JP2010159036A - Controller of power transmission device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce transmission shock by suitably decreasing temporary falling of an output torque in torque phase during gear shift transient of a stepped transmission part in a power transmission device for a vehicle including a driving power source, a differential part, the stepped transmission part, and a differential limiting device which limits differential operations of the differential part. <P>SOLUTION: Based on whether the differential part 11 is made in either the differential state or non-differential state, a motor selection means 100 determines a motor M used for torque phase compensation control by a torque compensation means 96 among a first motor M1, a second motor M2, and a third motor M3, so that the torque phase compensation control is performed using the motor M suitable for the differential state and non-differential state of the differential part 11. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle power transmission device including a driving force source, a differential unit, a stepped transmission unit, and a differential limiting device that limits a differential action of the differential unit, and in particular, a stepped transmission. This relates to control when the part is shifted.

  A vehicular power transmission device including a driving force source, a differential unit, a stepped transmission unit, and a differential limiting device that limits the differential action of the differential unit is well known. For example, the power transmission device for vehicles described in patent document 1 is it. This vehicle power transmission device includes a differential mechanism that is coupled to an engine so that power can be transmitted, and a first motor that is coupled to the differential mechanism so that power can be transmitted. The operating state of the first motor is controlled. An electric differential unit that controls the differential state of the differential mechanism, a stepped transmission that forms part of the power transmission path from the electric differential unit to the drive wheels, and an input side of the transmission unit And a second electric motor coupled to the rotating member so as to transmit power. In addition, the stepped transmission unit is configured by a planetary gear type multi-stage transmission in which the shift stage is switched by re-holding the friction engagement device.

  Here, the shift transition period of the stepped transmission unit is roughly divided into a torque phase in which the output torque of the stepped transmission unit changes and an inertia phase in which a change in rotational speed occurs on the input side. In the torque phase during the shift transition of the stepped transmission unit, a shift shock may occur due to a change in output torque of the stepped transmission unit (specifically, a temporary drop in output torque). On the other hand, in Patent Document 1, in order to reduce a shift shock based on a temporary drop in the output torque, the output torque drop (that is, a reduction in the output torque) is suppressed or moderated. Further, it is disclosed that torque phase compensation control is performed to compensate for torque by the output torque of the second motor (by torque assist by the second motor). Patent Document 2 discloses that after the output of an electric motor that performs torque compensation reaches an upper limit, the engine torque is slowly decreased to suppress the change in output torque.

JP 2006-9657 A JP 2006-207520 A

  By the way, as shown in Patent Document 1 above, when torque phase compensation control is executed using an electric motor, an output (power) necessary for torque phase compensation becomes large, particularly at a high accelerator opening, so In a high rotation range where the torque that can be output by the motor whose output is determined is small, a region having a high torque output capability is frequently used, and a single motor may not be able to sufficiently generate the necessary compensation torque. On the other hand, it can be considered that a plurality of electric motors capable of torque assist are provided. On the other hand, it is also well known that the differential unit can be selectively switched between differential and non-differential. In the vehicular power transmission device configured as described above, there has not yet been proposed how to use a plurality of electric motors when performing torque phase compensation control. Therefore, the temporary drop of the output torque in the torque phase during the shift transition of the stepped transmission unit is not appropriately reduced, and the shift shock may increase. These problems are unknown, including the fact that a single motor cannot sufficiently generate compensation torque.

  The present invention has been made against the background of the above circumstances, and its object is to limit the differential action of the driving force source, the differential unit, the stepped transmission unit, and the differential unit. To provide a control device capable of reducing a shift shock by appropriately reducing a temporary drop in output torque in a torque phase during a shift transition of a stepped transmission unit. It is in.

  To achieve the above object, the gist of the present invention is: (a) a driving force source, a differential unit, a stepped transmission unit, and a differential limiting device that limits the differential action of the differential unit. (B) using a plurality of electric motors respectively connected to a plurality of rotating members of the vehicle power transmission device, during the shifting transition of the stepped transmission unit Torque compensation means for performing torque phase compensation control for compensating for torque drop in the torque phase of the torque phase, and (c) based on whether the differential unit is in a differential state or a non-differential state An object is to determine a motor to be used for the torque phase compensation control from among the plurality of motors.

  According to this configuration, in the control device for the vehicle power transmission device including the driving force source, the differential unit, the stepped transmission unit, and the differential limiting device that limits the differential action of the differential unit, the differential unit includes: Since the motor used for torque phase compensation control by the torque compensator is determined from the plurality of electric motors based on which of the differential state and the non-differential state, the difference between the differential units Torque phase compensation control is performed using an electric motor suitable for a dynamic state and a non-differential state. For example, the compensation torque required for torque phase compensation control is generated in consideration of the motor that can be used for torque phase compensation control and the power efficiency of the motor that can be used in the differential state and non-differential state of the differential unit. An electric motor to be used is determined, and torque phase compensation control is performed using the determined electric motor. Therefore, the temporary drop of the output torque in the torque phase during the shift transition of the stepped transmission unit can be appropriately reduced, and the shift shock can be reduced.

  Here, preferably, when the differential unit is in a differential state, among the plurality of electric motors, an electric motor connected to the output side rotation member of the differential unit so as to be able to transmit power is preferentially used. While using the torque phase compensation control, when the differential section is in a non-differential state, the motor used for the torque phase compensation control is determined so that the power efficiency is maximized. In this way, at the time of differential of the differential unit, the torque phase compensation control is performed without changing the operation state of the driving force source by using the electric motor connected to the output rotating member of the differential unit. Thus, the shift shock can be reduced. In addition, when the differential unit is not differential, the power consumed for torque phase compensation control can be reduced compared to the differential case.

  Preferably, when the differential portion is in a differential state, power can be transmitted to the output side rotating member of the differential portion with respect to a torque compensation amount for compensating the torque drop. When the torque compensation amount by the motor connected to the motor is insufficient, the torque shortage is compensated by using the motor connected to the output side rotation member of the driving force source among the plurality of motors so that power can be transmitted. . In this way, the torque compensation amount can be ensured sufficiently and sufficiently by the electric motor connected to the output side rotating member of the driving force source. Therefore, it is avoided that the shift shock is increased due to a lack of the necessary torque compensation amount. Further, for example, since the torque phase compensation control can be performed under a wider range of driving conditions, for example, in the vehicle speed range, the operating temperature range of the electric motor, or the required output range, the shift shock can be reduced.

  Preferably, when the differential section is in a differential state, the rotational speed of the engine that is the driving force source is substantially constant from the start to the end of the shift of the stepped transmission section. The control is performed by the differential action of the differential unit. In this way, for example, the rotational speed of the driving force source is maintained substantially constant while performing torque phase compensation control, so that shock due to fluctuations in the rotational speed of the driving force source can be suppressed.

  Preferably, the differential limiting device has a plurality of engagement devices that change the speed ratio of the differential portion in a stepwise manner when the differential portion is set to a non-differential state. When the differential portion is in a non-differential state, an electric motor used for the torque phase compensation control is determined so that the power efficiency is maximized in accordance with the engagement state of the engagement device. In this way, the power consumed for the torque phase compensation control can be more appropriately reduced when the differential unit is not differential than when the differential unit is differential.

  Preferably, the differential section includes a differential mechanism coupled to the driving force source so as to transmit power and a first electric motor coupled to the differential mechanism so as to transmit power. An electric continuously variable transmission in which a differential state of the differential mechanism is controlled by controlling an operating state of an electric motor, wherein the stepped transmission unit is a power transmission path from the differential unit to drive wheels. And a second electric motor connected to a power transmission path from the differential portion to the drive wheel so as to be able to transmit power. According to this configuration, in the practical vehicle power transmission device including the driving force source, the differential unit that functions as an electric continuously variable transmission, the stepped transmission unit, and the second electric motor, Temporary drop in output torque in the torque phase during the shift transition can be appropriately reduced, and shift shock can be reduced. In addition, it is possible to smoothly change the drive torque output from the differential unit. The differential unit can be operated as a stepped transmission by changing the gear ratio stepwise, in addition to continuously changing the gear ratio to operate as an electric continuously variable transmission. .

  Preferably, the differential mechanism is a gear mechanism having three rotation elements of a first rotation element, a second rotation element, and a third rotation element, and the first rotation element includes the driving force source. And the third electric motor are connected so as to be able to transmit power, the first rotating motor is connected to the second rotating element so as to be able to transmit power, and the third rotating element is input to the second electric motor and the stepped transmission unit. Side rotation members are connected so as to be able to transmit power, and the differential limiting device includes a first non-differential state in which the three rotation elements are integrally rotated to be in a direct connection state, and the second rotation element is not rotated. The differential unit is set to a non-differential state by setting the third rotating element as a state to any one of a second non-differential state in which the third rotating element is rotated at a higher speed than the first rotating element. In the non-differential state, the first motor, the second motor, and the While determining the electric motor to be used for the torque phase compensation control from among the three electric motors so as to maximize the power efficiency, in the second non-differential state, from among the second electric motor and the third electric motor The electric motor used for the torque phase compensation control is determined so that the power efficiency is maximized. In this way, when the differential unit is in the differential state, the direct torque is mechanically transmitted to the output side rotating member of the differential unit via the differential mechanism that functions as a speed increaser. When the torque phase compensation control is performed, it is advantageous to preferentially use the second electric motor in which the torque is directly output to the output side rotating member of the differential unit, rather than using the electric motor. Therefore, it is preferable to use the third electric motor to make up for the shortage of the output torque of the second electric motor without using the main electric motor. In addition, when the differential unit is in the first non-differential state, any of the three electric motors of the first electric motor to the third electric motor can be used for the torque phase compensation control. Since it is the same, use share is determined based on the power efficiency of each electric motor. Therefore, the power consumed for the torque phase compensation control can be appropriately reduced as compared with the differential mode. Further, when the differential unit is in the second non-differential state, the second motor and the third motor can be used for torque phase compensation control. Therefore, it is preferable to use the second electric motor preferentially. In addition, the differential mechanism is simply configured.

  Preferably, the stepped transmission unit selectively achieves a plurality of gear stages (shift stages) by selectively connecting rotating elements of a plurality of sets of planetary gear devices by a friction engagement device. For example, it is composed of various planetary gear type multi-stage transmissions having four forward speeds, five forward speeds, six forward speeds, and more. As a friction engagement device in this planetary gear type multi-stage transmission, a hydraulic friction engagement device such as a multi-plate type, a single plate type clutch or brake engaged by a hydraulic actuator, or a belt type brake is widely used. The oil pump that supplies the hydraulic oil for engaging the hydraulic friction engagement device may be driven by a driving power source for driving and discharges the hydraulic oil, for example, but separately from the driving power source for driving. It may be driven by a dedicated electric motor provided. Further, the clutch or brake may be an electromagnetic engagement device such as an electromagnetic clutch or a magnetic powder clutch in addition to the hydraulic friction engagement device.

  Preferably, the hydraulic control circuit including the hydraulic friction engagement device is responsive to, for example, supplying output hydraulic pressure of a linear solenoid valve directly to a hydraulic actuator (hydraulic cylinder) of the hydraulic friction engagement device. However, it is also possible to control the shift control valve by using the output hydraulic pressure of the linear solenoid valve as a pilot hydraulic pressure, and to supply hydraulic oil from the control valve to the hydraulic actuator.

  Preferably, one linear solenoid valve is provided, for example, corresponding to each of a plurality of hydraulic friction engagement devices. However, the linear solenoid valves are not engaged at the same time or controlled to be engaged or released. When there are a plurality of hydraulic friction engagement devices, various modes are possible, such as providing a common linear solenoid valve for them. In addition, it is not always necessary to control the hydraulic pressure of all the hydraulic friction engagement devices with the linear solenoid valve, and pressure control means other than the linear solenoid valve, such as duty control of the ON-OFF solenoid valve for part or all of the hydraulic control. You can go there. In this specification, “supplying hydraulic pressure” means “applying hydraulic pressure” or “supplying hydraulic oil controlled to the hydraulic pressure”.

  Preferably, an engine that is an internal combustion engine such as a gasoline engine or a diesel engine is widely used as the driving force source. Further, an electric motor or the like may be used in addition to this engine as an auxiliary driving force source. Alternatively, only an electric motor may be used as the driving force source.

  Preferably, the third electric motor is attached to and directly connected to the engine. If it does in this way, the required space for installing the 3rd electric motor can be made small.

  Preferably, the differential mechanism is a single pinion type planetary gear device, 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 single pinion type planetary gear device.

  Preferably, a shift state manual selection device for selectively switching between the differential state and the non-differential state of the differential unit is provided, and the differential unit is changed by switching the shift state manual selection device. Switches to a differential or non-differential state. In this way, the differential unit can be accurately switched to the differential state or the non-differential state according to the driver's request.

