. The mixed ethanol mixed fuel may be used as the fuel for the engine, and the ethanol concentration may be changed within a certain range. That is, the fuel type supplied to the engine may be changed. If the supplied fuel type is changed in this way, the output torque characteristic of the engine changes according to the supplied fuel type. For example, when the engine is driven with the ethanol-mixed fuel, control is performed so that the ignition timing of the engine is advanced because the octane number is higher and knocking is less likely to occur than when the engine is driven with gasoline-only fuel. Therefore, the output torque characteristic of the engine tends to shift to the high torque side. Furthermore, since the octane number increases as the ethanol concentration of the ethanol mixed fuel increases, the tendency becomes more remarkable.

  Further, in the vehicle drive device of Patent Document 1, the stepped transmission unit does not transmit the output torque of the engine, and the control device of Patent Document 1 performs the torque phase compensation control by torque control of the second motor. For example, in the vehicle drive device in which the engine is connected to the input side of the stepped transmission unit as in Patent Document 2, the torque phase compensation control is executed by torque control of the engine. Assuming that the output torque characteristic of the engine shifts to the high torque side according to the supplied fuel type, the stepped transmission output torque in the torque phase in the torque phase compensation control accordingly. Input torque (torque phase compensation torque) of the stepped transmission for canceling the drop, that is, torque phase compensation torque mechanically transmitted from the engine It increases. In short, when the torque phase compensation control is executed by the torque control of the engine, the torque phase compensation torque in the torque phase compensation control may be shifted due to the change of the supplied fuel type. There is sex. If the torque phase compensation torque deviates as described above, for example, the shift shock may not be sufficiently reduced, or the shift shock may be sufficiently reduced, but the engine output torque may be wasted. . However, Patent Document 1 does not disclose a measure for changing the output torque characteristics of the engine in accordance with the type of fuel supplied. Furthermore, such a problem is not yet known.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is a control device for a vehicle drive device having an internal combustion engine and a stepped transmission that can change the type of fuel to be supplied. It is an object of the present invention to provide a control device for a vehicle drive device that can reduce shift shock without being excessive or insufficient.

  In order to achieve this object, the invention according to claim 1 includes: (a) an internal combustion engine that operates even when the type of supplied fuel is changed, and a stepped transmission that forms part of the power transmission path. A control device for a vehicle drive device, wherein (b) the output torque of the stepped transmission unit is compensated for when the output torque of the stepped transmission unit temporarily falls in the torque phase of the gear shifting transition period. Torque compensation means for executing torque phase compensation control that suppresses fluctuations of the internal combustion engine by the operation of the internal combustion engine, and (c) the torque compensation means increases the output torque of the internal combustion engine according to the type of fuel supplied. The intake air amount of the internal combustion engine during the execution of the torque phase compensation control is decreased as compared with the case where the internal combustion engine is driven by a predetermined reference fuel which is a kind of fuel supplied to the internal combustion engine. And wherein the door.

  In the invention according to claim 2, the torque compensator outputs the output torque of the stepped transmission unit in the torque phase in the torque phase compensation control as the output torque of the internal combustion engine increases according to the supplied fuel type. The torque compensation amount, which is mechanical energy for suppressing fluctuations, is increased.

  According to a third aspect of the present invention, the torque compensating means is configured such that a drop amount in the torque phase of the output torque of the stepped transmission unit is the supply fuel type when the internal combustion engine is driven by the reference fuel. The amount of decrease in the intake air amount when the internal combustion engine is driven by the reference fuel is reduced as the drop amount increases, as compared with the case where the increase does not occur when the amount increases according to It is characterized by.

  In the invention according to claim 4, (a) an electric motor connected to the drive wheel so as to be able to transmit power is provided, and (b) the torque compensation means is configured to output the output torque of the stepped transmission unit in the torque phase. As the drop amount increases in accordance with the supplied fuel type, the torque compensation amount, which is mechanical energy for suppressing the output torque fluctuation of the stepped transmission unit in the torque phase in the torque phase compensation control, is increased. It is characterized by being enlarged by the operation of.

  The invention according to claim 5 is characterized in that the supplied fuel type is discriminated according to the ethanol concentration.

  In the invention according to claim 6, the torque compensator includes a torque compensation amount, which is mechanical energy for suppressing an output torque fluctuation of the stepped transmission unit in the torque phase in the torque phase compensation control. It is characterized in that it is determined on the basis of the mechanical energy required for eliminating the output torque fluctuation.

  In the invention according to claim 7, the torque compensator outputs torque of the stepped transmission unit in the torque phase in the torque phase compensation control as the difference between the gear ratios before and after the shift of the stepped transmission unit increases. The torque compensation amount, which is mechanical energy for suppressing fluctuations, is increased.

  In the invention according to claim 8, the torque compensation means is mechanical energy for suppressing the output torque fluctuation of the stepped transmission unit in the torque phase in the torque phase compensation control as the accelerator opening is larger. A certain amount of torque compensation is increased.

  In the invention according to claim 9, the differential mechanism connected between the internal combustion engine and the drive wheel, and the differential mechanism connected to the differential mechanism so as to be able to transmit power, for controlling the differential state of the differential mechanism. A differential motor is provided.

  The invention according to claim 10 is characterized in that the rotational speed of the internal combustion engine is controlled to be substantially constant from the start to the end of the shift of the stepped transmission unit.

  According to the control device for a vehicle drive device of the first aspect of the present invention, (a) the control device is such that the output torque of the stepped transmission unit is temporarily in the torque phase of the stepped transmission unit during the shift transition period. Torque compensation means for executing torque phase compensation control by operating the internal combustion engine to suppress fluctuations in the output torque by compensating for the torque at the time of falling into the engine, and (b) the torque compensation means is an output of the internal combustion engine. As the torque increases in accordance with the supplied fuel type, the intake air amount of the internal combustion engine during execution of the torque phase compensation control is changed to the internal combustion engine with a predetermined reference fuel which is a kind of supplied fuel type to the internal combustion engine. Decrease compared to when driven. Therefore, in the torque phase compensation control, the magnitude of the torque phase compensation torque output from the internal combustion engine in order to cancel the drop in the stepped transmission output torque in the torque phase depends on the supplied fuel type. Further, the influence of the change in the output torque of the internal combustion engine can be suppressed, and the torque phase compensation torque can be output to the internal combustion engine with an appropriate magnitude. As a result, it is possible to reduce the shift shock without excess or deficiency.

  According to the control device for a vehicle drive device of the invention according to claim 2, the torque compensation means increases the torque phase in the torque phase compensation control as the output torque of the internal combustion engine increases in accordance with the supplied fuel type. The torque compensation amount, which is mechanical energy for suppressing fluctuations in the output torque of the stepped transmission unit, is increased. Further, as the output torque of the internal combustion engine increases in accordance with the type of supplied fuel, the drop amount of the stepped transmission output torque in the torque phase increases. Therefore, the influence of the change in the supplied fuel type on the magnitude of the output torque fluctuation of the stepped transmission unit suppressed by the execution of the torque phase compensation control can be suppressed. It can be suppressed that the shift shock reduction effect due to execution varies due to the change in the supplied fuel type.

  According to the control device for a vehicle drive device of the invention according to claim 3, the torque compensation means is configured such that the torque of the output torque of the stepped transmission unit with respect to the case where the internal combustion engine is driven by the reference fuel. Compared to the case where the drop amount in the phase increases according to the type of the supplied fuel, the larger the drop amount, the larger the drop amount relative to the case where the internal combustion engine is driven by the reference fuel. Reduce the reduction in intake air volume. Therefore, the drop amount increases as the output torque of the internal combustion engine increases in accordance with the supplied fuel type, and the torque compensation amount increases as the output torque of the internal combustion engine increases in accordance with the supplied fuel type. Therefore, it is possible to prevent the shift shock reduction effect due to the execution of the torque phase compensation control from varying due to the change in the supplied fuel type.

  According to the control device for a vehicle drive device of the invention according to claim 4, (a) an electric motor connected to the drive wheel so as to be able to transmit power is provided, and (b) the torque compensation means is the stepped gear. A machine for suppressing fluctuations in output torque of the stepped transmission unit in the torque phase in the torque phase compensation control as the drop amount of the output torque of the transmission unit in the torque phase increases in accordance with the supplied fuel type. Since the torque compensation amount, which is the kinetic energy, is increased by the operation of the electric motor, the effect of reducing the shift shock (decrease in the output torque of the stepped transmission unit) due to the execution of the torque phase compensation control is caused by the change in the supplied fuel type. It is possible to suppress the variation. In general, since the electric motor can change its output torque with better responsiveness compared to an internal combustion engine, it responds to a temporary drop in the output torque of the stepped transmission unit in the torque phase compensation control. It is possible to compensate torque with good performance.

  Here, preferably, the torque compensation means executes the torque phase compensation control by controlling the output torque of the electric motor so as to suppress fluctuations in the output torque of the stepped transmission unit in the torque phase. .

  According to the control device for a vehicle drive device of the invention according to claim 5, the supplied fuel type is determined according to the ethanol concentration. Further, the output torque characteristic of the internal combustion engine changes according to the ethanol concentration of the fuel. Therefore, it can be determined by detecting the ethanol concentration whether or not the output torque characteristic of the internal combustion engine changes according to the change of the supplied fuel type.

  The invention according to claim 6, wherein a drop amount of the stepped transmission unit output torque in the torque phase when the torque phase compensation control is not executed is different for each shift of the stepped transmission unit. According to the control device for a vehicle drive device, the torque compensation means is a torque compensation amount that is mechanical energy for suppressing output torque fluctuation of the stepped transmission unit in the torque phase in the torque phase compensation control. Is determined based on the mechanical energy required to eliminate the output torque fluctuation, so that the appropriate amount of torque compensation can be determined based on the unified standard for each shift of the stepped transmission unit. .

  According to the control device for a vehicle drive device of the invention according to claim 7, the torque compensation means increases the torque phase in the torque phase compensation control as the difference in speed ratio before and after the gear change of the stepped transmission portion increases. The torque compensation amount, which is mechanical energy for suppressing fluctuations in the output torque of the stepped transmission unit, is increased. If the torque phase compensation control is not executed, the shift shock (specifically, the drop in the output torque of the stepped transmission unit) 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 portion is executed at the lower vehicle speed side gear. Accordingly, the torque compensation means may increase the torque compensation amount as the shift of the stepped transmission unit is a shift at a lower vehicle speed side shift stage.

