JP2010162962A - Device for controlling vehicle power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve drivability at gear shifting of a transmission section, in a vehicle power transmission device including an electric differential section and the transmission section. <P>SOLUTION: When M1 inertia cancel control is performed at gear shifting of an automatic transmission section 20, a predetermined inertia cancel torque Ti<SB>M1</SB>output as a part of M1 torque T<SB>M1</SB>during the M1 inertia cancel control is changed based on the vehicle state by a cancel torque changing means 92. Therefore, uniform M1 inertia cancel control is not attained for suppressing change in engine rotation during the gear shifting of the automatic transmission section 20, and the M1 inertia cancel control can be performed according to the vehicle state. For example, the engine rotation speed N<SB>E</SB>can be changed according to the vehicle state during the gear shifting of the automatic transmission section 20. Therefore, the drivability can be improved during the gear shifting of the automatic transmission section 20. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle power transmission device that includes an electric differential portion having a differential mechanism capable of performing a differential and a transmission portion that constitutes a part of a power transmission path. The present invention relates to inertia cancel control executed at the time of shifting.

  The differential mechanism is connected to the driving force source so as to be able to transmit power, and the differential motor is connected to the differential mechanism so as to be able to transmit power, and the difference is obtained by controlling the operating state of the differential motor. 2. Description of the Related Art A vehicle power transmission device is well known that includes an electric differential unit that controls the differential state of a dynamic mechanism and a transmission unit that forms part of a power transmission path. For example, the power transmission device for vehicles described in patent document 1 is it. In this vehicle power transmission device, an electric differential unit having a planetary gear device, a first electric motor connected to the sun gear of the planetary gear device, and a second electric motor connected to the ring gear, and the electric differential Input from the carrier of the planetary gear unit by controlling the operating state of the first motor and the second motor. The differential state between the input rotational speed from the engine and the output rotational speed of the ring gear as the output member is controlled. When this differential state is controlled, the first electric motor generates a reaction torque corresponding to the engine output torque, so that the engine output torque becomes the output torque of the electric differential section and the output of the electric differential section. To the side.

  Further, in Patent Document 1, when controlling the differential motor so as to suppress the change of the engine rotation speed before and after the shift of the transmission unit, in order to suppress the engine rotation speed fluctuation due to the inertia of the differential motor. It also describes that inertia compensation control (inertia cancellation control) of the differential motor is performed. The inertia cancel control of the differential motor means, for example, that the engine rotational speed changes with the differential motor shaft as a fulcrum by the inertia of the differential motor itself at the time of shifting of the transmission section (when the transmission section input rotational speed changes). In order to suppress this, the inertia cancel torque (inertia compensation torque) is added to the original target torque of the differential motor and output in the direction opposite to the direction in which the speed change unit input member rotation changes. The inertia cancel torque is calculated from the angular acceleration of the second motor, the gear ratio (gear ratio) of the differential mechanism, and the inertia of the differential motor.

JP 2007-118696 A JP 2007-253798 A

  However, if the inertia cancel control is uniformly performed during the shift of the transmission unit, drivability may be deteriorated depending on the vehicle state. For example, since the allowable amount and required amount of change in engine rotation speed are different for each shift (variation type) of the transmission unit, drivability may be deteriorated by uniform inertia cancel control for suppressing engine rotation fluctuation. is there. More specifically, for example, drivability is considered better if the engine speed does not fluctuate during an upshift with a constant accelerator opening. However, conversely, for example, in a power-on downshift, it is considered that drivability is better when the engine speed is increased as fast as possible from the viewpoint of responsiveness. Further, for example, during motor running where the engine rotation speed is maintained at zero or substantially zero, the engine may reversely rotate at the time of shifting of the transmission unit due to various variations, and durability may be reduced. Further, for example, when engine start is required at the time of shifting of the transmission unit, it is considered that it is better in terms of responsiveness to increase the engine speed faster. In addition, due to the speed change, there is a possibility that the rotating member or the engine constituting the electric differential unit becomes an overspeed and the durability is lowered. Further, as disclosed in Patent Document 2, the target engine speed may be set based on the output limit or remaining capacity of a battery that supplies electric power from the electric motor. As described above, drivability may be deteriorated by uniform inertia cancel control when shifting the transmission. The above-described problem is not known.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a drivability in a vehicular power transmission device including an electric differential unit and a transmission unit when shifting the transmission unit. It is in providing the control apparatus which can improve.