1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation of an automatic transmission unit provided in the vehicle power transmission device of FIG. 1 and an operation combination of a hydraulic friction engagement device used therefor. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the vehicle power transmission device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for vehicles. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by an electronic control apparatus. In a vehicle power transmission device, an example of a pre-stored shift diagram that is a basis for shift determination of the automatic transmission unit and an example of a pre-stored switch diagram that is a basis for determination of shift state change of the power transmission device And an example of a driving force source switching diagram stored in advance for switching between engine running and motor running, and is a diagram showing the respective relationships. It is a figure which shows an example of the optimal fuel consumption rate curve of an engine. The figure which showed the experimentally determined relationship between the perfect torque phase compensation amount and torque compensation amount in torque phase compensation control about each case where the vehicle power transmission device is a stepped speed change state and a stepless speed change state. It is. It is a figure which shows an example of the equal efficiency line of an electric motor. 7 is a flowchart for explaining a control operation for reducing a shift shock by appropriately reducing a temporary drop in output torque in a torque phase during a shift transition of an automatic transmission unit, that is, a main part of a control operation of the electronic control unit. FIG. 12 is a time chart corresponding to the control operation of FIG. 11 when the automatic transmission unit is powered on upshifted from the second gear to the third gear in the continuously variable transmission state of the vehicle power transmission device. It is an example. FIG. 12 is a time chart corresponding to the control operation of FIG. 11 when the power transmission is up-shifted from the second gear to the third gear in the stepped shift state of the vehicle power transmission device. It is an example. It is an image diagram of the time chart of the output torque of the automatic transmission unit for comparing and explaining the case where the vehicle power transmission device is in the continuously variable transmission state and the case of the stepped transmission state with respect to the output torque change of the automatic transmission unit. . FIG. 3 is a skeleton diagram illustrating a configuration of a power transmission device according to another embodiment of the present invention, corresponding to FIG. 1. FIG. 16 is an operation chart for explaining a combination of operations of the hydraulic friction engagement device used for a speed change operation of the vehicle power transmission device of FIG. 15, corresponding to FIG. 2. FIG. 16 is a collinear diagram illustrating a relative rotational speed of each gear stage in the vehicle power transmission device of FIG. 15, corresponding to FIG. 3.

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

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

  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 same applies to the following embodiments.

  The differential unit 11 corresponding to the electric differential unit of the present invention is connected to the power distribution mechanism 16 and the power distribution mechanism 16 so as to be able to transmit power and to control the differential state of the power distribution mechanism 16. A first electric motor M1 functioning as an electric motor and a second electric motor M2 operatively coupled to rotate integrally with the transmission member 18. In addition, a third electric motor M3 that is an engine-connected electric motor is connected to the power transmission device 10 so as to be able to transmit power to the engine 8.

  The first electric motor M1, the second electric motor M2, and the third electric motor M3 of the present embodiment are all configured to be able to exchange electric power. That is, it is a so-called motor generator having a function as a motor that generates mechanical driving force from electric energy and a function as a generator that generates electric energy from mechanical driving force. In other words, in the power transmission device 10, the electric motor M can function as a power source (sub power source) that generates a driving force for traveling together with the engine 8 as an alternative to the engine 8 that is the main power source. . In addition, electric energy is generated by regeneration from the driving force generated by another power source and supplied to another electric motor M via the inverter 54 (see FIG. 6), or the electric energy is stored in the power storage device 56 (see FIG. 6)). The third electric motor M3 is an auxiliary machine of the engine 8 that is a main power source, and is provided as an accessory, for example, directly connected to an output side rotation member (for example, the input shaft 14) of the engine 8 as a starter. It is a thing.

  The first electric motor M1 and the third electric motor M3 have at least a generator (power generation) function for generating a reaction force, and the second electric motor M2 functions as a traveling motor that outputs driving force as a driving power source for traveling. At least a motor (electric motor) function is provided. Preferably, all of the first electric motor M1, the second electric motor M2, and the third electric motor M3 are configured such that the amount of power generation 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 third electric motor M3 is provided outside the case 12 separately from the first electric motor M1 and the second electric motor M2, and is directly connected to the engine 8 as shown in FIG. The third electric motor M3 is connected to the output shaft of the engine 8, but it may be attached to the engine 8 to be integrated with the engine 8 for space saving, or both may be arranged coaxially. There is no need, and the connection relationship between them is not limited to this.

  The power distribution mechanism 16 is a differential mechanism that is coupled to the engine 8 so as to be able to transmit power, for example, a single pinion type differential unit planetary gear device 24 having a predetermined gear ratio ρ0 of about “0.418” and the like. The switching clutch C0 and the switching brake B0 are mainly configured to mechanically distribute the output of the engine 8 input to the input shaft 14. 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, rotating member). 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 and the third electric motor M3, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is transmitted. It is connected to the member 18. 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 configured as described above has a differential unit sun gear S0, a differential unit carrier CA0, which is the three elements of the differential unit planetary gear unit 24, Since the differential part ring gears R0 can be rotated relative to each other so that the differential action can be activated, that is, the differential action is possible (differential state), the output of the engine 8 is the first. Since the electric power is distributed to the electric motor M1 and the transmission member 18 and is stored by the electric energy generated from the first electric motor M1 with a part of the output of the distributed engine 8, or the second electric motor M2 is rotationally driven. The differential unit 11 (power distribution mechanism 16) is caused to function as an electrical differential device. For example, the differential unit 11 is set to a so-called continuously variable transmission state (electrical CVT state), and the engine 8 is rotated at a predetermined speed. Warazu rotation of the transmitting member 18 is continuously changed. 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 (the rotational speed N _IN of the input shaft 14 / the rotational speed of the transmission member 18). N ₁₈₎ is in the continuously-variable shifting state to function as the electrically controlled continuously variable transmission is continuously varied to a maximum value γ0max from the minimum value Ganma0min. When the power distribution mechanism 16 is set to the differential state in this way, one or both of the operating states of the first electric motor M1 and the second electric motor M2 connected to the power distribution mechanism 16 (differential unit 11) so as to be able to transmit power are provided. By controlling (operating point), 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 (differential restricted state) in which 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. The differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0, which are the elements, are in a locked state (directly connected state) where they are rotated, that is, integrally rotated, and the differential action is not possible (first differential state). The differential unit 11 is also in the non-differential state (first 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 is in a locked state in which the differential sun gear S0 is brought into a non-rotating state. Therefore, the differential section 11 is also in a non-differential state (second non-differential state) because the differential action is not possible (second 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. The power distribution mechanism 16 may be in a slip engagement state in which the switching clutch C0 or the switching brake B0 is slid, and the non-differential of the power distribution mechanism 16 to which the switching clutch C0 or the switching brake B0 is engaged. In both the state and the slip engagement state, a predetermined differential state of the differential unit 11 (power distribution mechanism 16), that is, the three elements S0, CA0, R0 of the differential unit planetary gear device 24 can freely rotate relative to each other. It can be said that this is a differential limited state where a differential state cannot be obtained. In the present embodiment, the differential state of the power distribution mechanism 16 is described as a differential state in which the switching clutch C0 and the switching brake B0 are released and the three elements of the differential planetary gear unit 24 can freely rotate relative to each other. Therefore, the differential limit state is not included in the differential enable state.

  As described above, in this embodiment, the switching clutch C0 and the switching brake B0 change the shift state of the differential unit 11 (power distribution mechanism 16) to the differential state, that is, the non-locked state and the non-differential state, that is, the locked state. That is, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electrical differential device, for example, an electrical continuously variable transmission that can operate as a continuously variable transmission in which a gear ratio can be continuously changed is possible. A continuously variable transmission state and a shift state in which an electric continuously variable transmission does not operate, for example, a lock state in which a continuously variable transmission operation is not operated without being operated as a continuously variable transmission, that is, one or more types are locked. A constant speed change state (non-differential state) in which an electric continuously variable transmission operation is not performed, that is, an electric continuously variable speed operation is disabled, that is, a gear ratio is constant. 1 of Or functions as a differential state switching device for selectively switching to a constant shifting state to operate as a transmission in a plurality of stages. In other words, the switching clutch C0 and the switching brake B0 can put the differential unit 11 (power distribution mechanism 16) in a differential limited state in which a differential action including a non-differential state and a slip engagement state is limited. It functions as a differential limiting device.

  The automatic transmission unit 20 constitutes a part of a power transmission path from the differential unit 11 to the drive wheel 34, and includes a single pinion type first planetary gear unit 26, a single pinion type second planetary gear unit 28, And a single-pinion type third planetary gear unit 30 and a planetary gear type multi-stage transmission that functions as a stepped automatic transmission. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 that meshes with the first ring gear R1 and 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, When 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. Thus, the transmission member 18 functions as an input side rotation member of the automatic transmission unit 20.

  In this way, the automatic transmission unit 20 and the differential unit 11 (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. It is connected. In other words, the first clutch C1 and the second clutch C2 can selectively cut off the power transmission provided in a part of the power transmission path between the power distribution mechanism 16 (differential portion 11) and the drive wheels 34. In other words, as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. It is functioning. In other words, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is in a state capable of transmitting power, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

  The switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, the second brake B2, and the third brake B3 (hereinafter referred to as the clutch C and the brake B unless otherwise specified) Is an engagement device, that is, a hydraulic friction engagement device that is often used in a conventional stepped automatic transmission for a vehicle, in which a plurality of wet friction plates are pressed against each other by a hydraulic actuator. A plate type or one or two bands wound around the outer peripheral surface of the rotating drum are configured by a band brake or the like in which one end of the band is tightened by a hydraulic actuator. It is for connecting.

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 Any of the first gear (first gear) to the fifth gear (fifth gear) is achieved by selectively engaging B1, the second brake B2, and the third brake B3. 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 the present 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 by engaging one of the switching clutch C0 and the switching brake B0. 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 one of the switching clutch C0 and 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 change part 20 which are brought into a stepless speed change state by operating neither the switching clutch C0 nor the switching brake B0 are operated as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the power transmission device 10 is switched to the stepped shift state by engaging any one of the switching clutch C0 and the switching brake B0, and does not engage any switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

  For example, when the power transmission device 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is the maximum value due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. For example, the first speed gear stage of about “3.357” is established, and the gear ratio γ2 is smaller than the first speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. The second speed gear stage having a value of, for example, “2.180” is established, and the gear ratio γ3 is greater than that of the second speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the first brake B1. The third speed gear stage, which is a small value, for example, about “1.424”, is established, and the gear ratio γ4 is greater than the third speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. Is also a small value 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, a reverse gear stage in which the gear 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.

On the other hand, 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. Accordingly, the gear ratio between the gear stages is continuously variable continuously and the total transmission ratio (total transmission ratio) γT (= engine rotational speed N _E / output shaft 22 of the power transmission device 10 as a whole. The rotational speed N _OUT ) can be obtained steplessly.

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 the third electric motor M3, and is selectively connected to the second rotating element (differential sun gear S0) RE2 via the switching clutch C0. The rotating element RE2 is connected to the first 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. The rotation of the input shaft 14 is connected to the automatic transmission unit 20 via the transmission member 18 (input). 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 differential unit 11 is switched to a continuously variable transmission state (differential possible state) by releasing the switching clutch C0 and the switching brake B0, the first rotation element RE1 to the third rotation element RE3 are relatively relative to each other. Since the rotation is made differential, the rotation of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered by controlling the rotation speed of the first electric motor M1. When the rotational speed of the differential ring gear R0 indicated by the intersection of the straight line L0 and the vertical line Y3 is substantially constant by being constrained by the vehicle speed V, the difference indicated by the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the moving part carrier CA0 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, so that 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 XG. 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 at the first speed (1st) is shown at the intersection of. 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 (2nd) is shown, and a seventh rotation coupled to the output shaft 22 and the oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1. The rotation speed of the output shaft 22 of the third speed (3rd) is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the element RE7, and is determined by the engagement of the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 at the fourth speed (4th) is shown at the intersection of the straight line L4 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 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. On the other hand, 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 fifth speed (5th) is 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 rotation speed of the seventh rotation element RE7 connected to the output shaft 22. The rotation speed of the output shaft 22 is shown.

  FIG. 4 illustrates a signal input to the electronic control device 80 that is a control device for controlling the power transmission device 10 of the present embodiment and a signal output from the electronic control device 80. The electronic control unit 80 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, various controls such as the hybrid drive control for the engine 8 and each electric motor M and the shift control of the automatic transmission unit 20 are executed.

The electronic control unit 80 receives a signal representing the engine water temperature TH _W that is the temperature of the cooling fluid of the engine 8 and the shift position P _{SH of the} shift lever 52 (see FIG. 5) from each sensor and switch as shown in FIG. and a signal representative of the number of operations such as in the "M" position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal for commanding the M mode (manual shift running mode), a signal representing the operation of the air conditioner, the output A signal indicating the vehicle speed V corresponding to the rotational speed N _OUT of the shaft 22 and the traveling direction of the vehicle, a signal indicating the hydraulic oil temperature TH _OIL of the hydraulic oil of the automatic transmission unit 20, a signal indicating the side brake operation, and a foot brake operation. Signal, catalyst temperature signal, accelerator pedal operation amount corresponding to the driver's required output, accelerator pedal opening Acc signal, cam angle signal No., signal indicating snow mode setting, signal indicating vehicle longitudinal acceleration G, signal indicating auto-cruise traveling, signal indicating vehicle weight (vehicle weight), signal indicating wheel speed of each wheel, first motor M1 Rotation speed N _M1 (hereinafter referred to as “first motor rotation speed N _M1 ”) and a signal indicating its rotation direction, rotation speed N _{M2 of} the second motor _M2 (hereinafter referred to as “second motor rotation speed N _M2 ”) ) And a signal indicating the rotation direction thereof, a rotation speed N _{M3 of} the third electric motor _M3 (hereinafter referred to as “third electric motor rotation speed N _M3 ”), a signal indicating the rotation direction thereof, and each of the electric motors M1, M2, and M3 A signal representing the charging capacity (charging state) SOC of the power storage device 56 (see FIG. 6) that charges and discharges via the inverter 54 between the two, the temperature TH _{M1 of} the first electric motor _M1 (hereinafter referred to as “first electric motor temperature TH _M1 ”). ) A signal indicating a temperature TH M2 of the second electric motor _M2 (hereinafter referred to as “second electric motor temperature TH _M2 ”), a continuously variable transmission state (differential state) of the power transmission device 10 (differential unit 11), and A shift state manual selection device for selectively switching between a stepped shift state (non-differential state), which is provided in the vicinity of the driver's seat and operated from the stepped / continuously stepless mode switch 40 A signal indicating the switching state is supplied.