  According to the control device for a vehicle drive device of the invention according to claim 8, the torque compensation means outputs torque of the stepped transmission unit in the torque phase in the torque phase compensation control as the accelerator opening is larger. The torque compensation amount, which is mechanical energy for suppressing the fluctuation, is increased. And if the said torque phase compensation control is not performed, the fall of the stepped transmission part output torque 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 device for a vehicle drive device of the invention according to claim 9, the vehicle drive device includes a differential mechanism connected between the internal combustion engine and the drive wheel, and a power to the differential mechanism. Since the differential motor for controlling the differential state of the differential mechanism is provided so as to be capable of transmission, the stepped transmission unit is a transmission that changes its gear ratio step by step. However, by controlling the differential state of the differential mechanism, the entire vehicle drive device can function as a continuously variable transmission capable of continuously changing the gear ratio.

  According to the control device for a vehicle drive device of the invention according to claim 10, the rotational speed of the internal combustion engine is controlled to be substantially constant from the start to the end of the shift of the stepped transmission unit. The shock due to the fluctuation of the rotational speed of the internal combustion engine can be suppressed. The rotational speed of the internal combustion engine is controlled to be substantially constant by controlling the differential state of the differential mechanism, for example.

  Here, preferably, the fuel supplied to the internal combustion engine is gasoline or an ethanol mixed fuel obtained by mixing ethanol with gasoline, and the change of the supply fuel type means that the ethanol concentration of the fuel is changed. Is Rukoto.

  Preferably, the reference fuel is a fuel used as a reference when the torque compensator determines an intake air amount of the internal combustion engine. For example, the fuel for the internal combustion engine in which the ethanol concentration is zero, such as gasoline fuel (ethanol concentration is zero).

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

  Further preferably, the differential mechanism includes a first rotating element connected to the internal combustion 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 to the drive wheels. A planetary gear device having a third rotating element connected in a communicable manner, wherein the first rotating element is a carrier of the planetary gear device, and the second rotating element is a sun gear of the planetary gear device, The third rotating element is a ring gear of the planetary gear device. In this way, the axial direction dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one planetary gear device.

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

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

  The control device of the present invention is used in, for example, a hybrid vehicle. FIG. 1 is a skeleton diagram illustrating a vehicle power transmission device 10 (hereinafter, referred to as “power transmission device 10”). The vehicle drive device 6 to which the control device of the present invention is applied includes an engine 8 that is an internal combustion engine and a power transmission device 10. 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 and a pair of driving wheels 38 (see FIG. 6) are provided, and the power from the engine 8 is transmitted to the power transmission path. A differential gear device (final reduction gear) 36 and a pair of axles constituting a part are sequentially transmitted to the left and right drive wheels 38.

  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 engine 8 is an internal combustion engine that operates even if the type of fuel to be supplied (supplied fuel type) is changed. For example, the engine 8 is basically driven by gasoline, but can also be driven by an ethanol mixed fuel in which ethanol is mixed with gasoline. Further, the engine 8 can be operated even if the ethanol concentration (mass ratio) in the ethanol mixed fuel, that is, the mass ratio of ethanol to the whole fuel is changed within a predetermined range. Note that the change of the supplied fuel type means more specifically that not only the fuel supplied to the engine 8 is changed between gasoline and ethanol mixed fuel, but also the supply of fuel to the engine 8. It also means that the ethanol concentration of the mixed ethanol fuel is changed. In addition, gasoline corresponds to the reference fuel of the present invention, and the reference fuel is a fuel that is used as a reference when torque compensation means 72 (see FIG. 6) to be described later determines the intake air amount of the engine 8. Has been.

  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 an electric motor coupled to the drive wheels 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 electric motor of the present invention connected to the drive wheel 38 so as to be able to transmit power.

  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.

  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. The continuously variable transmission state is configured. In other words, the power transmission device 10 is switched to the stepped shift state by engaging any of the switching clutch C0 and the switching brake B0, and does not engage any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state. Further, if the power transmission device 10 is in a stepped transmission state, the vehicle drive device 6 is also in a stepped transmission state, and if the power transmission device 10 is in a continuously variable transmission state, the vehicle drive device 6 is also in a continuously variable transmission state. is there.

  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 vehicle drive device 6 according to the present invention and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control relating to the engine 8, the first electric motor M1, and the second electric motor M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 40 includes a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position P _SH , 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 indicating a side brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, an operation amount of the accelerator pedal 41 corresponding to the driver's output request amount (accelerator Accelerator opening signal indicating Acc), a signal indicating the ethanol concentration in the fuel sent from the ethanol concentration sensor 44 for detecting the concentration (mass ratio) of ethanol mixed in the gasoline fuel supplied to the engine 8 , Snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise indicating auto cruise driving A signal, a vehicle weight signal indicating the weight of the vehicle, a signal indicating the air-fuel ratio A / F of the engine 8, and the like are supplied.

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

In addition, since the fuel supply type to the engine 8 may be changed, the electronic control unit 40 performs engine control according to the fuel supply type via the engine output control unit 43. Specifically, as the ethanol concentration in the fuel supplied to the engine 8 increases, the octane number of the fuel increases and knocking is less likely to occur, so control is performed so that the ignition timing of the engine 8 is advanced. As a result, the engine torque characteristics exemplified by the relationship between the engine torque T _E and the throttle valve opening θ _TH and the relationship between the engine torque T _E and the engine rotational speed N _E are increased as the ethanol concentration in the fuel increases. It will shift to the high torque side. The relationship between the engine torque characteristics, that is, the engine torque T _E and the throttle valve opening theta _TH, increases the intake air quantity and the fuel supply amount of as the engine 8 the throttle valve opening theta _TH increases, it by the engine torque T _E growing.

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 changes the vehicle state indicated by the vehicle speed V and the accelerator opening Acc from the relationship (shift diagram, shift map) shown in FIG. Based on this, it is determined whether or not the shift of the automatic transmission unit 20 is to be executed, that is, the shift stage of the automatic transmission unit 20 is determined, and the shift of the automatic transmission unit 20 is performed so that the determined shift stage is obtained. Execute. 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 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 Necessary for satisfying a target output (total target output, required driving force), for example, so that the engine 8 can be operated while the operating point of the engine 8 (hereinafter referred to as “engine operating point”) is aligned with the _EF. determines the target value of the overall speed ratio of the power transmission device 10 [gamma] T so that the engine torque T _E and the engine rotational speed N _E for generating the engine output, the eyes Controls the speed ratio γ0 of the differential portion 11 so that the value can be obtained, controlled within the range of overall speed ratio in the shifting possible changes range γT example between 13 and 0.5. 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. 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 control means 52 basically drives the throttle actuator 97 based on the accelerator opening signal Acc based on the relationship between the accelerator opening Acc and the throttle valve opening θ _TH stored in advance (not shown). person corresponding accelerator opening Acc in the output torque T _OUT (required output torque) of the automatic shifting portion 20 executes a throttle control to increase the throttle valve opening theta _TH enough to increase requesting.

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

Then, for example, 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 accelerator opening Acc from the driving force source switching diagram of FIG. Then, 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. when the changes to the 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, a predetermined the engine rotational speed N _{E 'for} example by performing starting of the engine 8 so as to ignite by the ignition device 99 autonomously rotatable engine rotational speed N _E, 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 shown by the point b → point a of the solid line B in FIG. 7, the accelerator pedal 41 is returned to reduce the accelerator opening Acc, so that the vehicle state changes from the engine travel region to the motor travel region. In the case of changing to, the fuel supply is stopped by the fuel injection device 98, that is, the engine 8 is stopped by fuel cut, and the engine running by the hybrid control means 52 is switched to the motor running. 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 changes the vehicle state indicated by the vehicle speed V and the accelerator opening Acc from the relationship (switching diagram, switching map) indicated by the broken line and the two-dot chain line in FIG. Based on this, 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 state or power transmission. It is determined whether the power transmission device 10 is to be switched by determining whether the device 10 is within a stepped control region where the device 10 is in a stepped speed change state, and the power transmission device 10 is changed to the stepless speed change state and the stepped speed change state. The shift state is selectively switched to any one of the shift states.

  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.

  7 will be described in detail. FIG. 7 shows a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is a basis for the shift determination of the automatic transmission unit 20, and the vehicle speed V and the accelerator opening. It is an example of the shift map comprised by the two-dimensional coordinate which uses Acc 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 crosses the line on the horizontal line indicating the accelerator opening Acc, and the accelerator opening Acc on the vertical line indicating the vehicle speed V, for example. This is for determining whether or not the vehicle has crossed, that is, whether or not a value (shift point) at which a shift on the shift line is to be executed is crossed, and is stored in advance as a series of shift points.

  7 indicates the determination vehicle speed V1 and the determination accelerator opening degree AC1 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. A related value, for example, a high output travel determination line that is a series of determination accelerator opening AC1 that is a preset high output travel determination value for determining high output travel where the accelerator opening Acc is high output. . 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. That is, in FIG. 7, whether the stepped control region or the stepless control region is determined by the switching control means 50 using the vehicle speed V and the accelerator opening Acc as parameters, including the determination vehicle speed V1 and the determination accelerator opening AC1. It is the switching diagram (switching map, relationship) memorize | stored previously for area | region 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 accelerator opening AC1, or a pre-stored switching line using either the vehicle speed V or the accelerator opening Acc as a parameter. It 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 and the judgment vehicle speed V1, the accelerator opening Acc and the judgment accelerator opening AC1. It may be stored as a judgment formula to be compared. In this case, the switching control means 50 places the power transmission device 10 in 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 puts the power transmission device 10 in a stepped speed change state when the vehicle state, for example, the accelerator opening Acc exceeds the determination accelerator opening AC1.

  Further, the switching control means 50 sets the vehicle drive device 6 (power transmission device 10) to the 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 If the continuously variable mode switch 46 is switched to the stepped position, the vehicle drive device 6 (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 vehicle drive device 6 is set to the stepped speed change state by switching the stepped / non-stepped mode switch 46. It should be noted that the switching control means 50 always gives priority to the switching diagram of FIG. 7 so that the vehicle drive device 6 (power transmission device 10) is in a continuously variable transmission state or is in accordance with the switching state of the stepped / continuous mode switch 46. The vehicle drive device 6 (power transmission device) may be switched to the stepped speed change state or according to the switching state of the stepped / non-stepless mode switch 46 in preference to the switching diagram of FIG. 10) may be switched to a continuously variable transmission state or a stepped transmission state.

  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.

  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. Further, the determination accelerator opening AC1 is, for example, 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 according to the characteristics of the first electric motor M1 that can be arranged with a smaller maximum output of electrical energy.