  To achieve the above object, the gist of the present invention is: (a) a differential mechanism connected to a driving force source so as to be able to transmit power, and a differential motor connected so as to be able to transmit power to the differential mechanism. And an electric differential unit in which the differential state of the differential mechanism is controlled by controlling the operation state of the differential motor, and an output side rotating member of the electric differential unit in series. And a transmission device for a vehicle power transmission device comprising: a transmission portion connected to the electric differential portion to form a part of a power transmission path from the electric differential portion to the drive wheel; and (b) a shift of the transmission portion. In this case, the inertia cancel control of the differential motor that outputs the differential motor torque including the predetermined inertia cancel torque for suppressing the fluctuation of the rotational speed of the driving force source due to the inertia of the differential motor. (C) based on vehicle condition There are is to change the predetermined inertia canceling torque during the inertia cancel control.

  In this way, when inertia cancel control of the differential motor is executed at the time of shifting of the transmission unit, the predetermined inertia cancel torque at the inertia cancel control output as part of the differential motor torque is the vehicle. Since the change is made based on the state, the inertia cancel control in accordance with the vehicle state can be performed instead of the uniform inertia cancel control for suppressing the rotational fluctuation of the driving force source at the time of shifting of the transmission unit. For example, the rotational speed of the driving force source can be changed in accordance with the vehicle state at the time of shifting of the transmission unit. Therefore, drivability can be improved when shifting the transmission unit.

  Here, preferably, the vehicle state is an allowable amount or a required amount of a rotational speed change of the driving force source based on a type of shift of the transmission unit. By doing so, it is possible to perform inertia cancel control in accordance with the allowable amount and the required amount of change in the rotational speed of the driving force source that is different for each shift (variation type) of the transmission unit. Therefore, drivability can be appropriately improved when shifting the transmission.

  Preferably, the vehicle state is changed by a required output to the vehicle. When the change in the required output is large, the predetermined inertia cancellation torque is reduced, while the change in the required output is reduced. When it is small, the predetermined inertia cancel torque is not changed. In this way, when the change in the required output is small during the shift of the transmission unit, the rotational fluctuation of the driving force source is suppressed. Further, when the change in the required output is large at the time of shifting of the transmission unit, the rotational speed of the driving force source can be changed as fast as possible. In this way, responsiveness in accordance with the driving force requirement is ensured and drivability is improved.

  Preferably, the change in the required output is large when a power-on downshift is performed in the transmission unit. In this way, during the power-on downshift of the transmission unit, the rotational speed of the driving force source can be increased as fast as possible, and responsiveness is ensured.

  Preferably, the driving force source is an engine, and further includes an electric motor for traveling that is connected to a power transmission path from the engine to the driving wheels so as to be able to transmit power, and the engine travels using the engine. And the motor traveling that travels using the traveling electric motor, and the vehicle state is changed according to the operating state of the engine, and the transmission unit is increased during the motor traveling. The predetermined inertia cancellation torque is increased during shifting, and the predetermined inertia canceling torque is reduced during downshifting of the transmission unit during traveling of the motor, while the shifting of the transmission unit during shifting of the engine is performed. At the time, the predetermined inertia cancel torque is not changed. In this way, for example, in the shift of the speed change unit during engine running, where the engine is unlikely to rotate reversely even if there are various variations, engine rotation fluctuations are suppressed and drivability is improved. In addition, in the shift of the speed change unit during motor running, which may cause the engine to reversely rotate due to various variations, the engine rotation speed is not changed at least to the lower side, and the engine is prevented from rotating in reverse. In other words, during motor travel where the engine speed is maintained at zero or substantially zero, priority is given to suppressing a decrease in engine durability over suppressing fluctuations in engine rotation. It prevents the engine from rotating in reverse.

  Preferably, the driving force source is an engine, and the vehicle state is changed depending on whether or not the engine is requested to start, and the engine is started when the transmission is downshifted. When there is a request, the predetermined inertia cancel torque is reduced. On the other hand, when there is no request for starting the engine, the predetermined inertia cancel torque is not changed. In this way, when there is no engine start request at the time of downshifting of the transmission unit, fluctuations in engine rotation are suppressed and drivability is improved. Further, when there is a request for starting the engine during the downshift of the transmission unit, the engine speed can be increased to a speed higher than the engine speed at which the engine can be completely explosive as fast as possible, thereby ensuring responsiveness. In other words, unlike the conventional engine starting concept of increasing the engine rotational speed with the differential motor torque, the rotational change of the transmission unit input rotation member accompanying the downshift of the transmission unit is suppressed, suppressing the rotational change of the differential motor. This is a new concept of starting the engine by increasing the engine speed using the inertia torque.