From the electronic control unit 80, an engine output control unit 58 (see FIG. 6) for controlling the output P _{E of the} engine 8 (the unit is, for example, “kW”; hereinafter referred to as “engine output P _E ”). Control signal, for example, a drive signal to the throttle actuator 64 for operating the throttle valve opening θ _TH of the electronic throttle valve 62 provided in the intake pipe 60 of the engine 8, the intake pipe 60 by the fuel injection device 66 or the in-cylinder of the engine 8 A fuel supply amount signal for controlling the fuel supply amount to the engine, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 68, a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric motor for operating the electric air conditioner Air conditioner drive signal, command signal for commanding operation of motors M1, M2, and M3, shift position for operating shift indicator (operation position) ) Display signal, gear ratio display signal for displaying gear ratio, snow mode display signal for displaying that it is in the snow mode, ABS operation signal for operating the ABS actuator for preventing the wheel from slipping during braking An M mode display signal for indicating that the M mode is selected, and a hydraulic control circuit 70 for controlling the hydraulic actuators of the hydraulic friction engagement devices of the differential unit 11 and the automatic transmission unit 20 (see FIG. 6) solenoid valves valve command signals for actuating (solenoid valve) or the like contained in a signal for pressure regulating the line pressure P _L by the hydraulic control circuit regulator valve provided in 70 (pressure regulating valve), is the line pressure P _L A drive command signal for operating an electric hydraulic pump that is a hydraulic source of the original pressure to be regulated, a signal for driving the electric heater , Signal etc. to the cruise control computer is output, respectively.

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

  The shift lever 52 is placed in a neutral state, that is, a neutral state in which the power transmission path in the power transmission device 10, that is, the automatic transmission unit 20 is interrupted, 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 speed ratio 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 stage 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 52, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 70 is electrically switched so that is established.

In the shift positions P _SH shown in the “P” to “M” positions, the “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling. As shown in the combined operation table, the first clutch C1 and the first clutch C1 that disables driving of the vehicle in which the power transmission path in the automatic transmission unit 20 is disengaged so that both the first clutch C1 and the second clutch C2 are released. 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 that can drive 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 52 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 52 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 52 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 in which 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 by the electronic control unit 80. In FIG. 6, the stepped shift control unit 82 functions as a shift control unit that shifts the automatic transmission unit 20. For example, the stepped shift control means 82 uses the vehicle speed V as shown in FIG. 7 and the output torque T _OUT (or accelerator opening degree Acc, etc.) of the automatic transmission unit 20 as variables as the upshift stored in advance in the storage means 84. It is indicated by the required output torque T _OUT of the automatic transmission unit 20 corresponding to the actual vehicle speed V, accelerator opening Acc, and the like from a relationship (shift diagram, shift map) having a line (solid line) and a downshift line (one-dot chain line). Based on the vehicle state, it is determined whether or not the shift of the automatic transmission unit 20 is to be executed, that is, the shift stage to be shifted of the automatic transmission unit 20 is determined, and the automatic shift unit is obtained so that the determined shift stage is obtained. 20 automatic shift control is executed.

  At this time, the stepped shift control means 82 is a hydraulic type involved in the shift of the automatic transmission unit 20 excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to, for example, the engagement table shown in FIG. A command for engaging and / or releasing the frictional engagement device (shift output command, hydraulic pressure command), that is, the release-side engagement device involved in the shift of the automatic transmission unit 20 is released and the engagement-side engagement device is engaged. When combined, a command to execute clutch-to-clutch shift is output to the hydraulic control circuit 70. In accordance with the command, for example, the hydraulic control circuit 70 releases the disengagement side engagement device and engages the engagement side engagement device so that the shift of the automatic transmission unit 20 is executed. A linear solenoid valve is actuated to actuate a hydraulic actuator of a hydraulic friction engagement device that is involved in the speed change.

  The hybrid control means 86 functions as engine drive control means for controlling the drive of the engine 8 via the engine output control device 58, and the first electric motor M1, the second electric motor M2, and the third electric motor M3 via the inverter 54. Includes a function as a driving force source or a motor operation control means for controlling the operation as a generator. By these control functions, hybrid driving by the engine 8, the first motor M1, the second motor M2, and the third motor M3 is performed. Execute control etc.

Further, the hybrid control means 86 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the power transmission device 10, that is, in the differential 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 V at that time, the target (request) output of the vehicle is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and the total required from the target output and the required charging value of the vehicle. The target output is calculated, and the target engine output (required engine output) _PER is calculated in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so as to obtain the total target output. controlling the output or power of the electric motor M to control the engine 8 so that the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 by the engine output P _ER is obtained.

Thus, overall speed ratio γT is the transmission ratio of the whole of the power transmission device 10 includes a gear ratio gamma _AT of the automatic transmission portion 20 controlled by the step-variable shifting control means 82 is controlled by the hybrid control means 86 The speed ratio γ0 of the differential unit 11 is determined. That is, the hybrid control means 86 and the stepped speed change control means 82 are within the range of the shift range corresponding to the shift position P _SH , the hydraulic control circuit 70, the engine output control device 58, the first electric motor M1, the second electric motor M2, And it functions as a shift control means for controlling the overall speed ratio γT, which is the speed ratio of the power transmission device 10 as a whole, via the third motor M3 and the like.

For example, the hybrid control means 86 executes control of the engine 8 and each electric motor M in consideration of the gear position of the automatic transmission unit 20 in order to improve 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 86, for example, experimentally in advance as to achieve both drivability and fuel efficiency when continuously-variable shifting control in a two-dimensional coordinate composed of the engine rotational speed N _E and engine torque T _E which is one type optimum fuel consumption curve L _{E (fuel} economy map, relationship) of the operation curve of the engine 8 as shown in broken line obtained for example FIG. 8 stores in advance, the engine 8 to the optimum fuel consumption curve L _E the operating point (hereinafter, referred to as "engine operating point") P while _eG is along so that the engine 8 is operated, for example, the target output (total target output, required driving force) engine power needed to satisfy the so that the engine torque T _E and the engine rotational speed N _E for generating the P _E, determines the target value of the overall speed ratio γT of the power transmission device 10, the target value is obtained, et al. Taking into account the gear position of the automatic transmission portion 20 controls the speed ratio γ0 of the differential portion 11 to so that, controlled within the shiftable change range overall speed ratio [gamma] T. Here, the above-mentioned engine operating point P _EG, the operating state of the engine 8 in the engine rotational speed N _E and the two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 8 is exemplified by such engine torque T _E This is the operating point shown. In the present embodiment, the fuel efficiency is, for example, a travel distance per unit fuel consumption, a fuel consumption rate (= fuel consumption / drive wheel output) of the entire vehicle, or the like. Further, improvement in fuel efficiency means that the travel distance per unit fuel consumption is increased, or the fuel consumption rate is decreased.

  At this time, the hybrid control means 86 supplies, for example, the electric energy generated by the first electric motor M1 to the power storage device 56 and the second electric motor M2 through the inverter 54, or the electric energy generated by the third electric motor M3 by the inverter 54. The main part of the motive power of the engine 8 is mechanically transmitted to the transmission member 18, but part of the motive power of the engine 8 is the electric motor because the power is supplied to the power storage device 56 and the first electric motor M <b> 1 through the second electric motor M <b> 2. M is consumed for power generation of M, and is converted into electric energy there. The electric energy is supplied to another electric motor M through the inverter 54, and the driving force output from the electric motor M is transmitted to the transmission member 18 by the electric energy. The A part of the motive power of the engine 8 is converted into electric energy by equipment related from generation of electric energy by the electric motor M related to power generation to consumption by the electric motor M related to driving, and the electric energy is converted into mechanical energy. An electrical path is formed until conversion.

Here, in the case where the shift control of the automatic transmission unit 20 is executed by the stepped shift control means 82, power transmission is performed before and after the shift as the gear ratio of the automatic transmission unit 20 is changed stepwise. The total gear ratio γT of the device 10 is changed stepwise. In such control, the total speed ratio γT is changed stepwise, that is, the speed ratio is not continuous but takes a jump value, so that it can be quickly compared with the continuous change of the total speed ratio γT. It becomes possible to change the driving torque. On the other hand, there is a possibility that the shift shock may occur, fuel economy can not control the engine rotational speed N _E along the optimum fuel consumption curve deteriorate. Therefore, when the power transmission device 10 (differential unit 11) is in a continuously variable transmission state (differential state), the hybrid control unit 86 is configured so that a step change in the total gear ratio γT is suppressed. In synchronization with the shift of the automatic transmission unit 20, the shift of the differential unit 11 is executed so that the change of the transmission ratio in the direction opposite to the change direction of the transmission ratio of the automatic transmission unit 20 is achieved. In other words, the shift control of the differential unit 11 is executed in synchronization with the shift control of the automatic transmission unit 20 so that the total transmission ratio γT of the power transmission device 10 continuously changes before and after the shift of the automatic transmission unit 20. . For example, (as is, ie, the engine rotational speed N _E substantially constant) so that the total speed ratio γT is unchanged in transiently power transmission device 10 before and after the shifting action of the automatic transmission portion 20, shift control of the automatic shifting portion 20 In synchronism with this, the gear ratio γ0 of the differential unit 11 is changed stepwise in a direction opposite to the change direction by a change corresponding to the step change of the gear ratio of the automatic transmission unit 20.

Moreover, the hybrid control means 86 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. It controls the rotation of the engine rotational speed N _E to any rotational speed or maintained substantially constant. In other words, the hybrid control means 86, rotating the first electric motor speed N _M1 and / or the second electric motor rotation speed N _M2 while controlling any rotational speed or to maintain the engine speed N _E substantially constant for any The rotation can be controlled to the speed.

For example, the hybrid control means 86 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E during running of the vehicle, the second electric motor rotation speed N which depends on the vehicle speed V (driving wheels 34) The first motor rotation speed N _M1 is increased while maintaining _M2 substantially constant. In this case the hybrid control means 86, instead of the pulling of the first electric motor speed N _M1 or in parallel with this, by performing the raising of the third electric motor rotation speed N _M3 may pull the engine rotational speed N _E . The hybrid control means 86 when maintaining the engine speed N _E at the nearly fixed level during the shifting of the automatic shifting portion 20, due to the shift of the automatic transmission portion 20 while maintaining the engine speed N _E substantially constant The first motor rotation speed N _M1 is changed in the direction opposite to the change of the second motor rotation speed N _M2 .

The hybrid control means 86 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control, and controls the fuel injection amount and injection timing by the fuel injection device 66 for fuel injection control. a command to control the ignition timing by the ignition device 68 such as an igniter for controlling alone or in combination with output to the engine output control device 58, an output control of the engine 8 so as to generate the necessary engine output P _E Execute. That is, it functions as an engine drive control means for controlling the drive of the engine 8.

For example, the hybrid controller 86 basically drives the throttle actuator 64 based on the accelerator opening Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Throttle control is executed so that In addition, the engine output control device 58 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control according to the command from the hybrid control means 86, and also performs fuel injection by the fuel injection device 66 for fuel injection control. The engine torque control is executed by controlling the ignition timing by an ignition device 68 such as an igniter for controlling the ignition timing.

Further, the hybrid control means 86 drives the second electric motor M2 for traveling without using the engine 8, for example, by the electric CVT function (differential action) of the differential section 11 regardless of whether the engine 8 is stopped or in an idle state. Motor traveling (EV mode traveling) can be performed as a power source. For example, the solid line A in FIG. 7 is for switching the driving force source for starting / running the vehicle (hereinafter referred to as running) between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, for running the engine 8. An engine travel region for switching between so-called engine travel for starting / running (hereinafter referred to as travel) the vehicle as a driving force source and so-called motor travel for traveling the vehicle using the second electric motor M2 as a driving power source for travel; It is a boundary line with a motor travel area. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 7 is a two-dimensional coordinate having the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 as variables. It is an example of the driving force source switching diagram (driving force source map) comprised by these. This driving force source switching diagram is stored in advance in the storage means 84 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.

Then, the hybrid control means 86, for example, based on the actual vehicle speed V and the required output torque T _OUT of the automatic transmission 20 from the driving force source switching diagram of FIG. And the motor running or the engine running is executed. As described above, the motor running by the hybrid control means 86 is relatively low output torque T _OUT (relatively low accelerator opening), which is generally considered to be poor in engine efficiency as compared with the high torque region, as is apparent from FIG. degree Acc) range, that is, a low engine torque T _E region, or is performed at a relatively low speed drive, that is, a low load region of the vehicle speed V.