  As shown in the relationship of FIG. 7, stepped control is performed in a high torque region where the accelerator opening Acc is greater than or equal to the predetermined determination accelerator opening AC1, or a high vehicle speed region where the vehicle speed V is greater than or equal to the determination vehicle speed V1. Since it is set as a region, stepped variable speed travel 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 travel is relatively low in the engine 8. It is executed at the time of a low driving torque as a 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. However, the actual vehicle speed V is the same as the determination vehicle speed V1. In high-speed running exceeding this, the power transmission device 10 is in a stepped transmission 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, so that it is an electrical continuously variable. Conversion loss between power and electric energy generated when operating as a transmission is suppressed, and fuel efficiency is improved. Further, in high output travel where the accelerator opening degree Acc exceeds the determination accelerator opening degree AC1, the power transmission device 10 is in a stepped shift state in which it operates as a stepped transmission, and the engine 8 is driven exclusively through a mechanical power transmission path. The region in which the output is transmitted to the drive wheels 38 to operate as an electric continuously variable transmission is low / medium speed travel and low / medium power travel of the vehicle, in other words, the electrical energy that should be generated by the first electric motor M1. The maximum value of the electrical energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive 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, the output torque T _OUT temporarily decreases (drops), and the drop in the output torque T _OUT is felt as a shift shock, which may impair comfort. Therefore, the torque compensation means 72 included in the hybrid control means 52 compensates for the torque when the output torque T _OUT of the automatic transmission unit 20 temporarily falls in the torque phase of the automatic transmission unit 20 during the shift transition period. Torque phase compensation control that suppresses fluctuations in T _OUT is executed. Suppressing the fluctuation of the output torque T _OUT is, for example, eliminating the fluctuation of the output torque T _OUT . Torque compensation means 72, specifically, so as to suppress the fluctuation of output torque T _OUT of the automatic shifting portion 20 in the torque phase, i.e., the engine torque T _E so as to cancel the drop in the output torque T _OUT The torque phase compensation control is executed by controlling. That is, the torque compensator 72, which executes the torque phase compensation control by the operation of the engine 8, in the torque phase compensation control, a reduction in the output torque T _OUT when the output torque T _OUT falls (the highest by the direction of canceling the write) to increase the engine torque T _E, by outputting the torque phase compensation torque T _FL for canceling the drop in the output torque T _OUT to the engine 8 in other words, the output torque T _Reduce the drop of _OUT . The torque compensation means 72 controls the torque phase compensation torque T _FL by controlling the opening degree θ _TH of the electronic throttle valve 96 for increasing or decreasing the intake air amount of the engine 8. The torque compensation means 72 executes the torque phase compensation control by the operation of the engine 8, and preferably executes the torque phase compensation control not when the motor is running but when the engine is running.

As described above, in this embodiment, the torque compensator 72 executes the torque phase compensation control, so that the drop of the output torque T _OUT in the torque phase of the shift of the automatic transmission unit 20 is reduced and the shift shock is reduced. However, if a shift shock of the same magnitude has occurred, does the passenger feel the shift shock uncomfortable when the vehicle drive device 6 is in the stepped shift state or in the stepless shift state? The difference is considered to be different. More specifically, when the vehicle drive device 6 is in a continuously variable transmission state, the stepped / continuous mode switch 46 is switched to the stepped position even if the shift shock feels uncomfortable. When the driving device 6 is in the stepped speed change state, the passenger recognizes that the power transmission device 10 functions in the same manner as an ordinary stepped transmission, and therefore the shift shock is the normal stepped speed change. It is considered that the passenger's comfort is not impaired if it is the same as that of the aircraft. In other words, when the vehicle drive device 6 is in the stepped speed change state, it is considered that the shift shock can be somewhat large compared to the case of the continuously variable speed change state. can be reduced phase compensation torque T _FL, considered in turn can reduce the torque compensation amount is the mechanical energy for suppressing the output torque T _OUT variation of the automatic shifting portion 20 in the torque phase in the torque phase compensation control .

The execution of the torque phase compensation control is to compensate the torque so as to cancel the temporary _drop of the output torque T _OUT of the automatic transmission unit 20, that is, energy is consumed to compensate for the torque. Therefore, if the consumed energy is large, the fuel consumption may be deteriorated. That is, in order to suppress deterioration in fuel consumption, it is desirable to reduce the torque compensation amount in the torque phase compensation control as much as possible.

  Therefore, in the present embodiment, the torque compensation amount is made smaller when the vehicle drive device 6 is in the step-variable shifting state than when it is in the continuously variable shifting state. Further, the torque phase compensation amount is adjusted according to the ethanol concentration because the engine torque characteristic changes according to the ethanol concentration of the engine fuel. The main part of the control function will be described below.

Returning to FIG. 6, the torque phase compensation control determination unit 74 executes the torque phase compensation control when the shift determination of the automatic transmission unit 20 is made by the stepped shift control unit 54 based on the shift diagram of FIG. 7. Determine the need for That is, it is determined whether or not the torque phase compensation control needs to be executed for the shift of the automatic transmission unit 20 for which the shift determination has been made. Further, the torque phase compensation control determination means 74 determines whether or not the torque phase compensation control is to be executed at least before the start of the torque phase of the shift of the automatic transmission unit 20. For example, the torque phase compensation control determination unit 74 suppresses deterioration in fuel consumption if it is predicted that the drop amount of the output torque T _OUT in the torque phase of the shift for which the shift determination has been made is not so large as to impair comfort. Therefore, it is determined that the torque phase compensation control need not be executed. For example, when the torque phase compensation control determination means 74 determines the necessity of execution of the torque phase compensation control, the vehicle state such as the input torque of the automatic transmission unit 20 and the vehicle speed V, the type of shift of the automatic transmission unit 20, etc. The fall amount of the output torque T _OUT in the torque phase is experimentally obtained, and the necessity of executing the torque phase compensation control is determined in advance, and the torque phase is determined using the determination made in advance. The compensation control determination means 74 determines the necessity of executing the actual torque phase compensation control. The type of shift of the automatic transmission unit 20 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. That's what it means.

  The stepped and continuously variable determining means 80 is configured such that the power transmission device 10 (the vehicle drive device 6) is in the continuously variable speed state where the total speed ratio γT continuously changes or the total speed ratio γT changes stepwise. It is determined whether the stepped speed change state is to be performed. 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 vehicle drive device 6 enters the stepped speed change state, and the power distribution mechanism 16 is switched to the differential state. Therefore, the stepped continuously variable determination means 80 detects whether the power distribution mechanism 16 is in a differential state or a non-differential state, thereby detecting the vehicle. Although it may be determined whether the driving device 6 is in a continuously variable transmission state or a stepped transmission state, in this embodiment, the stepped / continuously variable mode switch 46 is switched to the continuously variable position. For example, it is determined that the vehicle drive device 6 is in a continuously variable transmission state. On the other hand, if the stepped / non-stepped mode switch 46 is switched to the stepped position, it is determined that the vehicle drive device 6 is in the stepped shift state.

As described above, the torque compensator 72 executes the torque phase compensation control in the torque phase of the shift of the automatic transmission unit 20. At this time, the output torque T _OUT in the torque phase of the automatic transmission unit 20 is temporarily reduced. The torque compensation amount for reducing the shift is changed and determined depending on whether the vehicle drive device 6 is in a stepped speed change state or a continuously variable speed change state. That is, when the torque phase compensation control determination unit 74 determines that the torque phase compensation control needs to be executed, the torque compensation unit 72 determines that the vehicle drive device 6 is in a stepped speed change state. If it is determined by the continuously variable determination means 80, the torque compensation amount for the stepped speed change is set. On the other hand, when the stepped continuously variable determination means 80 determines that the vehicle drive device 6 is in the continuously variable transmission state, the torque compensation amount for continuously variable transmission is set. In this way, the torque compensation means 72 determines the torque compensation amount for the stepped gear shift or the torque compensation amount for the stepless speed change based on the determination of the stepped and continuously variable determination means 80. Since the drop in the output torque T _OUT in the torque phase is a phenomenon that occurs in the clutch-to-clutch shift of a normal stepped transmission, there is a vehicle drive device 6 that is considered to be equivalent to the normal stepped transmission. Since it is considered that the rider does not feel uncomfortable about the same level of shock as that of the above-mentioned normal stepped transmission when in the step-shift state, the magnitude relationship between the torque compensation amounts is described below. The torque compensation amount is made smaller when is in a stepped shift state than in a continuously variable shift state. This is to suppress fuel consumption deterioration.

Specifically, as shown in FIG. 9, a complete torque phase compensation amount which is mechanical energy required to eliminate the drop (fluctuation) of the output torque T _OUT in the torque phase of the automatic transmission unit 20 and The relationship with the torque compensation amount is experimentally set in advance for each of the case where the vehicle drive device 6 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. At that time, for example, the torque compensating means 72 is obtained from an experimentally determined relationship between the vehicle state such as the shift type of the automatic transmission unit 20, the accelerator opening degree Acc and the vehicle speed V and the complete torque phase compensation amount. The complete torque phase compensation amount is obtained. 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 (fluctuation) of the output torque T _OUT in the torque phase of the automatic transmission unit 20 increases, the complete torque phase compensation amount and the torque compensation amount shown in FIG. This relationship is such that the torque compensation amount increases as the complete torque phase compensation amount increases, regardless of whether the vehicle drive device 6 is in the stepped speed change state or the stepless speed change state. In the present embodiment, the complete torque phase compensation amount is defined as the mechanical energy required to eliminate the drop in the output torque T _OUT in the torque phase of the automatic transmission unit 20. expressed, mechanical energy is required to eliminate all of the drop in the output torque T _OUT of the torque phase or is required to maintain the output torque T _OUT of the torque phase flat It can be said that it is mechanical energy.

  When the torque phase compensation control determination unit 74 determines that the torque phase compensation control needs to be executed, the torque compensation unit 72 performs the complete torque phase compensation amount and the torque compensation amount as shown in FIG. The torque compensation amount is determined based on the relationship between the torque compensation amount and the torque compensation amount in consideration of the accelerator opening Acc and the type of shift of the automatic transmission unit 20. For example, a relationship as to how the appropriate amount of the torque compensation amount changes according to the accelerator opening Acc is experimentally obtained in advance, and even when the vehicle drive device 6 is in the stepped speed change state, it is continuously variable. Even in the gear shift state, the torque compensation means 72 uses the relationship obtained in advance to determine that the torque compensation amount increases as the accelerator opening Acc increases. Further, the relationship between how the appropriate amount of the torque compensation amount changes according to the type of shift of the automatic transmission unit 20, specifically according to the difference in the gear ratio before and after the shift, is experimentally obtained in advance. Even if the vehicle drive device 6 is in the stepped speed change state or the stepless speed change state, the torque compensator 72 uses the previously obtained relationship to change the speed of the automatic speed changer 20 before and after the speed change. The larger the ratio difference, in other words, the higher the gear shift is at a lower vehicle speed side gear stage, the larger the torque compensation amount is determined.

  Basically, the torque compensator 72 executes the torque phase compensation control, as described above, based on the determination of the stepless stepless determination unit 80, the torque compensation amount for the stepless shift or the stepped shift. Although the torque compensation amount for the hour is set, in this embodiment, the fuel supply type to the engine 8, that is, the ethanol concentration of the fuel can be changed. Therefore, the torque compensation amount is further adjusted according to the fuel supply type.