  Preferably, the predetermined inertia canceling torque is changed based on the rotational speed of each rotating element of the electric differential section. In this way, for example, the rotational speed of each rotary element itself, the differential motor connected to the rotary element, and the drive in accordance with the rotational speed of each rotary element of the electric differential section at the time of shifting of the transmission section It is possible to change the rotational speed of a rotating member or the like constituting a force source or an electric differential unit. Therefore, the rotational speeds of the differential member, the driving force source, and the rotating members constituting the electric differential unit (differential mechanism) can be set to appropriate rotational speeds within the normal range. For example, it is possible to prevent over-rotation of a differential motor or a driving force source.

  Preferably, it is determined that at least one of a rotational speed of the differential motor and a differential rotational speed of the electric differential unit exceeds a predetermined allowable limit rotational speed during the shifting of the transmission unit. In some cases, the predetermined inertia cancel torque is reduced. In this way, it is avoided that the rotational speed of the differential motor and the differential rotational speed of the electric differential section change beyond the rotational speed change associated with the shift during the shift of the transmission section. . Therefore, it is avoided that the rotational speed of the differential motor and the differential rotational speed of the electrical differential section temporarily change excessively and exceed a predetermined allowable limit rotational speed.

  Preferably, the driving force source is an engine, and when it is determined that the rotational speed of the engine exceeds a predetermined overspeed during the downshift of the transmission unit, the predetermined inertia cancel torque Increase. In this way, it is possible to prevent the engine from exceeding the predetermined overspeed without being changed to the side where the engine speed increases at least.

  Preferably, the driving force source is an engine, and when it is determined that the rotational speed of the engine cannot maintain a predetermined autonomous rotational speed or reverse rotation during the upshift of the transmission unit. Increases the predetermined inertia cancel torque. In this way, it is avoided that the engine speed cannot be changed at least to the side where the engine speed decreases, and that the engine cannot maintain a predetermined autonomous rotational speed or reversely rotates.

  Preferably, the transmission unit selectively achieves a plurality of gear stages (shift stages) by selectively connecting the rotating elements of the 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 (engine) for driving to discharge the hydraulic oil. Alternatively, it may be driven by a dedicated electric motor arranged separately. 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 power source. Alternatively, only an electric motor may be used as a driving force source for traveling.

  Preferably, the differential mechanism includes a first rotating element connected to the driving force source, a second rotating element connected to the differential electric motor, and a third rotation connected to the traveling electric motor. A device having three rotating elements with the element. In this way, the differential mechanism is easily configured.

  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.

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 of FIG. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the vehicle power transmission device of FIG. 1, an example of a pre-stored shift diagram that is a basis for shift determination of the automatic transmission unit, and a pre-stored driving force source switching line for switching between engine travel and motor travel It is a figure which shows an example of a figure, Comprising: It is also a figure which shows each relationship. It is a figure which shows an example of the optimal fuel consumption rate curve of the engine of FIG. It is a flowchart explaining the control action for improving the drivability at the time of the shift of the principal part of the control action of an electronic control unit, ie, an automatic transmission part. FIG. 10 is a time chart corresponding to the control operation of FIG. 9, and is an example of a case where a 3 → 2 downshift is performed during engine running. FIG. FIG. 10 is a flowchart for explaining a control operation for improving the drivability at the time of shifting of the control operation of the electronic control unit, that is, the automatic transmission unit, and is another embodiment corresponding to the flowchart of FIG. 9. FIG. 12 is a time chart corresponding to the control operation of FIG. 11, and is an example when a 2 → 3 upshift is performed. FIG. FIG. 10 is a flowchart for explaining a control operation for improving the drivability at the time of shifting of the control operation of the electronic control unit, that is, the automatic transmission unit, and is another embodiment corresponding to the flowchart of FIG. 9. It is a time chart corresponding to the control action of FIG. 13, and is an example when 3 → 2 downshift is performed. FIG. 10 is a flowchart for explaining a control operation for improving the drivability at the time of shifting of the control operation of the electronic control unit, that is, the automatic transmission unit, and is another embodiment corresponding to the flowchart of FIG. 9. FIG. 16 is a time chart corresponding to the control operation of FIG. 15, and is an example in a case where a 3 → 2 downshift is determined during motor travel. FIG. 10 is a flowchart for explaining a control operation for improving the drivability at the time of shifting of the control operation of the electronic control unit, that is, the automatic transmission unit, and is another embodiment corresponding to the flowchart of FIG. 9. FIG. 18 is a time chart corresponding to the control operation of FIG. 17, and is an example of a case where a 3 → 2 downshift is performed during engine running. FIG. 18 is a time chart corresponding to the control operation of FIG. 17, and is an example of a case where a 2 → 3 upshift is performed during engine running.