Further, the hybrid control means 86 controls the first motor rotation speed N _M1 at a negative rotation speed so as to suppress dragging of the stopped engine 8 and improve fuel efficiency during the motor running, for example, the first electric motor M1 is rotated in idle and by a no-load state, to maintain the engine speed N _E at zero or substantially zero as needed by the electric CVT function of the differential portion 11 (differential action).

  In addition, the hybrid control means 86 is configured so that the electric energy from the first electric motor M1 and the third electric motor M3 by the electric path described above and So-called torque assist for assisting the power of the engine 8 by supplying electric energy from the power storage device 56 to the second electric motor M2 and driving the second electric motor M2 to apply torque to the drive wheels 34. Is possible. Therefore, the engine traveling of the present embodiment includes a case where the engine 8 is used as a driving power source for traveling and a case where both the engine 8 and the second electric motor M2 are used as driving power sources for traveling. The motor traveling in this embodiment is traveling that stops the engine 8 and uses the second electric motor M2 as a driving force source for traveling.

  Further, the hybrid control means 86 makes the first electric motor M1 in a no-load state and freely rotates, that is, idles, so that the differential unit 11 cannot transmit torque, that is, the power transmission path in the differential unit 11 is blocked. It is possible to make the state equivalent to the state in which the output from the differential unit 11 is not generated. That is, the hybrid control means 86 can bring the differential unit 11 into a neutral state (neutral state) in which the power transmission path is electrically cut off by setting the first electric motor M1 to a no-load state.

  Further, the hybrid control means 86 puts the engine 8 in a non-driving state in order to improve fuel consumption (reduce the fuel consumption rate) at the time of coasting when the accelerator is off (coast driving) or braking by a foot brake. Then, regenerative control is performed in which the kinetic energy of the vehicle transmitted from the drive wheels 34 is converted into electric energy by the differential unit 11. Specifically, the second motor M2 is rotationally driven by the reverse driving force transmitted from the drive wheel 34 to the engine 8 side to operate as a generator, and the electric energy, that is, the second motor generated current is passed through the inverter 54. Regenerative control for charging power storage device 56 is executed. That is, the hybrid control means 86 functions as a regeneration control means for executing the regeneration control.

  The speed-increasing gear stage determining means 88 is preliminarily stored in the storage means 84 based on, for example, the vehicle state in order to determine whether or not the switching brake B0 is to be engaged when the power transmission device 10 is in the stepped speed change state. In accordance with the stored shift diagram shown in FIG. 7, it is determined whether or not the gear position to be shifted of the power transmission device 10 is an acceleration side gear stage, for example, the fifth speed gear stage.

The switching control means 90 switches between the continuously variable transmission state and the stepped transmission state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0) based on the vehicle state. That is, the differential state and the lock state are selectively switched. For example, the relationship (switching diagram, switching map) composed of the stepped control region and the stepless control region as shown in FIG. 7 is stored in advance in the storage means 56, and the switching control means 90 Based on the vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the switching diagram (FIG. 7), it is determined whether or not the shift state of the power transmission device 10 (differential unit 11) should be switched. The power transmission device 10 is switched by determining whether the power transmission device 10 is in a continuously variable control region where the continuously variable transmission state is set, or whether the power transmission device 10 is within a stepped control region where the power transmission device 10 is in a stepped transmission state. The shift state to be switched is selectively determined, and the power transmission device 10 is selectively switched between the continuously variable shift state and the stepped shift state.

  Specifically, when it is determined that the switching control unit 90 is within the stepped shift control region, the switching control unit 90 outputs a signal that prohibits or prohibits the hybrid control or continuously variable shift control to the hybrid control unit 86. At the same time, the step-change control means 82 is allowed to perform a shift at the time of a preset step-change. At this time, the stepped speed change control means 82 executes automatic speed change of the automatic speed changer 20 in accordance with, for example, the speed change diagram shown in FIG. For example, FIG. 2 preliminarily stored in the storage means 84 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 speed change 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 88, the so-called overdrive gear stage in which the gear ratio is smaller than 1.0 is obtained for the entire power transmission device 10. Therefore, the switching control means 90 releases the switching clutch C0 and engages the switching brake B0 so that the differential unit 11 can function as an auxiliary 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 70.

  Further, the switching control means 90 puts the power transmission device 10 in a continuously variable transmission state if the stepped / continuous mode switch 40 is switched to the continuously variable position, while the stepped / continuous mode switch 40 is present. If it is switched to the step position, the power transmission device 10 is set to the stepped speed change state. In the case where the power transmission device 10 is set to the stepped speed change state by switching the stepped / non-stepped mode switch 40, the switching control unit 90 is not in the fifth speed gear stage by the speed-up side gear stage judging means 62, for example. If it is determined, the switching brake B0 is released and the switching clutch C0 is engaged, so that the power transmission device 10 is set to the stepped speed change state (first non-differential state). On the other hand, if it is determined by the speed-increasing gear stage determining means 62 that the gear is in the fifth speed, the switching clutch C0 is released and the switching brake B0 is engaged so that the power transmission device 10 is stepped. State (second non-differential state).

  Further, as a case where the power transmission device 10 should be switched to the stepped speed change state when the speed-increasing side gear position determining means 88 determines that the gear position is not the fifth speed gear stage, for example, the first electric motor M1 breaks down and power distribution is performed. In the case where the differential state of the mechanism 16 is not properly controlled, the switching control unit 90 is configured to switch the switching clutch so that the differential unit 11 functions as an auxiliary transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. A command for engaging C0 and releasing the switching brake B0 may be output to the hydraulic control circuit 70. As described above, the power transmission device 10 is switched to the stepped shift state by the switching control means 90 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.

  On the other hand, when the switching control means 90 determines that the power transmission device 10 is within the continuously variable transmission control region for switching 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 70 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 86, 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 82, or For example, a signal permitting automatic shifting of the automatic transmission unit 20 is output in accordance with a shift diagram shown in FIG. In this case, automatic transmission is performed by the stepped shift control means 82 by the 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 90 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, so that each gear stage has a stepless transmission ratio width. Accordingly, the gear ratio between the gear stages can be continuously changed continuously, and the power transmission apparatus 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

Now, FIG. 7 will be described in detail. FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 84 that is the basis of the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates having a required output torque T _OUT as a variable. The shift determination of the automatic transmission unit 20 means that the stepped shift control means 82 determines from the shift diagram as shown in FIG. 7 that the shift of the automatic transmission unit 20 should be executed. The solid line in FIG. 7 is a shift line (upshift line) on which a shift determination is made to execute an upshift, and the alternate long and short dash line is a shift line (downshift line) on which a shift determination is made to perform a downshift. ). The shift line in the shift diagram of FIG. 7 is, for example, whether or not the actual vehicle speed V has crossed the line on the horizontal line indicating the required output torque T _OUT of the automatic transmission unit 20, and is automatically This is for determining whether or not the required output torque T _OUT of the transmission unit 20 has crossed the line, that is, whether or not it has crossed the value (shift point) at which the shift on the shift line is to be executed. Are stored in advance.

Further, as shown in FIG. 7, in this embodiment, the upshift line from the fourth gear to the fifth gear indicates the determination vehicle speed V1 for determining the stepped control region and the stepless control region. ing. That is, the upshift line is the same as the high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed travel determination values for determining high-speed travel of the hybrid vehicle. Further, similarly to the hysteresis provided between the upshift line and the downshift line in FIG. 7, hysteresis is provided for the determination of the stepped control region and the stepless control region. That is, FIG. 7 includes a determining vehicle speed V1, the vehicle speed V required output torque T _OUT with the parameter as switching the control means 90 step-variable control region and if a for determining areas which one of the continuously variable control region It is a switching diagram (switching map, relationship) stored in advance. In addition, it may be stored in advance in the storage means 84 as a shift map including this switching diagram.

  Further, the determination vehicle speed V1 is set such that, for example, the power transmission device 10 is in the stepped speed change state at the high speed so that the fuel consumption is prevented from deteriorating when the power transmission device 10 is in the stepless speed change state at the high speed travel. Is set to be.

  The shift diagram, the switching diagram, the driving force source switching diagram, or the like may be stored as a determination formula for comparing the actual vehicle speed V and the determination vehicle speed V1, for example, instead of as a map. In this case, the switching control means 90 puts the power transmission device 10 into the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1.

  In addition, when the control unit of an electric system such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission is malfunctioning or deteriorated, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Degradation of equipment related to the electric 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 54, the power storage device 56, the transmission line connecting them, etc. When the vehicle state is such that a functional deterioration due to low temperature has occurred, the switching control means 90 preferentially places the power transmission device 10 in the stepped shift state in order to ensure vehicle travel even in the continuously variable control region. It is good.

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 34 but also, for example, the output torque T _OUT of the automatic transmission unit 20, the engine torque T _E, and the vehicle acceleration, for example, the accelerator opening or the throttle valve opening theta _{TH (or} intake air quantity, air-fuel ratio, fuel injection amount) and the engine torque T _E which is calculated based on the engine rotational speed N _E, etc. Required (target) engine torque T _E calculated based on the actual value of the accelerator pedal, the driver's accelerator pedal operation amount or the throttle valve opening θ _TH , the request (target) output torque T _{OUT of} the automatic transmission unit 20, the request It may be an estimated value such as a driving force. Further, the drive torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the drive wheel 34, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

  Thus, the differential portion 11 (power transmission device 10) of this embodiment can be selectively switched between the continuously variable transmission state and the stepped transmission state (constant transmission state), and the vehicle is controlled by the switching control means 90. The shift state to be switched by the differential unit 11 is determined based on the state, and the differential unit 11 is selectively switched between the continuously variable transmission state and the stepped transmission state. In the present embodiment, the hybrid control means 86 executes motor travel or engine travel based on the vehicle state.

By the way, since the power transmission device 10 includes the automatic transmission unit 20 in which clutch-to-clutch control is performed, like the stepped automatic transmission of a normal engine vehicle, the automatic transmission unit 20 is in a transitional transition state. in the torque phase occurs decrease (落Komi) D temporary output torque T _OUT, dips D of the output torque T _OUT is likely to feel uncomfortable felt driver as the shift shock. On the other hand, in this embodiment, torque phase compensation control for reducing the drop D of the output torque T _OUT is executed. Therefore, as shown in FIG. 6, the electronic control unit 80 further includes a torque phase compensation control generation determination unit 92, a stepless and stepless determination unit 94, and a torque compensation unit 96 included in the hybrid control unit 86. ing. Note that the torque phase compensation control, the output torque T _OUT of the automatic shifting portion 20 in the torque phase during shifting transient automatic shifting portion 20 of the output torque T _OUT by supplementing the torque at a time when drop temporarily This is torque control for reducing the drop D. For example the decline D of the output torque T _OUT is torque compensation using the second electric motor M2.

The torque phase compensation control generation determination unit 92 determines whether or not torque phase compensation control occurs, that is, whether or not a predetermined shift of the automatic transmission unit 20 preset as a shift that requires torque phase compensation control occurs. Judging. Here, for example, the torque phase compensation control may not be executed in the manual shift traveling mode in which the shift lever 52 is manually operated to “M (manual)”. This is because it is considered that the permissible range for the shift shock is larger than that during the automatic shift control in which the shift lever 52 is set to “D (drive)” in order to execute the shift of the automatic transmission unit 20 at the intention of the user. . Further, the drop D of the output torque T _OUT becomes smaller as the accelerator opening degree Acc is smaller. Therefore, the torque phase compensation control may not be executed even when the accelerator opening degree Acc is small. Therefore, the torque phase compensation control generation determination unit 92 determines whether or not a predetermined shift (for example, upshift) of the automatic transmission unit 20 occurs, and whether or not the shift lever 52 is in the “D” position. In addition, at a predetermined shift, the accelerator opening Acc is greater than the accelerator opening Acc ′ that has been experimentally obtained and stored in advance as the accelerator opening at which the torque phase compensation control is required. Based on whether or not there is, it may be determined whether or not torque phase compensation control occurs. The torque phase compensation control generation determination unit 92 determines that the gear shift control unit 82 determines that the shift of the automatic transmission unit 20 should be performed based on the shift diagram of FIG. Based on the determination, it is determined whether or not the shift of the automatic transmission unit 20 to be started is an upshift of the automatic transmission unit 20. In other words, the torque phase compensation control generation determination unit 92 determines whether or not an upshift of the automatic transmission unit 20 occurs from the shift determination. It is desirable that the torque phase compensation control generation determination unit 92 determines whether or not the upshift occurs before at least the shift output (shift instruction) is made.

  The stepped and continuously variable determination means 94 is configured such that the power transmission device 10 is in the continuously variable transmission state (differential state) where the total gear ratio γT continuously changes or the total gear ratio γT changes stepwise. It is determined whether or not the stepped speed change state (non-differential state). In this embodiment, since the power transmission device 10 is switched to the stepped speed change state or the stepless speed change state by switching the stepped / stepless mode switch 40, the stepped / continuous step determining means 94 is provided with the stepped / stepless mode. If the switch 40 is switched to the continuously variable position, the power transmission device 10 is determined to be in a continuously variable transmission state. On the other hand, if the stepped / non-stepped mode switch 40 is switched to the stepped position, it is determined that the power transmission device 10 is in the stepped shift state. As can be seen from the skeleton diagram of FIG. 1, when the power distribution mechanism 16 is switched to the non-differential state, the power transmission device 10 is switched to the stepped shift state, while the power distribution mechanism 16 is switched to the differential state. Since the power transmission device 10 is in a continuously variable transmission state, the stepped continuously variable determination means 94 detects whether the power distribution mechanism 16 is in a differential state or a non-differential state, thereby It may be determined whether 10 is a continuously variable transmission state or a stepped transmission state.