For this purpose, the fuel discrimination means 82 in FIG. 6 detects the ethanol concentration of the fuel supplied to the engine 8 based on the signal from the ethanol concentration sensor 44. That is, the fuel discrimination means 82 discriminates the fuel type supplied to the engine 8 according to the detected ethanol concentration. The fuel discriminating means 82 preferably discriminates the supplied fuel type when the engine is running and does not need to discriminate it when the motor is running. This is because the engine torque _TE is not input to the automatic transmission unit 20 when the motor is running. Further, since the supplied fuel type is not changed unless fuel is supplied, it is only necessary that the fuel discriminating means 82 discriminates the supplied fuel type at a predetermined time after refueling.

Here, as described above, as the ethanol concentration of the fuel supplied to the engine 8 increases, the engine torque characteristic shifts to a higher torque side, but such a change in the engine torque characteristic also affects the shift of the automatic transmission unit 20. To do. Specifically, the amount of drop in the output torque T _OUT of the automatic transmission unit 20 in the torque phase of the shift increases as the engine torque characteristic shifts to a higher torque side in accordance with the type of fuel supplied to the engine 8. If the control of the throttle valve opening θ _TH does not change according to the supplied fuel type, the torque phase compensation increases as the engine torque characteristic shifts to the higher torque side according to the supplied fuel type to the engine 8. In the control, the torque phase compensation torque _TFL output from the engine 8 increases, and as a result, the torque compensation amount increases.

In consideration of these points, the torque compensation means 72 of FIG. 6 obtains the ethanol concentration of the supplied fuel type, that is, the engine fuel determined by the fuel determination means 82 in addition to the above-described function, and then the engine torque _TE Is larger in accordance with the type of fuel supplied (ethanol concentration of fuel), the intake air amount of the engine 8 during the execution of the torque phase compensation control, more specifically, the torque phase compensation torque during the execution of the torque phase compensation control. The amount of intake air of the engine 8 for outputting _TFL (hereinafter referred to as “torque phase compensation intake air amount”) is decreased as compared with the case where the engine 8 is driven by gasoline (reference fuel). This is to reduce the engine torque T _E (torque phase compensation torque T _FL ) by reducing the intake air amount so that the torque compensation amount does not become larger than necessary. However, since the drop amount of the output torque T _OUT of the automatic transmission unit 20 in the torque phase changes according to the ethanol concentration, the torque compensation means 72 always uses the torque phase compensation intake air amount as the torque phase compensation torque. The _TFL is not reduced to be equal to that when using gasoline. That is, the torque compensator 72, but than is reducing with respect to the case where the torque phase compensation intake air quantity engine 8 is driven on gasoline at the same time, the larger the engine torque T _E is in accordance with the ethanol concentration, The torque compensation amount in the torque phase compensation control is increased. Increasing the torque compensation amount means increasing the torque phase compensation torque T _FL during execution of the torque phase compensation control. That is, as shown in FIG. 10, the torque phase compensation torque T _FL is increased as the ethanol concentration of the engine fuel is higher relative to when gasoline is used. The torque compensator 72 does not need to change the torque phase compensation torque _TFL according to the ethanol concentration when the motor is running, and may be performed when the engine is running. FIG. 10 is a diagram showing the relationship between the ethanol concentration and the torque phase compensation torque _TFL relative to the case where the engine 8 is driven by gasoline. T_fgm in Figure 10 represents the torque phase compensation torque T _FL during stepless when the engine 8 is driven on gasoline, T_fgy the torque phase compensation torque during stepped transmission when the engine 8 is driven on gasoline _TFL is shown. The solid line L_fm is relationship between the ethanol concentration and the torque phase compensation torque T _FL at continuously variable, a solid line L_fy shows the relationship between the ethanol concentration and the torque phase compensation torque T _FL during the step-variable shifting.

As described above, the torque compensation means 72 determines the amount of decrease when the torque phase compensation intake air amount is decreased in the torque phase compensation control when the engine 8 is driven by gasoline (when using gasoline). The higher the ethanol concentration of the engine fuel is, the higher it is. In addition to this, as shown in FIG. 10, the torque phase compensation torque T _FL is increased as the ethanol concentration increases. This point can also be explained using FIG. FIG. 11 is a diagram showing the relationship between the ethanol concentration (horizontal axis in FIG. 11) and the torque phase compensation intake air amount (vertical axis in FIG. 11) relative to the case where the engine 8 is driven by gasoline. It is. VL_gm in FIG. 11 is the torque phase compensation intake air amount at the time of continuously variable transmission when the engine 8 is driven by gasoline, and VL_gy is the torque phase compensation intake at the time of stepped shift when the engine 8 is driven by gasoline. The amount of air. A solid line L01_vm and a broken line L02_vm in FIG. 11 indicate the relationship between the ethanol concentration and the torque phase compensation intake air amount at the time of continuously variable transmission, and a solid line L01_vy and a broken line L02_vy indicate the ethanol concentration and torque phase compensation at the stepped speed change. It is a relationship with the amount of intake air. Further, the solid line L01_vm and the solid line L01_vy indicate that the drop amount of the output torque T _OUT in the torque phase does not change according to the ethanol concentration of the engine fuel, that is, the torque phase compensation torque T _FL is the same as when using gasoline. The above relationship in the case of equalization, and the broken line L02_vm and the broken line L02_vy are based on the assumption that the drop amount of the output torque T _OUT in the torque phase increases as the ethanol concentration increases, that is, according to the ethanol concentration. The above relationship is obtained when the torque compensation amount is increased so as to cancel out the enlargement of the drop amount. Although the vertical axis in FIG. 11 has been described as the torque phase compensation intake air amount, FIG. 11 shows the torque phase compensation intake air amount relative to the time when gasoline is used. The vertical axis may be simply the intake air amount of the engine 8.

If the stepless speed change is described as an example with reference to FIG. 11, the torque compensator 72 controls the torque phase when ethanol is mixed with the engine fuel in the control of the throttle valve opening θ _TH in the torque phase compensation control. if the compensation torque T _FL of being equal to the time of gasoline used as a reference when gasoline use, said ethanol concentration torque phase compensation intake air quantity in relation indicated by the solid line L01_vm in FIG reduce higher. However, the higher the ethanol concentration, the larger the drop in the output torque T _OUT of the automatic transmission unit 20 in the torque phase. To compensate for this, the relationship indicated by the solid line L01_vm based on the gasoline usage is Without decreasing the torque phase compensation intake air amount, the torque phase compensation intake air amount is decreased as the ethanol concentration is higher as shown by the broken line L02_vm. In short, the torque compensator 72 determines that the drop amount in the torque phase of the output torque T _OUT of the automatic transmission unit 20 is the supply fuel type (ethanol concentration of engine fuel) when the engine 8 is driven by gasoline. If the engine 8 increases in response to the above, the amount of decrease in the torque phase compensation intake air amount when the engine 8 is driven by gasoline is reduced as the drop amount increases. That is, taking the case of continuously variable transmission as an example, in FIG. 11, the amount of decrease when the drop amount increases according to the supplied fuel type is represented by R02_vm, and the amount of decrease when the drop amount is not represented by R01_vm. The torque compensation means 72 decreases the decrease amount R02_vm as compared to the decrease amount R01_vm as the ethanol concentration increases, in other words, increases the difference between the decrease amounts R01_vm and R02_vm. The difference between the reduction R01_vm and R02_vm corresponds to the amount of increase in torque phase compensation torque T _FL against time gasoline use indicated by the solid line L_fm in FIG.

  In this way, the torque compensation means 72 is based on the determination of the stepped and continuously variable determination means 80 and the ethanol concentration of the engine fuel detected by the fuel determination means 82, so that the torque compensation amount corresponding to the ethanol concentration, that is, torque. After determining the intake air amount of the engine 8 when the phase compensation control is executed, the torque phase compensation control is executed in the torque phase of the shift of the automatic transmission unit 20. The torque compensation means 72 does not execute the torque phase compensation control when the torque phase compensation control determination means 74 determines that the torque phase compensation control need not be executed.

FIG. 12 shows the torque phase compensation control 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 vehicle drive device 6 is in a continuously variable transmission state. It is a time chart for explaining. FIG. 13 shows the torque phase compensation control executed in order 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 vehicle drive device 6 is in the stepped shift state. It is a time chart for explaining. FIG. 14 shows the output torque T _OUT for comparing the output torque T _OUT of the automatic transmission unit 20 between the case where the vehicle drive device 6 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 time chart. In FIGS. 12 to 14, it is determined by the torque phase compensation control determining means 74 that the torque phase compensation control needs to be executed, and the automatic transmission unit 20 is set to the second speed with the accelerator pedal 41 depressed. The case where upshifting from the gear stage to the third speed gear stage is shown as an example, and the types of fuel supplied to the engine 8 at that time are the same in each figure. 12 to 14, in the torque phase compensation control, the torque compensation amount is reduced when the vehicle drive device 6 is in the step-variable shifting state compared to the case of the continuously variable shifting state. The Also, the time points t1 to t7 in FIGS. 12 to 14 indicate the time points common to each other. Further, the time chart of the time chart and the engine torque T _E of the throttle valve opening theta _TH in FIG. 12, whereby the engine torque increases the intake air quantity and the fuel supply amount of as the engine 8 the throttle valve opening theta _TH increases Since _TE becomes large, the changes are the same as each other, and the same applies to FIG. First, the case where the vehicle drive device 6 is in a continuously variable transmission state, that is, FIG. 12 will be described.

At time t1 in FIG. 12, 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 unit 74 determines whether or not the torque phase compensation control needs to be executed. Then, if it is determined that the torque phase compensation control needs to be executed, the relationship between the complete torque phase compensation amount and the torque compensation amount shown by the broken line in FIG. A torque compensation amount for continuously variable transmission is set. In the torque phase compensation control, the torque compensation time during which the torque phase compensation torque T _FL is output, and the target change of the output torque T _OUT with respect to the elapsed time within the torque compensation time, that is, the torque phase compensation torque T _FL The target change is determined so as to obtain the set torque compensation amount, and further, based on the difference between the torque phase duration at the shift and the torque compensation time, the torque phase start time is used as a reference. The output start time of the torque phase compensation torque _TFL , that is, the torque compensation start time is determined. These are determined according to the ethanol concentration of the engine fuel. For example, the torque compensation means 72 first determines the torque compensation amount for the continuously variable transmission in that case from the complete torque phase compensation amount when the engine 8 is driven by gasoline (when gasoline is used). Then, the torque phase compensation intake air amount derived from the determined torque compensation amount for continuously variable transmission is changed according to the ethanol concentration from the relationship shown by the broken line L02_vm in FIG. The phase compensation intake air amount is set according to the ethanol concentration, and the torque compensation amount is set according to the ethanol concentration. As shown in FIGS. 12 and 14, the start of the torque compensation time is the torque compensation start time (time t4), but the end is the torque phase end (time t6). The torque compensation start time may be the same as the torque phase start time. However, in the present embodiment, as shown in FIG. 12, the time t4 is the torque compensation start time, so the time t4 to the time t6. Is the torque compensation time.