  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 ( 6), an automatic transmission unit 20 as a power transmission unit connected in series via a transmission member 18 and a power transmission path between the automatic transmission unit 20 and an output rotation member connected to the automatic transmission unit 20. An output shaft 22 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). For example, a driving power source connected to the engine 8 is provided between an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine and a pair of drive wheels 34, and the power from the engine 8 is part of a power transmission path. Is transmitted to the pair of drive wheels 34 through the differential gear device (final reduction gear) 32 (see FIG. 6) and the pair of axles.

  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 is connected to the power distribution mechanism 16 and the power distribution mechanism 16 so as to be capable of transmitting power, and functions as a differential motor for controlling the differential state of the power distribution mechanism 16; It is an electric differential part provided with the 2nd electric motor M2 connected so that power transmission was possible so that it might rotate integrally with the transmission member 18. FIG. The transmission member 18 is an output side rotation member of the differential unit 11, but also corresponds to an input side rotation member of the automatic transmission unit 20.

  The first electric motor M1 and the second electric motor M2 are so-called motor generators 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. is there. In other words, in the power transmission device 10, the electric motor M can function as an alternative to the engine 8 that is the main power source, or as a power source (sub power source) that generates driving force for traveling together with the engine 8. 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 first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 functions as a traveling motor that outputs driving force as a second driving force source for traveling. ) Provide at least a function. Preferably, each of the first electric motor M1 and the second electric motor M2 is configured such that the power generation amount as the generator can be continuously changed. The first electric motor M <b> 1 and the second electric motor M <b> 2 are provided in a case 12 that is a casing of the power transmission device 10, and are cooled by hydraulic oil of the automatic transmission unit 20 that is a working fluid of the power transmission device 10.

  The power distribution mechanism 16 is a differential mechanism that is coupled to the engine 8 so as to be able to transmit power, and includes a single pinion type differential unit planetary gear device 24 having a predetermined gear ratio ρ0 of about “0.416”, for example. The mechanical mechanism is configured as a main body and mechanically distributes 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). The gear ratio ρ0 is ZS0 / ZR0 where ZS0 is the number of teeth of the differential sun gear S0 and ZR0 is the number of teeth of the differential ring gear R0.

In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing. In the power distribution mechanism 16 configured in this way, the differential unit sun gear S0, the differential unit carrier CA0, and the differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, can be rotated relative to each other. Thus, the differential action is operable, that is, the differential action is enabled (differential state), so that the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18 and distributed. Since a part of the output of the engine 8 is stored with electric energy generated from the first electric motor M1 or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is electrically For example, the differential unit 11 is set to a so-called continuously variable transmission state (electric CVT state) by functioning as a differential device, and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. 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 a continuously variable transmission state that functions as an electrical continuously variable transmission in which N ₁₈ ) is continuously changed from the minimum value γ0min to the maximum value γ0max. 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.

  The automatic transmission unit 20 (transmission unit) constitutes a part of a power transmission path from the engine 8 to the drive wheel 34, and includes a single pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit. 28 is a planetary gear type multi-stage transmission that functions as a stepped automatic transmission in which a plurality of gear ratios are mechanically set in stages. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.488”, 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 “0.455”, for example. When the number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, and the number of teeth of the second ring gear R2 is ZR2, the gear ratio ρ1 is ZS1 / ZR1. The gear ratio ρ2 is ZS2 / ZR2.

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

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

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

  The first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 (hereinafter referred to as the clutch C and the brake B unless otherwise specified) are conventional automatic transmissions for vehicles. A hydraulic friction engagement device as an engagement element often used in a machine, and a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or an outer peripheral surface of a rotating drum One end of one or two bands wound around is composed of a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides of the band brake.

  In the power transmission device 10 configured as described above, the differential unit 11 that functions as a continuously variable transmission and the automatic transmission unit 20 constitute a continuously variable transmission. Further, by controlling the gear ratio of the differential unit 11 to be constant, the differential unit 11 and the automatic transmission unit 20 can configure a state equivalent to a stepped transmission.

Specifically, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby at least one shift of the automatic transmission unit 20 is performed. The rotational speed input to the automatic transmission unit 20 with respect to the stage M (hereinafter referred to as the input rotational speed of the automatic transmission unit 20), that is, the rotational speed of the transmission member 18 (hereinafter referred to as the transmission member rotational speed N ₁₈ ) changes steplessly. As a result, a continuously variable gear ratio width is obtained at the gear stage M. Therefore, the overall transmission gear ratio γT (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 22) of the power transmission device 10 is obtained continuously, and a continuously variable transmission is configured in the power transmission device 10. The The overall speed ratio γT of the power transmission device 10 is a total speed ratio γT of the power transmission device 10 as a whole formed based on the speed ratio γ0 of the differential unit 11 and the speed ratio γ of the automatic transmission unit 20. For example, first gear or transmission member rotational speed N ₁₈ is continuously variable varying for each gear of the fourth gear and the reverse gear position of the automatic transmission portion 20 indicated in the table of FIG. 2 As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the power transmission device 10 as a whole can be obtained continuously.