The torque compensation means 96 included in the hybrid control means 86, when the torque phase compensation control generation determination means 92 determines that a predetermined shift of the automatic transmission unit 20 is generated, Torque phase compensation control is executed at upshift). The torque phase compensation control is to reduce the drop D of the output torque T _OUT in the torque phase of the shift of the automatic transmission unit 20, and reducing the drop D of the output torque T _OUT is, for example, This means that fluctuations in the output torque T _OUT are suppressed, and more specifically, fluctuations in the output torque T _OUT are eliminated.

The torque compensation means 96 controls, for example, the operation of at least one of the motors M1, M2, and M3, that is, the output torque T _{M of the} motor _M (hereinafter referred to as “motor torque T _M ”). Thus, torque phase compensation control is executed. In this embodiment, in the torque phase compensation control, the torque compensated for the drop D of the output torque T _OUT , that is, the torque for canceling the drop is referred to as a torque phase compensation torque T _FL . Then, the amount of increase in the motor torque T _M by the execution of the torque phase compensation control is equivalent to torque phase compensation torque T _FL. Note that in what case torque phase compensation control is executed by the operation of at least one of the motors M1, M2, and M3 will be described later.

Torque compensation means 96, executes the torque phase compensation control upon shifting of the automatic shifting portion 20 (upshift), prior to its execution, complement for that dips to reduce the sagging D output torque T _OUT The torque compensation amount Q _TFL to be determined is determined. In that case, the torque compensation means 96 determines the torque compensation amount Q _TFL according to whether the power transmission device 10 is in a stepped transmission state or a continuously variable transmission state. On top of that, to perform the torque phase compensation control by changing the torque phase compensation torque T _FL as determined torque compensation amount Q _TFL is realized. Here, the torque compensation amount Q _TFL is mechanical energy for reducing the drop D of the output torque T _OUT in the torque phase compensation control, and corresponds to the predetermined torque compensation amount of the present invention.

Specifically, when the stepped variable stepless determining unit 94 determines that the power transmission device 10 is in the stepped shift state, the torque compensating unit 96 calculates the torque compensation amount Q _TFL for stepped shift. decide. On the other hand, when the stepped continuously variable determination means 94 determines that the power transmission device 10 is in the continuously variable transmission state, the torque compensation amount Q _TFL for continuously variable transmission is determined. In this case, none of the torque compensation amount Q _TFL for time torque compensation amount Q _TFL and the continuously variable transmission for use at the stepped shift, as shown in FIG. 9 to be described later, which has a predetermined, The torque compensation amount Q _TFL for stepped shift is determined to be smaller than the torque compensation amount Q _TFL for stepless shift. That is, the torque compensation means 96 determines that the power transmission device 10 is in the continuously variable transmission state when the power transmission device 10 is determined to be in the stepped transmission state by the stepped and continuously variable determination means 94. Compared to the case, the torque compensation amount Q _TFL is reduced based on a predetermined relationship as shown in FIG. As described above, the difference in the torque compensation amount Q _TFL depending on whether the power transmission device 10 is in the stepped shift state or the continuously variable shift state is the output torque in the torque phase during the shift of the automatic transmission unit 20. This is because even if the drop D of T _OUT does not change, the driver's uncomfortable feeling caused by the drop differs depending on whether the power transmission device 10 is in the stepped speed change state or the stepless speed change state.

FIG. 9 shows in advance the complete torque phase compensation amount FQ _TFL , which is mechanical energy required to eliminate the drop D of the output torque T _OUT in the torque phase compensation control, and the torque compensation amount Q _TFL in advance. The experimentally established relationship is shown. Further, since the complete torque phase compensation amount FQ _TFL increases as the _drop D of the output torque T _{OUT in} the torque phase increases, the relationship between the complete torque phase compensation amount FQ _TFL and the torque compensation amount Q _TFL shown in FIG. The torque compensation amount Q _TFL increases as the complete torque phase compensation amount FQ _TFL increases, regardless of whether the power transmission device 10 is in the stepped transmission state or the continuously variable transmission state. The relationship between full torque phase compensation amount FQ _TFL and the torque compensation amount Q _TFL shown in FIG. 9, the torque compensation amount Q _TFL for during the step-variable than the torque compensation amount Q _TFL for at stepless It is set for each of the case where the power transmission device 10 is in the stepped speed change state and the case of the continuously variable speed change state so as to decrease, and is stored in the storage means 84 in advance. Further, when the output torque T _OUT drops in the torque phase of the shift of the automatic transmission unit 20, the time change of the output torque T _OUT depends on the accelerator opening Acc at the time of the shift, the shift type of the automatic transmission unit 20 and the transmission member. It is obtained experimentally in advance according to the rotational speed N _{18 and the} like, and is stored in advance in the storage means 84. Therefore, the torque compensation means 96 determines the accelerator opening Acc during the shift, the shift type of the automatic transmission unit 20 and the transmission member rotation speed N ₁₈ from the time change when the output torque T _OUT stored in advance decreases. Based on the above, the complete torque phase compensation amount FQ _TFL can be calculated.

For this reason, the torque compensating means 96 is controlled by the torque phase compensation control generation determining means 92 in both the case where the power transmission device 10 is in the stepped speed change state and the stepless speed change state. When it is determined that a predetermined shift occurs, the complete torque phase compensation amount FQ _TFL is _calculated based on the accelerator opening Acc at the time of shift and the type of shift of the automatic transmission unit 20 before executing the torque phase compensation control. The torque compensation amount Q _TFL is determined using the relationship shown in FIG. 9 from the calculated complete torque phase compensation amount FQ _TFL . In other words, the torque compensation amount Q _TFL constituting the vertical axis of FIG. 9 is determined based on the complete torque phase compensation amount FQ _TFL constituting the horizontal axis of FIG. For example, torque compensation amount _{Q TFL,} the more torque compensation amount _{Q TFL} large accelerator opening Acc in the gear shifting of the automatic shifting portion 20 is increased. The torque compensation amount _{Q TFL,} a torque compensation amount _{Q TFL} larger the transmitting member rotational speed _{N 18} is increased. This is because as the accelerator opening Acc in the gear shifting of the automatic shifting portion 20 is large, also the larger the transmitting member rotational speed N _18, depressed D of the output torque T _OUT of the torque phase of the shifting action of the automatic transmission portion 20 This is because it tends to increase.

In the present embodiment, the complete torque phase compensation amount FQ _TFL is defined as mechanical energy required to eliminate the drop D of the output torque T _OUT and flatten it in the torque phase compensation control. expressed in, mechanical energy is required to eliminate all of the decline D of the output torque T _OUT, or is required to fill the depressed D of the output torque T _OUT completely mechanical Energy. 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 is.

  Here, it is examined which of the first electric motor M1, the second electric motor M2, and the third electric motor M3 is used to execute the torque phase compensation control by the torque compensator 96. Since the power transmission device 10 (differential portion 11) of this embodiment is selectively switched between a continuously variable transmission state (differential state) and a stepped transmission state (non-differential state), the differential state and the non-differential state The electric motors used for torque phase compensation control are studied separately for the differential state.

First, in the differential state of the differential section 11, the second electric motor M2 and the third electric motor M3 can be used for torque phase compensation control. When the second electric motor M2 is used for torque phase compensation control, the increased amount of the second electric motor torque _TM2 becomes the torque phase compensation torque _TFL as it is. On the other hand, when the third electric motor M3 is used for torque phase compensation control, an increase in the direct torque obtained by mechanically transmitting the third electric motor torque T _M3 to the transmission member 18 via the power distribution mechanism 16 is the torque phase. Compensation torque _TFL is obtained. Therefore, considering that the power distribution mechanism 16 of this embodiment functions as a speed increaser, for example, only about 0.7 of the third motor torque T _M3 can be used for torque phase compensation control. Therefore, the second electric motor _M2 that can be used for the torque phase compensation control with the second electric motor torque T _{M2 as it is} for 1.0 minute is more advantageous for the torque phase compensation control.

However, it may not be able to cover all of the torque phase compensation torque T _FL with only the second motor torque T _M2. For example, in the power-on upshift with the accelerator fully open, the torque phase compensation torque _TFL increases, and the second motor rotation speed _NM2 becomes a high rotation speed. In this case, a high torque output capacity (torque performance) is frequently used in a high rotation range where the outputable torque of the second electric motor M2 for which an allowable output is determined in advance is small, and is necessary only for the second electric motor M2. Torque phase compensation torque _TFL may not be sufficiently generated. Even if it is not in the high output range, for some reason, for example, when the second motor temperature TH _M2 is low or high, the output possible range of the second motor torque T _M2 is limited (reduced). There is a possibility that the necessary torque phase compensation torque _TFL cannot be sufficiently generated only by the second electric motor M2. Therefore, in the differential state of the differential unit 11, the second electric motor M2 is preferentially used for torque phase compensation control. The third electric motor M3 is not used as the main, but is used for the torque phase compensation control in such a manner that the second electric motor torque T _M2 is insufficient for the necessary torque phase compensation torque T _FL by the third electric motor torque T _M3 . Since the reaction torque of the first electric motor M1 increases when the third electric motor torque _TM3 increases, there is an idea that this generated energy may be supplied to the second electric motor M2 through the electric path. However, it is difficult to use when the second electric motor M2 is originally in a region where the torque performance is high, together with a decrease in efficiency due to the electric path. Accordingly, when the third electric motor M3 is used, the shortage is torque-assisted by the increase in the direct torque.

Next, in the first non-differential state (directly connected state of C0 engagement) among the non-differential states of the differential unit 11, any of the first motor M1, the second motor M2, and the third motor M3 is the motor M. It can be used for torque phase compensation control. Therefore, when generating the torque phase compensation torque T _FL, overall power efficiency to select a motor so as to maximize. Here, it is considered that each electric motor M has a different power efficient operating point (for example, an operating point represented by a rotation speed and an output torque). For example, the motor M is the electric motor rotational speed N _M and the motor torque T _M and equal efficiency line of the motor M to advance as shown in experimentally-determined for example 10 in the inside of the two-dimensional coordinates of a variable (Maps, relation) Efficiency becomes better as the operating point of the electric motor M becomes closer to the hatched (broken line) portion. And it is thought that each electric motor M differs in the operating point from which this efficiency improves. Thus, since the rotation speed either of the motor M in the first non-differential state is the same, how the electric motor required torque phase compensation torque T _FL in the motor rotational speed N _M during the torque phase compensation control M It is a choice whether to share in Specifically, the motor _M that generates the motor torque T _M with the highest efficiency is basically used, and when the motor torque T _M is insufficient with respect to the required torque phase compensation torque T _FL , Use another electric motor that improves the efficiency by compensating for the insufficient torque. At this time, similarly to the differential state of the differential section 11, the motor _M used for the torque phase compensation control may be selected in consideration of the limitation of the output possible range of the motor torque T _M based on the motor temperature TH _M. .

Further, in the second non-differential state (the acceleration state of B0 engagement) among the non-differential states of the differential unit 11, the second electric motor M2 and the third electric motor M3 can be used for torque phase compensation control. is there. Here, as in the first non-differential state of the differential unit 11, the electric motor is selected so that the total power efficiency is maximized, but from the same viewpoint as the differential state of the differential unit 11, the second is selected. toward the second electric motor M2 to use the electric motor torque T _M2 to 1.0 minutes as the torque phase compensation control is advantageous for the torque phase compensation control. Therefore, in the second non-differential state of the differential unit 11, the second electric motor M2 is preferentially used for torque phase compensation control. Then, the third electric motor M3 is not used as the main, and the third electric motor torque T _{M3 is used} for the torque phase compensation control in such a manner that the second electric motor torque T _M2 is insufficient for the necessary torque phase compensation torque T _FL . Use.

  Thus, in the present embodiment, the first electric motor M1, the second electric motor M2, and the third electric motor are based on whether the differential unit 11 is in a differential state or a non-differential state. The motor M used for torque phase compensation control by the torque compensation means 96 is determined from M3.

More specifically, returning to FIG. 6, the compensation torque output availability determination means 98 determines whether it is possible to cover all of the torque phase compensation torque T _FL with only the second motor torque T _M2 . For example, the compensation torque output availability determination means 98 is the torque compensation amount determined by the torque compensation means 96 in the shift of the automatic transmission unit 20 when the torque phase compensation control generation determination means 92 determines that the torque phase compensation control occurs. a torque phase compensation torque T _FL for realizing the Q _TFL, compares the output possible torque of the second electric motor M2, so if possible output torque of the second electric motor M2 is torque phase compensation torque T _FL or Determines that it is possible to cover all of the torque phase compensation torque T _FL with only the second motor torque T _M2 . Conversely, the compensation torque output permission determination unit 98, when the output possible torque of the second electric motor M2 is smaller than the torque phase compensation torque T _FL All torque phase compensation torque T _FL in only the second-motor torque T _M2 Judge that it is not possible to cover. Possible output torque of the second electric motor M2, by the compensation torque output permission determination unit 98, is determined from the allowable output example is predetermined based on the second electric motor rotation speed N _E. Further, the torque that can be output from the second electric motor _M2 is determined by the compensation torque output availability determination means 98 based on the second electric motor temperature TH _M2 from a predetermined allowable output, for example.