When a shift output command (shift output) for upshifting the automatic transmission unit 20 from the second speed gear stage to the third speed gear stage is output from the stepped shift control means 54 at time t2 in FIG. Reduction control of the engagement hydraulic pressure Pb2 of the second brake B2 corresponding to the hydraulic friction engagement element is started, and 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, in which the increase control is started, is started. When the clutch-to-clutch control of each hydraulic friction engagement element (B1, B2) is started at time t2, the torque phase compensation control is performed due to the change of the gripping of the hydraulic friction engagement elements. If is not executed, the output torque T _OUT falls during the torque phase as indicated by the broken line L_tdwn. 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.

In contrast, when the torque compensation means 72 a torque phase during shifting starts, solid L_tflt showing an ideal output torque T _OUT changes the output torque T _OUT of the automatic shifting portion 20 at the torque phase transitions flat ( The drop in the output torque T _OUT is reduced so that the change in the output torque T _OUT becomes closer to that shown in FIG. Actually, in order to achieve both reduction of the shift shock and suppression of deterioration of fuel consumption, the torque compensation means 72 executes the torque phase compensation control from the time t4 that is slightly delayed from the time t3 that is the start time of the torque phase. Start. That is, the from time t4 to increase the engine torque T _E, in other words, by outputting the torque phase compensation torque T _FL from time t4 to the engine 8, the output torque T _OUT as shown by the solid line L_tm in FIG 12 changing to reduce a drop in the output torque T _OUT. Here, 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_tm, and the vehicle drive device 6 is continuously variable. In the state, the time t4 is the torque compensation start time. Further, when the torque phase ends and the inertia phase starts at time t6, the torque compensation means 72 ends the torque phase compensation control. Then, 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. Although described in confirmatory, as an output torque T _OUT of the automatic transmission portion 20 is not changed as shown ideally above solid L_tflt (see FIG. 14) in the time chart of FIG. 12, the output torque T _OUT If the change of the distance approaches the change indicated by the solid line L_tflt, which is an ideal change from the change indicated by the broken line L_tdwn, the shift shock is reduced and the comfort is improved accordingly.

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 t2, the torque compensation means 72 starts the torque phase compensation control from the time t4 which is the torque compensation start timing. Here, the start of the torque phase is determined based on, for example, whether or not a predetermined time for starting the torque phase obtained experimentally or analytically in advance has elapsed since the shift output command time (time t2). However, in this embodiment, one of the engagement hydraulic pressures Pb1 and Pb2 of the brake B1 corresponding to the hydraulic friction engagement element on the engagement side and the brake B2 corresponding to the hydraulic friction engagement element on the release side or Both are determined based on whether or not a predetermined hydraulic pressure value at which a torque phase determined experimentally and analytically in advance has been reached has been reached. Further, the start of the torque phase is determined based on whether or not blowing of the input rotational speed (rotational speed N ₁₈ of the transmission member ₁₈ ) of the automatic transmission unit 20 (not shown) that occurs after the torque phase starts. Also good.

Then, when the start of the torque phase of the automatic transmission unit 20 is determined as described above, the torque compensation means 72 thereafter suppresses the drop in the output torque T _OUT of the automatic transmission unit 20 from time t4. For example, in the torque phase compensation control, the torque phase start timing (at time t4), that is, the output torque T _OUT1 of the automatic transmission unit 20 at the start of the torque phase compensation control is used as a reference. Torque control (feedback control) of the engine 8 is performed so that the output torque T _OUT is maintained at T _OUT1 or so that the output torque T _OUT in the torque phase gradually decreases from T _{OUT1 with a} predetermined change gradient. Execute. 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 torque phase compensation torque _TFL is experimentally set in advance, and the torque compensation means 72 The torque control of the engine 8 may be executed using the relationship between the elapsed time and the torque phase compensation torque _TFL .

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 engine torque _TE is increased, the engine torque _TE is not suitably transmitted to the output shaft 22. . Therefore, when the torque compensator 72 executes the torque phase compensation control, for example, the engagement hydraulic pressure Pb1 of the brake B1 that is a friction engagement device on the engagement side with respect to a normal shift that does not execute the torque phase compensation control. By executing a control such as a quick start-up, the torque capacity that can be transmitted by the automatic transmission unit 20 is increased at a time earlier than the normal shift. Thus, the torque phase compensation torque T _FL outputted from the engine 8 is effectively transmitted to the output shaft 22 of the automatic transmission portion 20, t3 time (t4 time) to t6 drop in the output torque T _OUT of point Reduced. Incidentally, the hydraulic pressure value Pb1, Pb2 during the torque phase compensation control, for example, such as by feedback control according to the engine torque T _E, is controlled such that the engine torque T _E is effectively transmitted to the output shaft 22 The

When it is determined that the immediately before the end of the torque phase at time t5, the torque compensating means 72, until time t5 in the torque phase compensation control decreases in reversal of the engine torque T _E that has been increased, ie Then, the throttle valve opening θ _TH is decreased. As a result, at the time point t6 when the torque phase ends, the torque phase compensation torque T _FL output from the engine 8 in order to reduce the drop in the output torque T _OUT , that is, the torque compensation by the engine 8 becomes substantially zero. . The determination immediately before the end of the torque phase is determined based on whether or not a predetermined time, which is immediately before the end of the torque phase, obtained in advance through experiments or analytically, has elapsed based on, for example, the time t2 or the time t3. Alternatively, based on whether one or both of the engagement hydraulic pressures Pb1 and Pb2 of the first brake B1 and the second brake B2 have reached a predetermined hydraulic pressure that is obtained in advance through experiments and analysis, and that is immediately before the end of the torque phase. It can also be determined.

When the start of the inertia phase is determined at time t6, torque reduction control by the second electric motor M2 or the engine 8 is started, and the shift of the automatic transmission unit 20 is completed at time t7. The determination of the beginning and the shifting completion of the inertia phase, for example, of whether it 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 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 during the torque phase is suppressed and the gear shift is performed. Shock is suppressed. Further, in the case when the vehicle drive device 6 is continuously variable shifting state or power distributing mechanism 16 is a differential enabled state is an engine rotational speed N _E by utilizing the differential function of the differential portion 11 it is possible to not be bound by the vehicle speed V, the example, as shown in FIG. 12, 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 to, to be substantially constant engine speed N _E during the period from the shift start of the automatic shifting portion 20 (t2 time) until the end (t7 time), the amount of fluctuation of the engine rotational speed N _E in other words controlled so as to approach zero, preferably controlled to be constant engine rotational speed N _E. Thereby, the shift shock accompanying the engine speed _NE fluctuation can be reduced.

Next, a case where the vehicle drive device 6 is in the stepped speed change state, that is, FIG. 13 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. 13 (t3 time ~t6 time), Figure of the torque phase compensation control engine torque T _E is increased with respect to previous the torque phase starts is running 12 is the same. However, as described above, the torque compensator 72 determines the amount of torque compensation in the torque phase compensation control when the vehicle drive device 6 is in the step-variable shifting state compared to the case of the continuously variable shifting state. In FIG. 13, the torque compensation time during which the engine torque _TE is increased in order to reduce the drop in the output torque T _OUT in the torque phase is shortened compared to that in FIG. Specifically, as described above in FIG. 12, the time from the time t4 to the time t6 is the torque compensation time. In FIG. 13, the time t4 ′ after the time t4 is the torque compensation start time. Yes (see FIG. 14), the time from time t4 ′ to time t6 is the torque compensation time. In this way, in FIG. 13, compared with FIG. 12, the torque compensation means 72 shortens the torque compensation time by delaying the torque compensation start time to the time t4 ′ after the time t4, thereby reducing the torque compensation amount. It is small. 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 t6), the end of the torque compensation time (t6 The starting point of torque compensation is delayed without changing the time point). Thus, the torque compensation means 72 delays the torque compensation start timing when the vehicle drive device 6 (power transmission device 10) is in the step-variable shifting state compared to the case of the continuously variable shifting state. The delay time, that is, the time difference from the time point t4 to the time point t4 ′ 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. When attention is paid to FIG. 14 regarding the difference in the torque compensation time between the case where the vehicle drive device 6 is in a continuously variable transmission state and the case where it is in a stepped transmission state, the torque phase is a time point t3 to a time point t6. When the vehicle drive device 6 is in the step-variable shifting state (two-dot chain line L_ty shown in FIG. 14), the output torque T _OUT becomes larger in the case of the continuously variable transmission state (the one-dot chain line L_tm shown in FIG. 14). Although the drop is not suppressed, it can be seen that the drop in the output torque T _OUT is suppressed in comparison with the case where the torque phase compensation control is not executed (broken line L_tdwn in FIG. 14).

Returning to Figure 13, in the inertia phase of the shifting action of the automatic transmission portion 20 (t6 time ~t7 time), since the vehicle drive device 6 is in the step-variable shifting state rather than the continuously-variable shifting state engine speed N _E is constant so as controlled by it is not, the engine rotational speed N _E as the progress of the gear shift so the shift is the upshift of the automatic transmission portion 20 is lowered. Similar to FIG. 12, FIG. 13, although the torque-down control of the engine torque T _E is lowered in the inertia phase (t6 time ~t7 time) of the automatic transmission portion 20 is implemented, the vehicle drive device 6 is Yes since in the case of variable shifting state the engine speed N _E as shown in FIG. 13 changes, in that the torque-down control in comparison with the case the vehicle drive device 6 is a non-variable shifting state (FIG. 12) decrease amount of the engine torque T _E is increased.

  FIG. 15 shows the torque based on the main part of the control operation of the electronic control unit 40, that is, whether the vehicle drive device 6 is in the stepped speed change state or the stepless speed change state and the type of fuel supplied to the engine 8. It is a flowchart explaining the control operation | movement which performs phase compensation control, for example, is repeatedly performed by the very short cycle time of about several msec thru | or several dozen msec.

  First, in the step (hereinafter, “step” is omitted) SA1 corresponding to the torque phase compensation control determination means 74, when the shift determination of the automatic transmission unit 20 is made based on the shift diagram of FIG. It is determined whether or not the torque phase compensation control needs to be executed for the shift of the automatic transmission unit 20 for which the shift determination has been made. If the determination of SA1 is affirmative, that is, if the torque phase compensation control needs to be executed, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, this flowchart ends.