  Further, the gear ratio of the differential unit 11 is controlled to be constant, and the clutch C and the brake B are selectively engaged and operated, and either the first gear to the fourth gear or the reverse drive When the gear stage (reverse gear stage) is selectively established, a total gear ratio γT of the power transmission device 10 that changes in a substantially equal ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the power transmission device 10.

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, and 28 and a vertical axis indicating the relative rotational speed. horizontal line X1 of the lower of the horizontal line indicates the rotation speed zero, represents the rotational speed N _E of the engine 8 upper horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 14, horizontal line XG (X3 ) indicates the rotational speed of the third rotating element RE3, which will be described later is input from the rotational speed N ₁₈ the differential portion 11 of the transmission member 18 to the automatic shifting portion 20.

  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 four vertical lines Y4, Y5, Y6, and Y7 of the automatic transmission unit 20 indicate, in order from the left, the second sun gear S2 corresponding to the fourth rotation element (fourth element) RE4 and the fifth rotation element RE5 ( The first ring gear R1 and the second carrier CA2 connected to each other corresponding to the fifth element) are connected to the first carrier CA1 and the second ring gear R2 connected to each other corresponding to the sixth rotation element (sixth element) RE6. Represents the first sun gear S1 corresponding to the seventh rotation element (seventh element) RE7, and the distance between them is determined according to the gear ratios ρ1, ρ2 of the first and second planetary gear devices 26, 28, respectively. ing. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential section 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ0. Further, in the automatic transmission unit 20, the interval between the sun gear and the carrier is set to correspond to "1" for each of the first and second planetary gear devices 26 and 28, and the interval between the carrier and the ring gear corresponds to ρ. Set to the interval to be

  If expressed using the collinear diagram of FIG. 3 described above, the 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, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second rotating element RE2. It is connected to the electric motor M2, and is configured to transmit (input) the rotation of the input shaft 14 to the automatic transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and the difference indicated by the intersection of the straight line L0 and the vertical line Y3. When the rotational speed of the moving part ring gear R0 is substantially constant by being constrained by the vehicle speed V, the differential part sun gear indicated by the intersection of the straight line L0 and the vertical line Y1 is controlled by controlling the rotational speed of the first electric motor M1. When the rotation of S0 is raised or lowered, the rotational speed, or the engine rotational speed N _E of the carrier CA0, represented by an intersecting point between the straight line L0 and the vertical line Y2 is increased or decreased. The rotation of the differential portion sun gear S0 is the same speed as the engine speed N _E by controlling the rotational speed of the first electric motor M1 such speed ratio γ0 of the differential portion 11 is fixed to "1" If that, the straight line L0 is aligned with the horizontal line X2, the rotational speed, i.e., the power transmitting member 18 of the differential portion ring gear R0 at a speed equal to the engine speed N _E is rotated. Alternatively, by controlling the rotational speed of the first electric motor M1 so that the speed ratio γ0 of the differential section 11 is fixed to a value smaller than “1”, for example, about 0.7, the rotation of the differential section sun gear S0 becomes zero. Once, the straight line L0 is the state shown in FIG. 3, it is higher than the engine speed N _E and the power transmitting member 18 is rotated.

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

  In the automatic transmission unit 20, as shown in FIG. 3, when the first clutch C1 and the second brake B2 are engaged, the intersection of the vertical line Y4 indicating the rotational speed of the fourth rotation element RE4 and the horizontal line X3. 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 Y5 indicating the rotational speed of the fifth rotational element RE5 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 Y5 indicating the rotational speed of the fifth rotating element RE5 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed (2nd) is shown, and the fifth 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 of the third speed (3rd) is indicated by the intersection with the vertical line Y5 indicating the rotation speed of the element RE5, and is determined by the engagement of the second clutch C2 and the first brake B1. 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 Y5 indicating the rotation speed of the fifth rotation element RE5 connected to the output shaft 22.