  When the torque phase compensation control generation determination unit 92 determines that the torque phase compensation control is generated, the motor selection unit 100 determines whether the power transmission device 10 is in a continuously variable transmission state (differential state) or a stepped gear shift. Based on the determination result by the stepped and continuously variable determination means 94 as to whether the state is a non-differential state, the torque phase by the torque compensation means 96 is selected from the first electric motor M1, the second electric motor M2, and the third electric motor M3. The electric motor M used for compensation control is determined.

For example, when the torque transmission unit 10 determines that the power transmission device 10 is in a continuously variable transmission state, the motor selection unit 100 uses the compensation torque output availability determination unit 98 to perform torque phase compensation using only the second motor torque T _M2. If it is determined that it is possible to cover all of the torque T _FL , the torque phase using the second electric motor M2 preferentially among the first electric motor M1, the second electric motor M2, and the third electric motor M3. Torque phase compensation control is set only by the second electric motor M2 so that compensation control is performed. That is, the second electric motor M2 is set as an electric motor used for torque phase compensation control. In addition, when the torque compensator 96 determines that the power transmission device 10 is in the continuously variable transmission state, the motor selection unit 100 performs the torque phase compensation only with the second motor torque T _M2 by the compensation torque output availability determination unit 98. If it is determined that it is not possible to cover all of the torque T _FL , torque phase compensation control is performed using the second electric motor M2 preferentially and the second motor torque with respect to the torque phase compensation torque T _FL is performed. only T _M2 sets the torque phase compensation control by the second electric motor M2 and the third motor M3 so as to compensate for the torque deficiency is insufficient by using the third electric motor M3. That is, the second electric motor M2 is set as an electric motor mainly used for torque phase compensation control, and the third electric motor M3 is set as an auxiliary motor used for torque phase compensation control.

  In addition, when the torque transmission unit 96 determines that the power transmission device 10 is in the step-variable shifting state, the motor selection unit 100 determines that the differential unit 11 is in a first non-differential state (directly connected state of C0 engagement) and Electric power in the motor M that can be used for torque phase compensation control that is set according to which of the second non-differential state (B0 engagement acceleration state) of the differential portion 11 is set. The electric motor M used for torque phase compensation control is determined so that the efficiency is maximized. For example, when the differential unit 11 is in the first non-differential state, the motor selection unit 100 performs torque so that the power efficiency is maximized among the first motor M1, the second motor M2, and the third motor M3. The electric motor M used for the phase compensation control is determined. In addition, when the differential unit 11 is in the second non-differential state, the electric motor selection unit 100 uses the electric motor used for torque phase compensation control so that the power efficiency is maximized from the second electric motor M2 and the third electric motor M3. Determine M. However, in the second non-differential state of the differential unit 11, the second electric motor M2 is set as the electric motor that the power transmission device 10 mainly uses for torque phase compensation control, as in the continuously variable transmission state, and the torque is A third electric motor M3 is set as an electric motor that is used supplementarily for phase compensation control.

FIG. 11 shows a control for reducing the shift shock by appropriately reducing the temporary drop of the output torque T _OUT in the torque phase during the shift transition of the automatic transmission unit 20, that is, the main part of the control operation of the electronic control unit 80. It is a flowchart explaining the operation, and is repeatedly executed with a very short cycle time of, for example, about several milliseconds to several tens of milliseconds. FIG. 12 is a time chart corresponding to the control operation of FIG. 11, and when the power transmission device 10 is in a continuously variable transmission state, the automatic transmission unit 20 is moved from the second gear position when the accelerator pedal is depressed. It is an example in the case of a power-on upshift to the 3rd speed gear stage. FIG. 13 is a time chart corresponding to the control operation of FIG. 11, and when the power transmission device 10 is in the stepped speed change state, the automatic transmission unit 20 is moved from the second speed gear stage when the accelerator pedal is depressed. It is an example in the case of a power-on upshift to the 3rd speed gear stage. FIG. 14 is a time chart of the output torque T _OUT for comparing the change in the output torque T _OUT of the automatic transmission unit 20 between the case where the power transmission device 10 is in the continuously variable transmission state and the case where it is in the stepped transmission state. FIG. Note that the time points t1 to t7 in FIGS. 12 to 14 indicate time points common to each other.

  In FIG. 11, first, in step (hereinafter, step is omitted) S10 corresponding to the torque phase compensation control generation determination means 92, whether or not torque phase compensation control is generated, that is, a shift that requires torque phase compensation control. It is determined whether or not a predetermined shift (upshift) of the automatic transmission unit 20 set in advance occurs. If the determination in S10 is negative, this routine is terminated. If the determination in S10 is affirmative, in S20 corresponding to the stepless stepless determination unit 94, the power transmission device 10 is in a continuously variable transmission state ( It is determined whether it is a differential state) or a stepped shift state (non-differential state). For example, it is determined whether or not the power transmission device 10 is in a continuously variable transmission state (differential state) based on the switching position of the stepped / continuous mode switch 40.

If the stepped / continuous mode switch 40 is switched to the continuously variable position and the determination in S20 is affirmative, in S30 corresponding to the compensation torque output enable / disable determining means 98, only the second motor torque T _{M2 is used} for the torque phase. It determines whether it is possible to cover all the compensation torque T _FL. For example, in the power-on upshift with the accelerator fully open, the output to be supplemented is large and the rotation speed is high, and therefore, for example, the limit of the torque performance of the second electric motor M2 may be exceeded. Such a time is identified (determined). Further, even when the output is not high, for example, when the second motor torque T _M2 is limited at a low temperature or a high temperature, this applies. If the determination in S30 is affirmative, torque phase compensation control (torque assist) is set only in the second motor M2 in S40 corresponding to the motor selection means 100. That is, the second motor M2 is set as the motor used for torque phase compensation control. On the other hand, if the determination in S30 is negative, torque phase compensation control (torque assist) is performed so that torque phase compensation control is performed preferentially using the second motor M2 in S50 corresponding to the motor selection means 100. ) but is set, in addition, only the second-motor torque T _M2 torque phase compensation control to compensate by using the third electric motor M3 torque shortfall shortage is set for the torque phase compensation torque T _FL The That is, the torque assist is set in such a manner that the shortage in the second electric motor M2 is compensated for by the third electric motor torque _TM3 .

  On the other hand, if the stepped / non-stepped mode switch 40 is switched to the stepped position and the determination in S20 is negative, the differential unit 11 is also in the first non-differential in S60 corresponding to the motor selection means 100. In the state (directly connected state of C0 engagement), any of the three electric motors M, the first electric motor M1, the second electric motor M2, and the third electric motor M3 can be used for torque phase compensation control. Since the rotation speeds of the respective motors in the first non-differential state are the same, the usage share of the three motors M is determined by the overall efficiency. That is, the motor M used for the torque phase compensation control is determined from the three motors M so that the power efficiency is maximized. At this time, if each electric motor M has a thermal limit, this is taken into consideration. In particular, when there is no restriction, it is determined whether energy efficiency is most advantageous by combining the motor torques, and torque sharing is determined. For example, when it is advantageous to assist the torque with the second electric motor M2 alone, the second electric motor M2 is used alone, and the other electric motors M1 and M3 are used for further insufficient torque. Further, for example, torque sharing may be performed for each of the electric motors M1 and M2. Further, when the differential unit 11 is in the second non-differential state (accelerated state of B0 engagement), the second electric motor M2 and the third electric motor M3 can be used for torque phase compensation control. At this time, the electric motor M used for the torque phase compensation control may be determined so that the power efficiency is maximized. However, in the second non-differential state of the differential unit 11, the power transmission device 10 is in the continuously variable transmission state. Similarly, in the case of the third electric motor M3, since the torque is reduced and disadvantageous, the second electric motor M2 is preferentially used here.

  Following any of S40, S50, and S60, torque phase compensation control is performed in S70 corresponding to the hybrid control means 86 (torque compensation means 96). In the torque phase compensation control here, the electric motor M set in any of S40, S50, and S60 is used.

In FIG. 12, a broken line L_tdwn is a case where the torque phase compensation control is not executed, and a solid line is a target state when the torque phase compensation control is executed. Accordingly, the torque compensation amount Q _TFL so that the solid state is determined, the torque phase compensation torque T _FL is changed so that the torque compensation amount Q _TFL is realized. In the embodiment of FIG. 12, the second electric motor M2 is preferentially used for the torque phase compensation control. However, since the second electric motor torque T _M2 is insufficient with respect to the torque phase compensation torque T _FL , the shortage In order to compensate for this, the direct torque from the third electric motor M3 is also used.

At time t1 in FIG. 12, the stepped shift control means 82 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. Then, the torque phase compensation control generation determination unit 92 determines from the shift determination that an upshift of the automatic transmission unit 20 occurs. When the torque phase compensation control generation determination unit 92 makes the determination, the torque compensation unit 96 executes the torque phase executed during this shift between the time t1 and the time t3, or between the time t1 and the time t2. A torque compensation amount Q _TFL in the compensation control is determined. In FIG. 12, the start of the torque compensation period in which the torque is compensated for the drop D of the output torque T _OUT of the automatic transmission unit 20 in the torque phase compensation control is the start of the torque phase (time t3), and the end is Although it is at the end of the torque phase (time t6), the torque compensation start timing, which is the start of the torque compensation period, may be a time later than the torque phase start time (time t3). The torque compensation period can also be defined as a period during which the torque phase compensation torque _TFL is output in the torque phase compensation control.

  When a shift output (shift output command, shift instruction) for upshifting the automatic transmission unit 20 from the second gear to the third gear is output from the stepped shift control means 82 at time t2 in FIG. So-called clutch-to-clutch shift control is started. In the clutch-to-clutch shift control, the first brake corresponding to the engagement-side hydraulic friction engagement device is controlled together with the reduction control of the engagement hydraulic pressure Pb2 of the second brake B2 corresponding to the release-side hydraulic friction engagement device. Increase control of the engagement hydraulic pressure Pb1 of B1 is executed. Specifically, as shown in FIG. 12, the reduction control of the engagement hydraulic pressure Pb2 is started from the time point t2, and the increase control of the engagement hydraulic pressure Pb1 is started from the time point t3 in parallel therewith.

When the clutch-to-clutch control of each hydraulic friction engagement device (B1, B2) is started from time t2, the torque phase compensation control is performed due to the change of gripping of these hydraulic friction engagement devices. If it is not executed, the output torque T _OUT of the automatic transmission unit 20 drops during the torque phase during transition of the automatic transmission unit 20 (from time t3 to time t6), as indicated by a broken line L_tdwn. Note that the period from the shift output time (time t2) to the torque phase start time (time t3) is a shift preparation processing period in which the output torque _TOUT does not change, that is, does not correspond to the torque phase.

Relative decline D of the output torque T _OUT as shown by the broken line L_tdwn, torque compensation means 96, the torque phase during shifting transient starts, the output torque T _OUT of the automatic shifting portion 20 without getting stuck in the torque phase By controlling the torque phase compensation torque T _FL (second motor torque T _M2 ) so as to approach an ideal change that is flat, the drop D of the output torque T _OUT is reduced. That is, from time t3, the torque compensation means 96 starts executing the torque phase compensation control with the determined torque compensation amount Q _TFL . Here, even if the drop D of the output torque T _OUT of the automatic transmission unit 20 disappears in the time chart of FIG. 12 and does not shift flatly, the change in the output torque T _OUT is slightly above the change indicated by the broken line L_tdwn. If it is close to the target change, the shift shock is reduced and the comfort is improved accordingly. On the other hand, the higher the torque phase compensation torque T _FL is larger, i.e., as the torque compensation amount Q _TFL is large, it can lead to deterioration of fuel consumption since energy consumption increases due to the execution of the torque phase compensation control becomes higher . With this in mind, the torque compensation means 96, as shown in FIG. 12, the sagging amount is smaller than the decline but decline D is not eliminated completely, which is indicated by a broken line L_tdwn the output torque T _OUT executing a torque phase compensation control by the torque compensation amount Q _TFL. At this time, the torque compensation means 96 controls the torque phase compensation torque T _FL (second motor torque T _M2 ) so that the determined torque compensation amount Q _TFL is realized.

Further, from the time t4 to the time t6 in the torque phase, the third motor torque T _M3 compensates for the torque shortage that the second motor torque T _M2 is insufficient with respect to the torque phase compensation torque T _FL . That is, the direct torque from the third electric motor M3 is increased by the shortage from time t4 to time t6 in the torque phase.

Then, when the torque phase ends and the inertia phase starts at time t6, the torque compensation means 96 ends the torque phase compensation control. Note that the torque phase compensation control may be terminated before the torque phase is terminated so that the torque phase compensation control is completely terminated at the end of the torque phase. Next, in the inertia phase from the time t6 to the time t7, the torque reduction control by the second electric motor M2 is performed in order to reduce the inertia torque. The determination of the start of the upshift inertia phase and the end of the shift is made, for example, as to whether or not the input rotational speed (transmission member rotational speed N ₁₈ ) of the automatic transmission 20 has started to decrease and whether or not the decrease has ended. It is determined based on whether or not.