  In SA2 corresponding to the fuel discrimination means 82, the ethanol concentration of the fuel supplied to the engine 8 is detected based on the signal from the ethanol concentration sensor 44. That is, in SA2, the type of fuel supplied to the engine 8 is determined. After SA2, the process proceeds to SA3.

  In SA3 corresponding to the stepped and continuously variable determining means 80, it is determined whether or not the power transmission device 10 (vehicle drive device 6) 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 SA3 is affirmative, that is, if the power transmission device 10 is in the continuously variable transmission state, the process proceeds to SA4. On the other hand, if the determination of SA3 is negative, that is, if the power transmission device 10 is in the stepped shift state, the process proceeds to SA5.

  In SA4 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 engine 8. At this time, the torque compensation amount, that is, the torque phase compensation intake air amount determined by the relationship with the torque compensation amount is determined according to the ethanol concentration of the engine fuel. For example, first, the complete torque phase compensation amount at the time of gasoline use is determined based on a vehicle condition such as the type of shift of the automatic transmission unit 20, the accelerator opening Acc, and the vehicle speed V from an experimentally predetermined relationship. Based on the relationship shown by the broken line in FIG. 9, the torque compensation amount for the continuously variable shift when using gasoline is determined. Then, the torque phase compensation intake air amount derived from the torque compensation amount for continuously variable transmission when using the gasoline is changed according to the ethanol concentration of the engine fuel from the relationship shown by the broken line L02_vm in FIG. In the torque phase compensation control executed in SA6, the torque phase compensation intake air amount is adjusted according to the ethanol concentration, and the torque compensation amount is adjusted according to the ethanol concentration. After SA4, the process proceeds to SA6.

  In SA5 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 engine 8. At this time, the torque compensation amount, that is, the torque phase compensation intake air amount determined by the relationship with the torque compensation amount is determined according to the ethanol concentration of the engine fuel. For example, it is set in the same procedure as SA4.

  As shown in FIG. 9, the torque compensation amount for step-variable shifting set at SA5 is set to be smaller than the torque compensation amount for stepless shifting set at SA4.

  Here, the respective torque compensation amounts set in SA4 and SA5 are basically set as described above, but further considering the accelerator opening Acc and the type of shift of the automatic transmission unit 20. It may be set. 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 SA5, the process proceeds to SA6.

In SA6 corresponding to the torque compensation means 72, in the torque phase of the shift of the automatic transmission unit 20, the torque compensation amount and the torque phase compensation intake air amount (torque phase compensation torque T _FL) set in SA4 or SA5 are used. ), The torque phase compensation control is executed. Thereby, in the torque phase of the shift of the automatic transmission unit 20, the torque compensation start timing (time t4 in FIG. 12 or time t4 ′ in FIG. 13) and the end of the torque phase (time t6 in FIGS. 12 and 13) In the _meantime , the drop of the output torque T _OUT of the automatic transmission unit 20 is suppressed.

This embodiment has the following effects (A1) to (A11). (A1) According to this embodiment, the torque compensator 72 compensates for the torque when the output torque T _OUT of the automatic transmission unit 20 temporarily falls during the torque phase of the automatic transmission unit 20 during the shift transition period. Torque phase compensation control that suppresses fluctuations in the output torque T _OUT is executed by operating the engine 8. Furthermore, the torque compensation means 72, the engine torque T _E is the supply fuel type increases in accordance with (ethanol concentration in the fuel), engine for outputting a torque phase compensation torque T _FL during the execution of the torque phase compensation control The amount of intake air 8 (torque phase compensation intake air amount) is reduced with respect to the case where the engine 8 is driven by gasoline (reference fuel). Therefore, in the torque phase compensation control, the influence of the change in the engine torque characteristic according to the ethanol concentration on the magnitude of the torque phase compensation torque T _FL is suppressed, and the torque phase compensation torque T _FL is moderately applied to the engine 8. Can be output in various sizes. As a result, it is possible to reduce the shift shock without excess or deficiency. Further, as the intake air amount of the engine 8 decreases, the fuel consumption amount of the engine 8 also decreases. Therefore, the fuel efficiency improves according to the decrease amount when the torque compensator 72 decreases the intake air amount of the engine 8.

(A2) According to this embodiment, the torque compensator 72, the larger the engine torque T _E is in accordance with the ethanol concentration, increasing the torque compensation amount in the torque phase compensation control. Further, the engine torque T _E is sagging amount in the torque phase of the output torque T _OUT of the automatic shifting portion 20 as increases in accordance with the ethanol concentration increases. Accordingly, since the influence of the change in the ethanol concentration on the magnitude of the fluctuation of the output torque T _OUT suppressed by the execution of the torque phase compensation control can be suppressed, the shift by the execution of the torque phase compensation control can be suppressed. The shock reduction effect can be prevented from varying due to the change in the ethanol concentration.

(A3) According to this embodiment, the torque compensator 72 determines that the drop amount in the torque phase of the output torque T _OUT of the automatic transmission unit 20 is the supply fuel type when the engine 8 is driven by gasoline. The torque phase compensation intake air for the case where the engine 8 is driven by gasoline as the drop amount increases as compared with the case where the increase does not occur when it increases according to (ethanol concentration of engine fuel). Reduce the amount of decrease. Therefore, the engine torque T _E is higher increases the sagging amount increases in accordance with the ethanol concentration and the torque compensation amount as the torque phase compensation torque T _FL outputted from the engine 8 is increased in response to the ethanol concentration By balancing the increase of the torque phase, it is possible to suppress the shift shock reduction effect due to the execution of the torque phase compensation control from varying due to the change in the ethanol concentration.

(A4) According to the present embodiment, the fuel discriminating means 82 discriminates the type of fuel supplied to the engine 8 according to the ethanol concentration. Further, the engine torque characteristic changes according to the ethanol concentration of the fuel for the engine 8. Accordingly, whether or not the engine torque characteristic changes according to the change in the supplied fuel type, that is, whether or not the drop amount of the output torque T _OUT in the torque phase of the automatic transmission unit 20 changes. This can be determined by detecting the ethanol concentration.

  (A5) According to the present embodiment, the torque compensation means 72 determines the torque compensation amount constituting the vertical axis of FIG. 9 based on the complete torque phase compensation amount constituting the horizontal axis of FIG. The torque compensation amount that is different for each shift of the automatic transmission unit 20 can be determined by an appropriate amount based on a unified standard.

(A6) If the torque phase compensation control is not executed, the shift shock (drop of the output torque T _OUT ) tends 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 vehicle drive device 6 is in the stepped speed change state or the continuously variable speed change state, the torque compensation means 72 increases the difference in the speed ratio before and after the speed change of the automatic transmission unit 20 as the difference. It is determined so as to increase the torque 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 shift increases as the shift of the automatic transmission unit 20 is executed at the lower vehicle speed side gear. Therefore, the torque compensation means 72 may increase the torque compensation amount as the shift of the automatic transmission unit 20 is a shift at a lower vehicle speed side shift stage.

(A7) 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 vehicle drive device 6 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. To do. 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.

  (A8) According to this embodiment, the power transmission device 10 (vehicle drive device 6) includes a power distribution mechanism 16 connected between the engine 8 and the drive wheels 38, and power to the power distribution mechanism 16. Since there is provided a first electric motor M1 that is connected so as to be able to transmit and controls the differential state of the power distribution mechanism 16, the automatic transmission unit 20 is a stepped transmission that changes its gear ratio step by step. However, by controlling the differential state of the power distribution mechanism 16, the vehicle drive device 6 as a whole can function as a continuously variable transmission that can continuously change the gear ratio γT. .

(A9) According to this embodiment, when the vehicle drive device 6 (power transmission device 10) is in a continuously variable transmission state, for example, as shown in FIG. 12, hybrid control means (engine rotation speed control means) 52 controls the engine speed _NE to be substantially constant from the start (at time t2 in FIG. 12) to the end (time at time t7 in FIG. 12) of the automatic transmission unit 20. 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.

(A10) According to this embodiment, the execution of the torque phase compensation control is to cause the engine 8 to output the torque phase compensation torque _TFL. Therefore, in order to suppress deterioration in fuel consumption, the torque in the torque phase compensation control is executed. It is desirable to make the compensation amount as small as possible. Further, when the power transmission device 10 is in the stepped shift state, the drop in the output torque T _OUT in the torque phase is a phenomenon that occurs in the clutch-to-clutch shift of the normal stepped transmission. It is considered that the passenger does not feel uncomfortable if the drop in the output torque T _OUT is not reduced as the gear shift state is improved to some extent. Considering these points, according to the present embodiment, when the torque compensator 72 executes the torque phase compensation control, the torque transmission device 72 is compared with the continuously variable transmission state when the power transmission device 10 is in the stepped transmission state. Then, the torque compensation amount in the torque phase compensation control is reduced. Therefore, depending on whether the power transmission device 10 is in the stepped speed change state or the stepless speed change state, the speed change shock (drop of the output torque T _OUT ) is suppressed to the extent that the passenger does not feel uncomfortable. Since the torque compensation amount is appropriately adjusted, it is possible to achieve both reduction of shift shock, that is, improvement of comfort and suppression of deterioration of fuel consumption.

  (A11) According to the present embodiment, the stepped / unshifted state is a shift state manual selection device for selectively switching between the continuously variable shift state and the stepped shift state of the vehicle drive device 6 (power transmission device 10). A step mode switch 46 is provided, and the vehicle drive device 6 is switched to a stepped gear shift state or a stepless gear shift state by switching the stepped / stepless mode switch 46, so that the vehicle drive device 6 is operated by the driver. The switch to the stepped gear shift state or the stepless gear shift state is accurately performed in accordance with the request.

  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.

  The functional block diagram of this embodiment is shown in FIG. 6 and is common to the first embodiment. In FIG. 6, in this embodiment, the torque compensation means 72 of the first embodiment is replaced with the torque compensation means 102, but the other points are common to the first embodiment. Hereinafter, differences from the first embodiment will be mainly described.

  In the first embodiment described above, the torque phase compensation control is executed by the operation of the engine 8, but the torque phase compensation control may be executed by the operation of both the second electric motor M2 and the engine 8. 8 may be executed by the operation of the second electric motor M2 without being used. In the present embodiment, when the torque phase compensation control is executed, the second electric motor M2 functions as a torque compensation motor, and the torque phase compensation control is executed not by the engine 8 but by the operation of the second electric motor M2.

6 is the same as the torque compensation unit 72 (first embodiment) in that the torque phase compensation control is executed in the torque phase of the shift of the automatic transmission unit 20, but the torque compensation unit 102 shown in FIG. Unlike the means 72, the torque compensation means 102 executes the torque phase compensation control by the operation of the second electric motor M2. That is, the torque compensator 102 outputs the output torque T _{M2 of} the second electric motor _M2 (hereinafter referred to as “second electric motor torque T _M2 ”) so as to suppress the fluctuation of the output torque T _OUT of the automatic transmission unit 20 in the torque phase. The torque phase compensation control is executed by controlling the torque phase compensation torque, and the torque phase compensation torque T _FL is output by the second electric motor M2.