  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 TEMP _W that is the temperature of the cooling fluid of the engine 8 and the shift position P _{SH of the} shift lever 52 (see FIG. 5) from each sensor and switch as shown in FIG. and a signal representative of the number of operations such as in the "M" position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal for commanding the M mode (manual shift running mode), a signal representing the operation of an air conditioner, a vehicle speed A signal representing the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22 detected by the sensor 72 and the traveling direction of the vehicle, a signal representing the hydraulic oil temperature T _OIL of the automatic transmission unit 20, a signal representing the side brake operation, wheels A well-known foot brake device (hoist wheel) as a braking device that applies brake torque (braking force) to (the drive wheels 34, driven wheels not shown). During operation of Le braking device) (i.e. the operation of the brake pedal indicating the foot during braking operation) (on) a brake operation signal representing a B _ON, a signal representative of the catalyst temperature, the driver detected by the accelerator opening sensor 78 output Accelerator opening signal indicating the accelerator opening Acc corresponding to the requested amount, an accelerator opening signal indicating the cam angle, a signal indicating the cam angle, a signal indicating the snow mode setting, a signal indicating the longitudinal acceleration G of the vehicle, and an auto cruise traveling A signal, a signal representing the weight of the vehicle (vehicle weight), a signal representing the wheel speed of each wheel, a rotational speed N _M1 of the first electric motor M1 detected by the M1 rotational speed sensor 74 comprising a resolver or the like (hereinafter referred to as “first” the second electric motor M detected by the motor rotation speed is expressed as N _M1 ") and a signal indicating the direction of rotation, consisting of a resolver M2 rotational speed sensor 76 Rotational speed N _{M2 (hereinafter,} referred to as "second electric motor speed N _M2") and of a signal indicating the direction of rotation, the electrical storage device charging and discharging via an inverter 54 between each electric motor M1, M2 56 ( A signal indicating the charge capacity (charge state) SOC of FIG. 6 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 and M2, shift position (operation position) display signal for operating shift indicator The gear ratio display signal for displaying the gear ratio, the snow mode display signal for displaying that the current mode is the snow mode, the wheel brake operation signal for operating the wheel brake device, and the M mode being selected. M-mode display signal to be displayed, electromagnetic valve (solenoid valve) included in the hydraulic control circuit 70 (see FIG. 6) for controlling the hydraulic actuator of the hydraulic friction engagement device of the differential unit 11 and the automatic transmission unit 20 valve command signals for actuating a signal for pressure regulating the line pressure P _L by the hydraulic control circuit regulator valve provided in 70 (pressure regulating valve), the oil pressure of the source pressure for the line pressure P _L is pressure adjusted Drive command signal for operating the electric hydraulic pump as a source, signal for driving the electric heater, cruise control control Signal or the like to the computer are outputted 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 each shift position P _SH shown in the “P” to “M” positions (ranges), the “P” position and the “N” position are non-traveling positions (ranges) selected when the vehicle is not traveling. This is a non-driving position for selecting the switching of the power transmission path that disables driving of the vehicle in which the power transmission path in the automatic transmission unit 20 is blocked to the power transmission cut-off state. The “R” position, the “D” position, and the “M” position are travel positions (ranges) selected when the vehicle travels, and the vehicle to which the power transmission path in the automatic transmission unit 20 is connected. It is also a drive position for selecting switching to a power transmission enabled state of the power transmission path that enables driving.

  Specifically, when the shift lever 52 is manually operated to the “P” position, both the clutch C and the brake B are released, and the power transmission path in the automatic transmission unit 20 is set to a power transmission cutoff state. When the output shaft 22 of the automatic transmission unit 20 is locked and manually operated to the “N” position, both the clutch C and the brake B are released, and the power transmission path in the automatic transmission unit 20 is in the power transmission cut-off state. Then, by manually operating to any of the “R”, “D”, and “M” positions, any gear stage corresponding to each position is established, and the power transmission path in the automatic transmission unit 20 is established. Power transmission is possible.

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

  The hybrid control means 86 functions as an engine drive control means for controlling the drive of the engine 8 via the engine output control device 58, and a driving force source or power generation by the first electric motor M1 and the second electric motor M2 via the inverter 54. A function as a motor operation control means for controlling the operation as a machine is included, and hybrid drive control by the engine 8, the first motor M1, and the second motor M2 is executed by these control functions.

Further, the hybrid control means 86 operates the engine 8 in an efficient operating range, while optimizing the reaction force due to the distribution of the driving force between the engine 8 and the second electric motor M2 and the power generation of the first electric motor M1. To change the gear ratio γ0 of the differential section 11 as an electrical continuously variable transmission. 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, and the second electric motor M2. And the like, and functions as a transmission control means for controlling the overall transmission ratio γT, which is the transmission ratio of the power transmission device 10 as a whole.