Here, in the torque phase of the automatic transmission unit 20, if the torque capacity that can be transmitted by the automatic transmission unit 20 is small even if the second motor torque T _M2 is increased, the second motor torque T _M2 is preferably output shaft. 22 is not transmitted. Therefore, when the torque compensator 96 executes the torque phase compensation control, for example, the engagement hydraulic pressure Pb1 of the brake B1 that is an 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. Accordingly, the torque phase compensation torque T _FL outputted from the second electric motor M2 is effectively transmitted to the output shaft 22 of the automatic transmission portion 20, reduced decline D of the output torque T _OUT of the time t3 ~t6 time Is done.

As described above, by the torque compensation means 96 executes a torque phase compensation control in the shift transient period of the automatic shifting portion 20 (torque phase), the decline D of the output torque T _OUT of the torque phase is suppressed shift Shock is suppressed. Further, when the power transmission device 10 is a continuously variable shifting state, it is possible to not be constrained to the engine rotational speed N _E to the vehicle speed V by using the differential function of the differential portion 11, for example, as shown in FIG. 12, and functions as an engine rotational speed control means for hybrid control means 86 controls the engine rotational speed N _E during the shifting of the automatic shifting portion 20, including during the shifting of the automatic shifting portion 20 shift as it will be substantially constant engine speed N _E before and after, the fluctuation amount of the engine rotational speed N _E in other words is controlled so as to approach zero, desirably controlled to be constant engine rotational speed N _E To do. Thereby, the shift shock accompanying the engine speed _NE fluctuation can be reduced.

Next, a case where the power transmission device 10 is in the stepped speed change state, that is, FIG. 13 will be described mainly with respect to differences from FIG. In the embodiment of FIG. 13, the second electric motor M2 is preferentially used for the torque phase compensation control. However, since the second electric motor torque T _M2 is insufficient with respect to the torque phase compensation torque T _FL , the shortage is compensated. Thus, the torque of the first electric motor M1 is also used.

In the torque phase during shifting of the automatic shifting portion 20 in FIG. 13 (t3 time ~t6 time), the second electric motor torque T _M2 is increased by the torque phase compensation control with respect to the front thereof torque phase starts is running Is the same as FIG. However, as described above, the torque compensation means 96 determines the torque compensation amount Q _TFL in the torque phase compensation control when the power transmission device 10 is in the stepped shift state, compared to the case of the continuously variable shift state. since smaller, second-motor torque T _M2 throughout the torque phase in FIG. 13 (t3 time ~t6 time) is kept low for the case the power transmission device 10 is a continuously variable shifting state (see FIG. 12) Yes. Therefore, as shown from time t3 to time t6 in FIG. 14, when the power transmission device 10 is in the stepped speed change state (two-dot chain line shown in FIG. 14), it is in the stepless speed change state (shown in FIG. 14). Although the drop D of the output torque T _OUT is not suppressed as much as the solid line), the drop D of 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 FIG. 13, from the time t3 to the time t6 in the torque phase, the first motor torque T _M1 compensates for the torque shortage that the second motor torque T _M2 is insufficient with respect to the torque phase compensation torque T _FL . That is, the first electric motor torque T _M1 is increased by the shortage in time t3 ~t6 time of the torque phase.

Further, in the inertia phase of the automatic shifting portion 20 (t6 time ~t7 time), as in FIG. 12, the torque reduction control for the second electric motor torque T _M2 is lowered is carried out. The inertia phase of the shift of the automatic shifting portion 20, the power transmission device 10 is a step-variable shifting state rather than the continuously variable shifting state, since the upshift of the automatic transmission portion 20, the engine rotational speed N _E is constant It is not controlled as described above, and is lowered as the shift proceeds. Further, the output torque T _OUT after the shift is reduced from the output torque T _OUT before the shift in accordance with the change in the speed ratio γ _{AT in} the upshift. A decrease in the output torque T _OUT is a torque step before and after the shift.

As described above, according to the present embodiment, the switching clutch C0 as the differential limiting device that limits the differential action of the engine 8, the differential unit 11, the automatic transmission unit 20, and the differential unit 11 as the driving force source. In the electronic control unit 80 of the power transmission device 10 including the switching brake B0, the first electric motor M1, based on whether the differential unit 11 is in a differential state or a non-differential state. Since the motor M used for the torque phase compensation control by the torque compensator 96 is determined by the motor selector 100 from the second motor M2 and the third motor M3, the differential state and non-differential of the differential unit 11 are determined. Torque phase compensation control is performed using the electric motor M suitable for the state. For example, in the differential state and the non-differential state of the differential unit 11, the motor M that can be used for torque phase compensation control, the power efficiency of the motor M that can be used, etc. The motor M for generating the phase compensation torque _TFL is determined, and torque phase compensation control is performed using the determined motor M. Therefore, it is possible to temporary drop in output torque T _OUT of the torque phase during shifting transient of the automatic shifting portion 20 (depressed D output torque T _OUT) suitably reduced, to reduce the shift shock.

  According to the present embodiment, when the differential unit 11 is in the differential state, the second motor M2 is preferentially used among the first motor M1, the second motor M2, and the third motor M3. On the other hand, when the torque phase compensation control is performed, when the differential unit 11 is in the non-differential state, the electric motor M used for the torque phase compensation control is determined so as to maximize the power efficiency. During the differential operation of the moving part 11, by using the second electric motor M2, torque phase compensation control can be performed without changing the operating state of the engine 8, and the shift shock can be reduced. In addition, when the differential unit 11 is not differential, the power consumed for torque phase compensation control can be reduced compared to the differential case.

Further, according to the present embodiment, when the differential unit 11 is in the differential state, the torque compensation amount Q _TFL (torque phase compensation torque T _FL) for torque compensation for the _drop D of the output torque T _OUT is provided. When the torque phase compensation torque by the second electric motor M2 is insufficient, the torque shortage is compensated by using the third electric motor M3, so that the third electric motor M3 connected to the engine 8 so as to be able to transmit power is provided. Thus, the torque phase compensation torque _TFL can be ensured sufficiently and sufficiently. Therefore, it is avoided that the shift shock is increased due to the lack of the necessary torque phase compensation torque _TFL . Further, for example, since the torque phase compensation control can be performed under a wider range of driving conditions, for example, in the vehicle speed range, the operating temperature range of the electric motor M, or the required output range, the shift shock can be reduced.

Further, according to the present embodiment, when the differential unit 11 is in the differential state, the difference is such that the engine speed _NE is substantially constant from the start to the end of the shift of the automatic transmission unit 20. since controlled by the differential action of the pivot portion 11, for example, from the engine rotation speed N _E while performing torque phase compensation control is maintained substantially constant, it is possible to suppress the shock by the engine rotational speed fluctuation.

  Further, according to this embodiment, when the differential portion is in the non-differential state, the power efficiency is maximized in accordance with the engaged state of the differential limiting device (the switching clutch C0 and the switching brake B0). Since the electric motor M used for the torque phase compensation control is determined, the power consumed for the torque phase compensation control can be more appropriately reduced when the differential unit 11 is not differential than when the differential unit 11 is differential. .

Further, according to this embodiment, the differential unit 11 is an electric continuously variable transmission, and the automatic transmission unit 20 is a stepped type that constitutes a part of a power transmission path from the differential unit 11 to the drive wheels 34. Since the second electric motor M2 that is an automatic transmission and is connected to the power transmission path from the differential unit 11 to the drive wheel 34 so as to transmit power is provided, the engine, the differential unit 11, the automatic transmission unit 20, and the first in a practical power transmission device 10 having a second electric motor M2, so a decline D of the output torque T _OUT of the torque phase during shifting transient of the automatic transmission portion 20 suitably small, it is possible to reduce the shift shock. In addition, the driving torque output from the differential unit 11 can be changed smoothly. The differential unit 11 may be operated as a stepped transmission by changing the speed ratio γ0 stepwise in addition to continuously changing the speed ratio γ0 to operate as an electric continuously variable transmission. Is possible.

Further, according to the present embodiment, in the first non-differential state of the differential unit 11, the power efficiency is maximized among the first electric motor M1, the second electric motor M2, and the third electric motor M3. While the electric motor M used for the torque phase compensation control is determined, in the second non-differential state of the differential unit 11, the power efficiency is maximized from the second electric motor M2 and the third electric motor M3. An electric motor used for torque phase compensation control is determined. In this way, when the differential unit 11 is in the differential state, the direct torque is mechanically transmitted to the output side rotating member of the differential unit 11 via the power distribution mechanism 16 that functions as a speed increaser. When the torque phase compensation control is performed, it is advantageous to preferentially use the second electric motor M2 whose torque is directly output to the transmission member 18, rather than using the third electric motor M3 transmitted to the member 18. . Therefore, it is preferable that the third motor M3 is not used as a main but is used when the second motor torque T _M2 is compensated for the shortage. Further, when the differential unit 11 is in the first non-differential state, any of the three electric motors M, the first electric motor M1, the second electric motor M2, and the third electric motor M3 can be used for the torque phase compensation control. Since each rotation speed of the electric motor M at this time is the same, usage sharing is determined based on the power efficiency of each electric motor M. Therefore, the power consumed for the torque phase compensation control can be appropriately reduced as compared with the differential mode. In addition, when the differential unit 11 is in the second non-differential state, the second electric motor M2 and the third electric motor M3 can be used for torque phase compensation control. Since the electric motor M2 is more advantageous, it is preferable to use the second electric motor M2 preferentially.

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

  FIG. 15 is a skeleton diagram illustrating the configuration of the power transmission device 110 according to another embodiment of the present invention, and FIG. 16 is a diagram illustrating a combination of operations of a hydraulic friction engagement device used for a speed change operation of the power transmission device 110. FIG. 17 is a collinear diagram illustrating the speed change operation of the power transmission device 110.

  The power transmission device 110 includes the differential unit 11 including the first electric motor M1, the power distribution mechanism 16, and the second electric motor M2, and the differential unit 11 and the output shaft 22 as in the above-described embodiment. And a forward three-stage automatic transmission unit 120 connected in series via a transmission member 18. Further, a third electric motor M3, which is an engine-connected electric motor, is connected to the power transmission device 110 so as to be able to transmit power to the engine 8. The power distribution mechanism 16 includes, for example, a single pinion type differential planetary gear device 24 having a predetermined gear ratio ρ0 of about “0.418”, a switching clutch C0, and a switching brake B0. The automatic transmission unit 120 includes, for example, a single pinion type first planetary gear device 126 having a predetermined gear ratio ρ1 of about “0.532” and a single pinion type having a predetermined gear ratio ρ2 of, for example, “0.418”. The second planetary gear device 128 is provided. The first sun gear S1 of the first planetary gear device 126 and the second sun gear S2 of the second planetary gear device 128 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 126 and the second ring gear R2 of the second planetary gear device 128 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 this way, the automatic transmission unit 120 and the differential unit 11 (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 120. It is connected. 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 120, that is, a power transmission path from the differential unit 11 (transmission member 18) to the drive wheels 34. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. In other words, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is in a state capable of transmitting power, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

In the power transmission device 110 configured as described above, for example, as shown in the engagement operation table of FIG. 16, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake By selectively engaging 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 the present 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 by engaging one of the switching clutch C0 and the switching brake B0. 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, the power transmission device 110 operates as a stepped transmission with the differential portion 11 and the automatic transmission portion 120 that are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0. A stepped speed change state is configured, and the differential part 11 and the automatic speed changer 120, which are set to a continuously variable speed state by operating neither the switching clutch C0 nor the switching brake B0, operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the power transmission device 110 is switched to the stepped speed change state by engaging any of the switching clutch C0 and the switching brake B0, and does not engage any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state.

  For example, when the power transmission device 110 functions as a stepped transmission, as shown in FIG. 16, the gear ratio γ1 is the maximum value due to the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. For example, the first speed gear stage which is about "2.804" is established, and the gear ratio γ2 is smaller than the first speed gear stage due to the engagement of the switching clutch C0, the first clutch C1 and the first brake B1. The second speed gear stage having a value of, for example, about “1.531” is established, and the gear ratio γ3 is greater than that of the second speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. The third speed gear stage having a small value, for example, about “1.000” is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ4 to be greater than that of the third speed gear stage. Is also a small value Fourth gear is about "0.705" is established if example. 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.

On the other hand, when power transmission device 110 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 16 are released. Thus, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 120 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 120 are achieved. For each gear, the input rotational speed N _IN of the automatic transmission unit 120, that is, the transmission member rotational speed N ₁₈ is changed steplessly, and each gear step has a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the power transmission device 110 as a whole can be obtained continuously.

  FIG. 17 illustrates a gear stage in 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 120 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. 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 speed of each element of the power distribution mechanism 16 (differential portion 11) is the same as that described above. It is.

  The four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission unit 120 in FIG. 17 correspond to the fourth rotating element (fourth element) RE4 and are connected to each other in order from the left. The second sun gear S2, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the first carrier CA1 corresponding to the sixth rotating element (sixth element) RE6 and connected 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 120, 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, so that 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 120, 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 120, as shown in FIG. 17, when the first clutch C1 and the second brake B2 are engaged, the intersection of the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 and the horizontal line X2 And an oblique straight line L1 passing through the intersection of the vertical line Y5 indicating the rotational speed of the fifth rotational element RE5 and the horizontal line X1, and a vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 connected to the output shaft 22. The rotational speed of the output shaft 22 at the first speed (1st) is shown at the intersection of. 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 (2nd) is shown, and the sixth rotation connected to the output shaft 22 and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 at the third speed (3rd) is shown at the intersection with the vertical line Y6 indicating the rotation speed of the element RE6. 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. On the other hand, 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 fourth speed (4th) is 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 rotation speed of the sixth rotation element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 is shown.