  Similarly to the torque compensation means 72, the torque compensation means 102 determines that the torque phase compensation control needs to be executed by the torque phase compensation control determination means 74 when executing the torque phase compensation control. In the torque phase compensation control, the torque compensation amount is set, and when the vehicle drive device 6 (power transmission device 10) is in the step-variable shift state, the torque compensation amount is compared with the continuously variable shift state. The torque compensation amount in the torque phase compensation control is reduced. However, since the torque compensation means 102 does not execute the torque phase compensation control by the operation of the engine 8, in the torque phase compensation control, the intake air amount of the engine 8 is adjusted according to the ethanol concentration of the engine fuel. Do not do.

However, as the engine torque characteristic shifts to the higher torque side in accordance with the type of fuel supplied to the engine 8 (ethanol concentration of fuel), the drop amount of the output torque T _OUT of the automatic transmission unit 20 in the torque phase increases. The torque compensation means 102 adjusts the torque compensation amount in the torque phase compensation control based on the ethanol concentration of the engine fuel. In this regard, the torque compensating means 72 of the first embodiment is realized by adjusting the intake air amount of the engine 8, but the torque compensating means 102 is realized by the operation of the second electric motor. That is, the torque compensation means 102 increases the torque compensation amount in the torque phase compensation control to the second electric motor M2 as the drop amount in the torque phase of the output torque T _OUT of the automatic transmission unit 20 increases according to the supplied fuel type. Enlarged by operation. For example, as shown in FIG. 10, the ethanol concentration of the engine fuel is relatively low when using the vehicle drive device 6 in the stepped speed change state or the stepless speed change state as shown in FIG. The higher the value is, the larger the torque phase compensation torque T _FL to be output to the second electric motor M2 is. The torque compensator 102 does not need to change the torque phase compensation torque _TFL according to the ethanol concentration when the motor is running, and may be performed when the engine is running. Further, since the torque compensation means 102 executes the torque phase compensation control by the operation of the second electric motor M2, for example, the torque phase compensation control is executed not only when the engine is running but also when the automatic transmission unit 20 is shifted when the motor is running. It doesn't matter.

  FIG. 16 corresponds to FIG. 12 of the first embodiment, and is a time chart for explaining the torque phase compensation control by the second electric motor M2 when the vehicle drive device 6 is in a continuously variable transmission state. As in FIG. 12 of the first embodiment, the automatic transmission unit 20 is upshifted from the second gear to the third gear while the accelerator pedal 41 is depressed. FIG. 17 corresponds to FIG. 13 of the first embodiment, and is a time chart similar to FIG. 16 except that it is a time chart when the vehicle drive device 6 is in the stepped speed change state. Moreover, FIG. 14 demonstrated in 1st Example is applicable also to a present Example as it is.

Since the torque phase compensation control of the present embodiment is executed by the operation of the second electric motor M2, the time charts of the throttle valve opening _θTH are deleted in FIGS. 16 and 17, respectively, with respect to FIGS. , which time chart of the engine torque T _E is substituted in the time chart of the second electric motor torque T _M2, the other points are the same as FIGS. 12 and 13. Furthermore, the torque variation on the shape i.e. the elapsed time of a time chart of the second electric motor torque T _M2 of FIG. 16 and 17, respectively, is identical to that of the time chart of the engine torque T _E of FIG. 12 and FIG. 13. Accordingly, by execution of the torque phase compensation control, the torque phase compensation torque _TFL is output by the second electric motor M2 between time t4 and time t6 in FIG. 16, and between time t4 ′ and time t6 in FIG. Thus, the torque phase compensation torque _TFL is output by the second electric motor M2. In FIGS. 16 and 17, torque reduction control is performed by the second electric motor M <b> 2 during the inertia phase (from time t <b> 6 to time t <b> 7) of the shift of the automatic transmission unit 20.

  The flowchart of this embodiment is shown in FIG. 15, and is the same as that of the first embodiment. However, this embodiment differs from the first embodiment in that the torque phase compensation control is executed by the operation of the second electric motor. Therefore, the diagrams of SA4, SA5 and SA6 in FIG. 15 are the same as those in the first embodiment. However, the contents are different from the first embodiment. Other points are common to the first embodiment.

In SA4 corresponding to the torque compensation means 102 of the present embodiment, 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. At this time, the torque compensation amount corresponds to the ethanol concentration of the engine fuel. For example, as in the first embodiment, first, from the experimentally predetermined relationship, the complete torque phase at the time of gasoline use is determined based on the vehicle state such as the shift type of the automatic transmission unit 20, the accelerator opening degree Acc and the vehicle speed V. A compensation amount is obtained, and based on this, the torque compensation amount for the continuously variable transmission when using gasoline is determined from the relationship shown by the broken line in FIG. Then, the torque phase compensation torque T _FL derived from the torque compensation amount for the time of the continuously variable transmission at the time of the gasoline used is changed according to the ethanol concentration of the fuel for the engine from the relationship shown by the solid line L_fm in FIG. 10, The torque compensation amount in the torque phase compensation control executed in SA6 is adjusted according to the ethanol concentration. After SA4, the process proceeds to SA6.

In SA5 corresponding to the torque compensation means 102, 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. At this time, the torque phase compensation torque T _FL determined in relation to the torque compensation amount i.e. the torque compensation amount is the one corresponding to the ethanol concentration of the fuel for the engine. For example, it is set in the same procedure as SA4.

  As shown in FIG. 9, the torque compensation amount for step-variable shifting set at SA5 is set to be smaller than the torque compensation amount for stepless shifting set at SA4.

  Here, the respective torque compensation amounts set in SA4 and SA5 are basically set as described above. However, as in the first embodiment, the accelerator opening Acc and the automatic transmission unit 20 are further controlled. It may be set in consideration of the type of shift. After SA5, the process proceeds to SA6.

In SA6 corresponding to the torque compensation means 102, the torque phase of the shifting action of the automatic transmission portion 20, is the torque phase compensation control according to the set the torque compensation amount and the torque phase compensation torque T _FL at the SA4 or SA5 Executed. Thereby, in the torque phase of the shift of the automatic transmission unit 20, the torque compensation start time (time t4 in FIG. 16 or time t4 ′ in FIG. 17) and the end of the torque phase (time t6 in FIGS. 16 and 17) In the _meantime , the drop of the output torque T _OUT of the automatic transmission unit 20 is suppressed.

This embodiment has the following effects in addition to the effects (A2) and (A4) to (A11) of the first embodiment. According to this embodiment, the torque compensation means 102 increases the torque compensation amount in the torque phase compensation control as the drop amount in the torque phase of the output torque T _OUT of the automatic transmission unit 20 increases in accordance with the supplied fuel type. Is increased by the operation of the second electric motor M2, so that the effect of reducing the shift shock (decrease in the output torque T _OUT ) due to the execution of the torque phase compensation control is prevented from varying due to the change in the supplied fuel type. be able to. In general, since the electric motor can change its output torque with better responsiveness compared to an internal combustion engine such as the engine 8, the output torque T _OUT of the automatic transmission unit 20 is temporarily changed in the torque phase compensation control. It is possible to compensate the torque with good responsiveness to a sag.

  FIG. 18 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. 19 is a shift stage of the power transmission device 110. FIG. 20 is a collinear diagram illustrating the speed change operation of the power transmission device 110. FIG.

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

In the power transmission device 110 configured as described above, for example, as shown in the engagement operation table of FIG. 19, 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 shift state by engaging and operating either the switching clutch C0 or the switching brake B0, and does not operate any of the switching clutch C0 or the switching brake B0. It is switched to the continuously variable transmission state.

  For example, when the power transmission device 110 functions as a stepped transmission, as shown in FIG. 19, 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. 19 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. 20 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.

  In FIG. 20, four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission unit 112 correspond to the fourth rotation 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. 20, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotation 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.

  Also in the vehicle drive device 106 of the present embodiment, since the control function as described above with reference to FIG. 6 is applied, the same effects as those of the first embodiment and the second embodiment described above 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, it is determined whether the torque phase compensation control needs to be executed for the shift of the automatic transmission units 20 and 112 before the torque phase compensation control is executed. The torque phase compensation control may be executed without determining such necessity.

  In the above-described embodiment, the torque compensation amount in the torque phase compensation control is the same as that in the stepless speed change state in which the power transmission devices 10 and 110 (vehicle drive devices 6 and 106) are in the continuously variable speed state. It depends on whether it is present, but it does not matter if it is not.

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

  Further, although the hybrid vehicle has been described in the above-described embodiment, it may be a normal engine vehicle.

In the above-described embodiment, the torque compensators 72 and 102 are configured such that the torque phase compensation is greater when the vehicle drive devices 6 and 106 are in the step-variable shift state than in the continuously variable shift state. Although the torque compensation amount is reduced by shortening the torque compensation time in the control, there is no particular need to increase or decrease the torque compensation amount by adjusting the torque compensation time. For example, torque compensation means 72 102, when the vehicle drive devices 6 and 106 are in the stepped speed change state, the torque compensation time is not different from that in the case of the continuously variable speed change state. The torque compensation amount may be reduced by reducing the torque phase compensation torque _TFL in the phase compensation control.

  In the above-described embodiment, the ethanol concentration of the fuel supplied to the engine 8 is detected based on the signal from the ethanol concentration sensor 44. However, the ethanol concentration may be detected by other methods.

  In the above-described embodiment, the case where ethanol is mixed with gasoline as the fuel supplied to the engine 8 is described. For example, as fuel for the engine 8, light oil, hydrogen, ethanol, or the like itself is used. Or the mixed fuel which has them as a main component may be sufficient. Further, the component added to the fuel for the engine 8 is not limited to ethanol.

  FIG. 9 of the above-described embodiment shows the relationship between the complete torque phase compensation amount and the torque compensation amount. The torque compensation amount for continuously variable transmission is also the torque compensation for stepped gear shifting. The amount may be set experimentally so that the mutual magnitude relationship is maintained and comfort is not impaired. For example, the mutual magnitude relationship is maintained and the torque compensation amount for continuously variable transmission is the complete torque phase compensation amount. Even if it is about 50% or 80%, it does not matter. In addition, the torque compensation amount is set based on the complete torque phase compensation amount obtained, but the torque compensation amount may be set by other procedures.