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 The operating point of the engine 8 (hereinafter referred to as the “engine”) is stored in the optimum fuel consumption rate curve (fuel consumption map, relationship), which is a kind of the operating curve of the engine 8 as shown in FIG. while representing an operating point ") is along so that the engine 8 is operated, for example, the target output (total target output, engine torque T for generating an engine output P _E required to meet the required driving force) as will be _E and the engine rotational speed N _E, determines the target value of the overall speed ratio γT of the power transmission device 10, variations of the automatic shifting portion 20 so as to obtain the target value The speed ratio γ0 of the differential unit 11 is controlled in consideration of the speed, and the total speed ratio γT is controlled within the changeable range. Here, the above-mentioned engine operating point, indicating the operating state of the engine rotational speed N _E and the engine 8 in a two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 8 is exemplified by such engine torque T _E operation Is a point. 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.

  At this time, for example, the hybrid control means 86 supplies the electric energy generated by the first electric motor M1 to the power storage device 56 and the second electric motor M2 through the inverter 54, so that the main part of the power of the engine 8 is mechanically a transmission member. However, a part of the motive power of the engine 8 is consumed for the electric power generation of the electric motor M, and is converted into electric energy there, and the electric energy is supplied to the other electric motor M through the inverter 54, and is supplied by the electric energy. The driving force output from the electric motor M is transmitted to the transmission member 18. 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.

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

  The hybrid control means 86 includes an engine start / stop control means 88 for switching the operation state of the engine 8 between the operation state and the stop state, that is, for starting and stopping the engine 8 in order to switch between engine travel and motor travel. I have. The engine start / stop control means 88 starts or stops the engine 8 when the hybrid control means 86 determines, for example, that the motor driving and the engine driving are switched based on the vehicle state from the driving force source map of FIG. To do.

For example, engine start stop control means 88, the vehicle state motor by solid lines required output torque T _OUT accelerator pedal is depressing as shown in point a → point b of B is increased, the hybrid control means 86 in FIG. 7 When it is determined that the travel region has changed to the engine travel region and it is determined that the motor travel is switched to the engine travel, that is, when the hybrid control means 86 determines that the engine is started, the first motor M1 is energized. to raising the first electric motor speed N _M1, i.e. it to function first electric motor M1 as a starter, complete combustion can be predetermined rotational speed N _{E 'for} example the idle speed more autonomous engine rotational speed N _E The engine rotation drive control is performed to increase the rotational speed to a predetermined autonomous rotational speed N _EIDL or more and Supplying fuel by the fuel injection device 66 (injector) and was ignited by the ignition device 68 to start the engine 8 by performing the engine torque generation control that generates engine torque T _E by the rolling speed N _{E 'above,} the motor driving Switch from engine to running. Further, the engine start / stop control means 88, as indicated by point b → point a of the solid line B in FIG. 7, the accelerator pedal is returned and the required output torque T _OUT is reduced, so that the vehicle state changes from the engine travel region to the motor travel region. In the case of changing to, the fuel supply is stopped by the fuel injection device 66, that is, the engine 8 is stopped by fuel cut, and the engine running by the hybrid control means 86 is switched to the motor running.

  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 does not operate the engine 8 in order to improve fuel consumption (reduce the fuel consumption rate) during inertial running with the accelerator off (coast running) or wheel brake operation by operating the brake pedal. In the driving state, 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.

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, the hybrid control means 86 synchronizes with the shift of the automatic transmission unit 20 in a direction opposite to the change direction of the transmission ratio of the automatic transmission unit 20 so that the step change of the total transmission ratio γT is suppressed. Shifting of the differential unit 11 is performed so as to change the speed ratio. 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, in order to form a predetermined total speed ratio γT so that the total speed ratio γT of the power transmission device 10 does not change transiently before and after the speed change of the automatic speed change part 20, in synchronization with the speed change control of the automatic speed change part 20, The shift control of the differential unit 11 is executed so that the gear ratio is changed stepwise in the direction opposite to the change direction by the change corresponding to the step change of the gear ratio of the automatic transmission unit 20.

When controlling when executing a shift control or first electric motor M1 in the differential portion 11 so as to suppress the change in the engine rotational speed N _E before and after the shifting action of the automatic transmission portion 20 as described above, the automatic transmission portion 20 The first motor shaft (rotation shaft to which the first motor M1 is coupled) is driven by the inertia I _M1 of the first motor M1 itself at the time of shifting (that is, when the transmission member rotation speed N ₁₈ (second motor rotation speed N _M2 ) changes). There is a possibility that the engine speed _NE may change with fulcrum as a fulcrum.

Therefore, the inertia cancel control means (inertia compensation control means) 90 (see FIG. 6) is a predetermined value for suppressing fluctuations in the engine rotational speed due to the inertia I _M1 of the first electric motor M1 when the automatic transmission 20 is shifted. M1 inertia cancel torque (M1 inertia compensation torque, M1 inertia cancel control amount) Ti _M1 including first motor torque (M1 torque) T _M1 inertia cancel control (M1 inertia cancel control) is output. To do.