  Also in this embodiment, the power transmission device 110 includes a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, an automatic transmission unit 120 that functions as a stepped transmission unit or a second transmission unit, and the engine 8. Since it is comprised from the 3rd electric motor M3 connected so that power transmission was possible, the effect similar to the above-mentioned Example is acquired.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention can be implemented combining an Example mutually and is applied also in another aspect.

For example, in the above-described embodiment, as shown in FIG. 9, the torque compensation amount Q _TFL in the torque phase compensation control depends on whether the power transmission devices 10 and 110 are in a continuously variable transmission state or a stepped transmission state. It ’s different, but it does n’t matter if you do n’t.

  In the above-described embodiment, the time charts of FIGS. 12 to 14 for explaining the torque phase compensation control executed by the torque compensating means 96 are the shifts from the second speed to the third speed of the automatic transmission unit 20. In this example, only the shift from the second speed to the third speed is taken as an example for easy understanding, and the torque phase is changed in the shift between the other shift stages of the automatic transmission units 20 and 120. Compensation control may be executed.

Further, FIG. 9 of the previous embodiment, complete but the relationship between the torque phase compensation amount FQ _TFL and the torque compensation amount Q _TFL is shown, the torque compensation amount Q _TFL for at CVT also stepped shift The temporal torque compensation amount Q _TFL may be set experimentally so that the magnitude relationship between the torque compensation amounts Q _TFL is maintained as shown in FIG. 9 and the passenger does not feel uncomfortable when the automatic transmissions 20 and 120 are shifted. For example, the magnitude compensation amount Q _TFL for the continuously variable transmission is maintained as shown in FIG. 9 and may be about 50% or 80% of the complete torque phase compensation amount FQ _TFL . Furthermore, the torque compensation amount based on it on the full torque phase compensation amount FQ _TFL was sought Q _TFL is determined, no problem be determined that the torque compensation amount Q _TFL in other procedures. For example, it may be determined torque compensation amount Q _TFL based on the torque difference from the predetermined relationship in which the torque compensation amount Q _TFL higher the torque step of before and after shifting becomes large at the time of step-variable shifting described above increases. This torque step may be calculated from the change in the transmission gear ratio γ _AT of the automatic transmission unit 20 at the time of shifting from the output torque T _OUT before shifting, and not only in the stepped shifting state but also in the stepless shifting state. It can be calculated.

  Further, the power transmission devices 10 and 110 of the above-described embodiments have the continuously variable transmission state that functions as an electrical continuously variable transmission by switching the power distribution mechanism 16 between the differential state and the non-differential state. A transmission mechanism that is configured to be able to switch to a stepped transmission state that functions as a stepped transmission, but the power transmission devices 10 and 110 are not configured to be capable of switching to a stepped transmission state, that is, a differential unit 11 includes a switching clutch C0 and a switching unit. The present embodiment can also be applied to an electric differential section (continuously variable transmission section) 11 that does not include the brake B0 and has only a function as an electric continuously variable transmission (electric differential device). In this case, for example, the switching control means 90 and the speed-increasing gear stage determination means 88 need not be provided.

  In the above-described embodiment, the power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0 that function as a differential limiting device. However, the switching clutch C0 and the switching brake B0 are separate from the power distribution mechanism 16. The power transmission devices 10 and 110 may be provided. Further, a configuration in which either one of the switching clutch C0 and the switching brake B0 is not conceivable. The switching clutch C0 selectively connects the sun gear S1 and the carrier CA1, but selectively connects the sun gear S1 and the ring gear R1 or between the carrier CA1 and the ring gear R1. It may be. In short, what is necessary is just to connect any two of the three elements of the first planetary gear units 24 and 126 to each other.

  Further, in the above-described embodiment, by controlling the operating state of the first electric motor M1, the differential unit 11 (power distribution mechanism 16) continuously changes its speed ratio γ0 from the minimum value γ0min to the maximum value γ0max. For example, the gear ratio γ0 of the differential unit 11 may be changed stepwise 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. May be.

  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. Although the three electric motor M3 and the first rotating element RE1 are directly connected, the first electric motor M1 is connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor M2 is connected to the third rotating element RE3. The third electric motor M3 may be connected to the first rotating element RE1 via an engagement element such as a clutch.

  In the above-described embodiment, the automatic transmission units 20 and 120 are connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheels 34, but next to the automatic transmission units 20 and 120. The order in which the differential units 11 are connected may be used. In short, the automatic transmission units 20 and 120 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 34.

  Moreover, according to FIGS. 1 and 13 of the above-described embodiment, the differential unit 11 and the automatic transmission units 20 and 120 are connected in series, but the power transmission devices 10 and 110 as a whole are in a differential state. If there is an electric differential function that can be changed and a function for shifting according to a principle different from the shift by the electric differential function, the differential unit 11 and the automatic transmission units 20 and 120 are mechanically independent. Even if not, the present invention is applied.

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

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

  In the above-described embodiment, the engine 8 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 is transmitted to the second rotating element RE2. The power transmission path to the drive wheel 34 is connected to the third rotating element RE3, but, for example, two or more planetary gear devices are connected to each other by some rotating elements constituting the third rotating element RE3. The engine, the electric motor, and the driving wheel are connected to the rotating element of the planetary gear device so as to be able to transmit power, and the stepped transmission is controlled by the clutch or brake connected to the rotating element of the planetary gear device. The present invention is also applied to a configuration that can be switched to a continuously variable transmission.

  Further, in the above-described embodiment, the automatic transmission units 20 and 120 are inserted in the power transmission path between the differential member 11, that is, the transmission member 18 that is an output member of the power distribution mechanism 16 and the drive wheel 34. However, for example, a continuously variable transmission (CVT) which is a kind of automatic transmission and a continuously meshing parallel two-shaft type well known as a manual transmission, the gear stage is automatically switched by a select cylinder and a shift cylinder. Other types of power transmission devices (transmissions) may be provided, such as an automatic transmission that can be operated, and a synchronous mesh type manual transmission in which the gear position is switched by manual operation. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear positions in the stepped transmission, and the automatic transmission units 20 and 120 are used by using the plurality of fixed gear ratios. Shifting may be performed.

  In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited thereto, and the engine 8 or the transmission member 18 to the drive wheels 34 are not limited thereto. It may be directly or indirectly connected to the power transmission path between them 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 and the third electric motor M3, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected. Although connected to the transmission member 18, the connection relationship is not necessarily limited thereto, and the engine 8, the third electric motor M 3, the first electric motor M 1, and the transmission member 18 are connected to the differential planetary gear unit 24. The three elements CA0, S0, and R0 may be connected.

  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 needs to be disposed on a common axis. Absent.

  In the above-described embodiment, the first electric motor M1, the second electric motor M2, and the third electric motor M3 are disposed concentrically with the input shaft 14, and the first electric motor M1 is connected to the differential unit sun gear S0, The electric motor M2 is connected to the transmission member 18, and the third electric motor M3 is connected to the differential carrier CA0. However, the electric motor M2 is not necessarily arranged as such, and is operated via, for example, a gear, a belt, a speed reducer, or the like. For example, the first electric motor M1 may be connected to the differential part sun gear S0, the second electric motor M2 may be connected to the transmission member 18, and the third electric motor M3 may be connected to the differential part carrier CA0 or the engine 8.

  In the above-described embodiment, the automatic transmission units 20 and 120 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 on the counter shaft. The automatic transmission units 20 and 120 may be arranged concentrically with each other. In this case, the differential unit 11 and the automatic transmission units 20 and 120 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.

  In addition, the second electric motor M2 of the above-described embodiment is connected to the transmission member 18 constituting a part of the power transmission path from the engine 8 to the drive wheel 34, but the second electric motor M2 is connected to the power transmission path. In addition, the power distribution mechanism 16 can be connected via an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 is changed by the second electric motor M2 instead of the first electric motor M1. The power transmission device 10 may be configured to be controllable.

  In the above-described embodiment, the differential unit 11 includes the first electric motor M1 and the second electric motor M2, but the first electric motor M1 and the second electric motor M2 transmit power separately from the differential unit 11, respectively. The devices 10 and 110 may be provided.

  Further, in the above-described embodiment, the hydraulic friction engagement devices such as the first clutch C1, the switching clutch C0, and the switching brake B0 are a magnetic type such as a powder (magnetic) clutch, an electromagnetic clutch, and a meshing type dog clutch, You may be comprised from the electromagnetic type and the mechanical engagement apparatus. For example, in the case of an electromagnetic clutch, the hydraulic control circuit 70 is constituted by a switching device, an electromagnetic switching device, or the like that switches an electrical command signal circuit to the electromagnetic clutch, not a valve device that switches an oil passage.

  Each of the above-described embodiments can be implemented in combination with each other, for example, by providing a priority order.

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

8: Engine (drive power source)
10, 110: Power transmission device for vehicle 11: Differential unit 14: Input shaft (output side rotating member of driving force source)
16: Power distribution mechanism (differential mechanism)
18: Transmission member (output-side rotating member of differential section, input-side rotating member of stepped transmission section)
20, 120: Automatic transmission unit (stepped transmission unit)
24: Planetary gear device for differential section (gear mechanism)
34: Drive wheel 80: Electronic control device (control device)
B0: Switching brake (differential limiting device)
C0: Switching clutch (differential limiting device)
M1, M2, M3: first electric motor, second electric motor, third electric motor (a plurality of electric motors)
RE1, RE2, RE3: first rotation element, second rotation element, third rotation element

Claims (7)

A control device for a vehicle power transmission device comprising a driving force source, a differential unit, a stepped transmission unit, and a differential limiting device that limits a differential action of the differential unit,
Torque for performing torque phase compensation control for compensating for torque drop in the torque phase during the shift transition of the stepped transmission using a plurality of electric motors respectively connected to a plurality of rotating members of the vehicle power transmission device Including compensation means,
An electric motor to be used for the torque phase compensation control is determined from the plurality of electric motors based on whether the differential unit is in a differential state or a non-differential state. Control device for vehicle power transmission device. When the differential unit is in a differential state, the torque phase compensation control is performed preferentially using an electric motor connected to an output-side rotating member of the differential unit so as to be capable of transmitting power among the plurality of electric motors. While doing
2. The vehicle power transmission device according to claim 1, wherein when the differential unit is in a non-differential state, an electric motor used for the torque phase compensation control is determined so that power efficiency is maximized. Control device.   When the differential unit is in a differential state, the motor is connected to the output side rotating member of the differential unit so as to be able to transmit power with respect to a torque compensation amount for torque compensation for the torque drop. When the torque compensation amount is insufficient, the insufficient torque is compensated by using an electric motor connected to the output side rotation member of the driving force source among the plurality of electric motors so that power can be transmitted. Item 3. A control device for a vehicle power transmission device according to Item 2.   When the differential unit is in a differential state, the rotational speed of the engine, which is the driving force source, is substantially constant from the start to the end of shifting of the stepped transmission unit. The control device for a vehicle power transmission device according to any one of claims 1 to 3, wherein the control device is controlled by a differential action. The differential limiting device has a plurality of engagement devices that change the gear ratio of the differential portion stepwise when the differential portion is in a non-differential state,
When the differential portion is in a non-differential state, an electric motor used for the torque phase compensation control is determined so as to maximize power efficiency in accordance with an engagement state of the engagement device. The control device for a vehicle power transmission device according to any one of claims 1 to 4. The differential unit includes a differential mechanism connected to the driving force source so as to be able to transmit power, and a first motor connected to the differential mechanism so as to be able to transmit power. The operating state of the first motor is controlled. An electric continuously variable transmission in which the differential state of the differential mechanism is controlled by
The stepped transmission unit is a stepped automatic transmission that constitutes a part of a power transmission path from the differential unit to the drive wheels,
6. The vehicular power transmission device according to claim 1, further comprising a second electric motor coupled to a power transmission path from the differential unit to the drive wheel so as to be capable of transmitting power. Control device. The differential mechanism is a gear mechanism having three rotating elements of a first rotating element, a second rotating element, and a third rotating element, and the driving force source and the third motor are powered by the first rotating element. The first motor is connected to the second rotating element so as to be able to transmit power, and the second motor and the input side rotating member of the stepped transmission unit are connected to the third rotating element for power transmission. Are linked together,
The differential limiting device includes a first non-differential state in which the three rotating elements are integrally rotated to be in a directly connected state, and the third rotating element is set to the first rotating element with the second rotating element in a non-rotating state. The differential part is made to be in a non-differential state by being in any one of a second non-differential state that rotates at a higher speed than
In the first non-differential state, while determining the electric motor to be used for the torque phase compensation control so that the power efficiency is maximized from the first electric motor, the second electric motor, and the third electric motor. ,
The motor used for the torque phase compensation control is determined so as to maximize the power efficiency from the second motor and the third motor in the second non-differential state. The control apparatus of the power transmission device for vehicles described in 2.

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