  In the above-described embodiment, the power transmission devices 10 and 110 (the vehicle drive devices 6 and 106) are set to the continuously variable transmission state or the stepped transmission state by switching the differential state of the power distribution mechanism 16, and the automatic transmission is performed. Steps 20 and 112 perform a stepped shift, and a mechanical configuration for switching the power transmission devices 10 and 110 to a continuously variable shift state or a stepped shift state and a mechanical configuration that performs a stepped shift are mutually connected. There is no need to be independent.

  Further, in the above-described embodiment, the time charts of FIGS. 12 to 14 and FIGS. 16 to 17 for explaining the torque phase compensation control executed by the torque compensating means 72 and 102 are those of the automatic transmission units 20 and 112. Although the shift from the second speed to the third speed is taken as an example, this is merely an example of the shift from the second speed to the third speed for easy understanding. The torque phase compensation control may be executed in a shift between other shift speeds.

  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 devices 10 and 110 as a whole change the differential state electrically. If the electric differential function to be obtained and the function of shifting by a principle different from the shift by the electric differential function are provided, the differential unit 11 and the automatic transmission units 20 and 112 are not mechanically independent. There is no problem.

  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. There is no problem even if it is a configuration that can be switched to a shift.

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

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

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

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

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

  In the above-described embodiment, the automatic transmission units 20 and 112 are connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14 and is on the counter shaft. The automatic transmission units 20 and 112 may be arranged concentrically. In this case, the differential unit 11 and the automatic transmission units 20 and 112 are coupled so as to be able to transmit power, for example, as a transmission member 18 through a pair of transmission members including a counter gear pair, a sprocket and a chain. The

  Further, the power distribution mechanism 16 of the above-described embodiment is composed of a pair of differential planetary gear devices 24, but is composed of two or more planetary gear devices in a non-differential state (constant shift state). It may function as a transmission having three or more stages.

  Further, the second electric motor M2 of the above-described embodiment is connected to the transmission member 18 that constitutes a part of the power transmission path from the engine 8 to the drive wheel 38, but the second electric motor M2 is connected to the power transmission path. In addition, the power distribution mechanism 16 can be connected via an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 is changed by the second electric motor M2 instead of the first electric motor M1. The power transmission devices 10 and 110 that can be controlled may be used.

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

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

In addition, each of the above-described embodiments can be implemented in combination with each other, for example, by setting priorities. For example, you may implement combining the above-mentioned 1st Example and 2nd Example. That is, the torque phase compensation control may be executed by operating both the engine 8 and the second electric motor M2. To give a specific example, the respective operation ratios (output ratios) of the engine 8 and the second electric motor M2 when the torque phase compensation torque _TFL is output in the torque phase compensation control are determined in advance. The torque phase compensation control is executed. In this case, the operation ratio is determined so that the second motor M2 is preferentially responsible for the portion of the torque phase compensation torque _TFL that needs to be changed with good responsiveness during the execution of the torque phase compensation control. It is done. In this way, in the torque phase compensation control, it is possible to enjoy the merit that the responsiveness of the motor is good due to the operation of the second motor M2, and further, the influence of the discharge limitation of the power storage device 60 on the torque phase compensation control. It can be reduced by the operation of the engine 8. For example, even when the remaining charge SOC of the power storage device 60 is close to the lower limit value and sufficient electric power is not supplied to the second electric motor M2 and the second electric motor M2 is subjected to output restriction, the engine 8 operates to some extent. A torque compensation amount is secured. In addition, when the second electric motor M2 is subjected to the output restriction as described above, it is possible to increase the torque compensation amount secured by the operation of the engine 8 by increasing the operation ratio of the engine 8.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device that constitutes a part of a vehicle drive device to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation and a hydraulic friction engagement device used in the case where the vehicle power transmission device of FIG. FIG. 3 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the vehicle power transmission device of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for vehicles of FIG. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 4 was equipped. In the vehicle power transmission device of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates having the vehicle speed and the accelerator opening as parameters and is a basis for shift determination of the automatic transmission unit, An example of a switching diagram that is stored in advance as a basis for determining whether to change the shift state of the power transmission device for a vehicle and a boundary line between the engine traveling region and the motor traveling region for switching between engine traveling and motor traveling in advance. It is a figure which shows an example of the memorize | stored 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. When the vehicle power transmission device of FIG. 1 is in the stepped speed change state and the stepless speed change state, the torque compensation amount and the complete torque phase compensation amount in the torque phase compensation control executed by the torque compensation means of FIG. It is the figure which showed the relationship. In the case where the vehicle power transmission device in FIG. 1 is in the stepped speed change state and the stepless speed change state, the ethanol concentration of the engine fuel is relatively determined based on the case where the engine is driven by gasoline (reference fuel). It is the figure which showed the relationship with a torque phase compensation torque. The ethanol concentration of the engine fuel (in FIG. 11) is relative to the case where the engine 8 is driven by gasoline in each of the stepped transmission state and the stepless transmission state in the vehicle power transmission device of FIG. It is the figure which showed the relationship between a horizontal phase) and a torque phase compensation intake air amount (vertical axis | shaft of FIG. 11). Description of torque phase compensation control executed by engine operation in order to suppress a drop in output torque in the torque phase of the shift of the automatic transmission unit when the vehicle power transmission device of FIG. 1 is in a continuously variable transmission state. FIG. 6 is a time chart for performing the above operation, and illustrates an example in which the automatic transmission unit is upshifted from the second gear to the third gear with the accelerator pedal depressed. Description of torque phase compensation control executed by engine operation in order to suppress a drop in output torque in the torque phase of the shift of the automatic transmission unit when the vehicle power transmission device of FIG. FIG. 6 is a time chart for performing the above operation, and illustrates an example in which the automatic transmission unit is upshifted from the second gear to the third gear with the accelerator pedal depressed. FIG. 4 is an image diagram of a time chart of output torque of the automatic transmission unit for comparison between the case where the vehicle drive device of FIG. is there. Torque based 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. It is a flowchart explaining the control action which performs phase compensation control. In the case where the vehicle power transmission device of FIG. 1 is in a continuously variable transmission state, torque phase compensation control executed by the operation of the second motor in order to suppress a drop in output torque in the torque phase of the shift of the automatic transmission unit. FIG. 6 is a time chart for explaining the case where the automatic transmission unit is upshifted from the second gear to the third gear with the accelerator pedal depressed. 12 is a time chart of the second embodiment corresponding to 12; In the case where the vehicle power transmission device of FIG. 1 is in a stepped shift state, torque phase compensation control executed by the operation of the second electric motor in order to suppress a drop in output torque during the shift torque phase of the automatic transmission unit. FIG. 6 is a time chart for explaining the case where the automatic transmission unit is upshifted from the second gear to the third gear with the accelerator pedal depressed. 13 is a time chart of the second embodiment corresponding to 13; FIG. 5 is a skeleton diagram illustrating another configuration example of a vehicle power transmission device that constitutes a part of a vehicle drive device to which the present invention is preferably applied, and is a skeleton diagram of a third embodiment corresponding to FIG. 1. is there. FIG. 19 is an operation chart for explaining the relationship between the shift stage in the stepped shift state of the vehicle power transmission device of FIG. 18 and the operation combination of the hydraulic friction engagement device for achieving the shift stage, and corresponds to FIG. 2. It is an action | operation chart of 3rd Example. FIG. 19 is a collinear diagram for explaining the relative rotational speeds of the respective gear stages when the vehicular power transmission device of FIG. 18 is operated in a stepped speed change operation, and is a collinear chart of the third embodiment corresponding to FIG. 3. .

Explanation of symbols

6, 106: Vehicle drive device 8: Engine (internal combustion engine)
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)

Claims (10)

A control device for a vehicle drive device including an internal combustion engine that operates even when a type of supplied fuel is changed, and a stepped transmission that forms part of a power transmission path,
The torque phase compensation control for suppressing fluctuations in the output torque by compensating for the torque when the output torque of the stepped transmission unit temporarily falls in the torque phase of the stepped transmission unit in the shift transition period. Including torque compensation means to be executed by actuation,
The torque compensator calculates the intake air amount of the internal combustion engine during execution of the torque phase compensation control as the output torque of the internal combustion engine increases according to the supplied fuel type. A control device for a vehicle drive device, characterized in that the control device reduces the amount of the internal combustion engine driven by a predetermined reference fuel. The torque compensator is a mechanical unit for suppressing fluctuations in the output torque of the stepped transmission unit in the torque phase in the torque phase compensation control as the output torque of the internal combustion engine increases according to the type of fuel supplied. The control device for a vehicle drive device according to claim 1, wherein a torque compensation amount that is energy is increased. The torque compensator is configured such that when the internal combustion engine is driven by the reference fuel, a drop amount in the torque phase of the output torque of the stepped transmission unit increases in accordance with the supplied fuel type. 2. The reduction amount of the intake air amount with respect to the case where the internal combustion engine is driven by the reference fuel is reduced as the drop amount is increased as compared with the case where it does not occur. 3. A control device for a vehicle drive device according to 2. An electric motor connected to the drive wheel so as to be able to transmit power is provided,
The torque compensator is configured to reduce the output torque of the stepped transmission unit in the torque phase in the torque phase in the torque phase compensation control as the drop amount in the torque phase of the stepped transmission unit increases according to the supplied fuel type. 4. The vehicle drive device control device according to claim 1, wherein a torque compensation amount, which is mechanical energy for suppressing output torque fluctuation, is increased by the operation of the electric motor. 5. The control device for a vehicle drive device according to any one of claims 1 to 4, wherein the supplied fuel type is determined according to an ethanol concentration. The torque compensation means is necessary for eliminating the output torque fluctuation, which is a mechanical energy for suppressing the output torque fluctuation of the stepped transmission unit in the torque phase in the torque phase compensation control. The control device for a vehicle drive device according to any one of claims 1 to 5, wherein the control device is determined on the basis of the mechanical energy taken as a reference. The torque compensator is a mechanical unit for suppressing fluctuations in the output torque of the stepped transmission unit in the torque phase in the torque phase compensation control as the difference between the gear ratios of the stepped transmission unit before and after the shift increases. The control device for a vehicle drive device according to any one of claims 1 to 6, wherein a torque compensation amount as energy is increased. The torque compensation means increases the amount of torque compensation, which is mechanical energy for suppressing the output torque fluctuation of the stepped transmission unit in the torque phase in the torque phase compensation control, as the accelerator opening is larger. The control device for a vehicle drive device according to any one of claims 1 to 7. A differential mechanism connected between the internal combustion engine and the drive wheel; and a differential motor connected to the differential mechanism so as to transmit power and for controlling a differential state of the differential mechanism. The control device for a vehicle drive device according to any one of claims 1 to 8, wherein the control device is a vehicle drive device. The control device for a vehicle drive device according to claim 9, wherein the rotational speed of the internal combustion engine is controlled to be substantially constant from the start to the end of the shift of the stepped transmission unit.

Images