Specifically, the angular acceleration α _M1 (= dN _M1 / dt) of the first electric motor M1 based on the change in the rotation speed of the first electric motor before and after the automatic transmission 20 is changed, and the second before and after the automatic transmission 20 is changed. The angular acceleration α _M2 (= dN _M2 / dt) of the second electric motor M2 based on the change in the motor rotation speed is expressed by the following equation (1). Therefore, the M1 inertia cancel torque Ti _M1 (= I _M1 × α _M1 ) is expressed by the following equation (2).
α _M1 = α _M2 / ρ0 (1)
Ti _M1 = I _M1 × α _M2 / ρ0 (2)

The inertia cancel control means 90 calculates a predetermined M1 inertia cancel torque Ti _M1 according to the equation (2). Then, the inertia cancel control means 90 uses the M1 torque T _M1 (= T _M1 '+ Ti _M1 ) obtained by adding the predetermined M1 inertia cancel torque Ti _M1 to the original M1 torque T _M1 ' to shift the automatic transmission unit 20. A command to output in the direction opposite to the direction of rotation change of the accompanying transmission member 18 is output to the hybrid control means 86. The original M1 torque T _M1 ′ is based on the difference rotation speed Δ _M1 of the first motor rotation speed before and after the shift of the automatic transmission unit 20 and increases as the difference rotation speed Δ _M1 increases. For example, it is calculated from a control expression that adds a proportional term and an integral term.

By the way, when the uniform inertia cancel control for suppressing the engine rotation fluctuation by the inertia cancel control means 90 is performed at the time of the shift of the automatic transmission unit 20, that is, a predetermined M1 inertia cancel torque is uniformly applied at the time of the shift of the automatic transmission unit 20. When Ti _M1 is added, drivability may deteriorate depending on the vehicle state. Therefore, the inertia cancel control means 90 does not perform uniform inertia cancel control for suppressing the engine rotation fluctuation at the time of the shift of the automatic transmission unit 20, but changes the vehicle state to perform the inertia cancel control in accordance with the vehicle state. A cancel torque changing means 92 for changing a predetermined inertia cancel torque Ti _M1 at the time of inertia cancel control is provided. Cancel the torque changing means 92, for example in accordance with the vehicle state during shifting of the automatic shifting portion 20 so as to be able to change the engine rotational speed N _E, given the inertia canceling torque Ti at the time of the inertia cancel control based on the vehicle state Change _M1 .

Specifically, the vehicle state is, for example, an allowable amount or a required amount of engine speed change based on the type of shift of the automatic transmission unit 20, and is different for each shift (type of shift) of the automatic transmission unit 20. Is. For example, the allowable amount or required amount of the engine speed change is changed by a required output (required power) for the vehicle calculated from the accelerator opening Acc and the vehicle speed V. For example, the drivability better during an upshift of the accelerator opening Acc constant of the automatic shifting portion 20 as shown in point c → point d of the solid line C which is the engine rotational speed N _E does not vary in Fig 7 is considered good. However, for example, in the power-on downshift of the automatic transmission unit 20 in which the required output torque _TOUT is increased by depressing the accelerator pedal as shown by the point a → the point b of the solid line B in FIG. It is considered that drivability is better when the engine speed _NE is increased as soon as possible. That is, when the change of the required output is small during the shift of the automatic transmission unit 20, it is desired to suppress the engine rotation fluctuation. In addition, when the change in the required output is large during the shift of the automatic transmission unit 20, it is desirable to change the engine rotation speed _NE as soon as possible.

Therefore, the cancel torque changing means 92 reduces the predetermined inertia cancel torque Ti _M1 when the change in the required output is large, in order to ensure the response in accordance with the driving force request and improve the drivability. When the change in the required output is small, the predetermined inertia cancel torque Ti _M1 is not changed. That is, when the change of the required output is large by reducing the predetermined inertia canceling torque Ti _M1, by weakening the force direction of suppressing the engine rotation speed variation is to vary the engine speed N _E.

The time when the change in the required output is large is when, for example, a power-on downshift is performed in the automatic transmission unit 20. In other words, the shift determined by the automatic transmission unit 20 is a power-on downshift due to the accelerator pedal being depressed and the required output torque _TOUT being increased. In other words, when the accelerator pedal is depressed to such an extent that a power-on downshift is determined, the required output torque T _OUT is increased. Thus, responsiveness at the time of power-on downshift of the automatic transmission portion 20 is able to quickly as possible increase the engine rotational speed N _E is secured. The change in the required output is small when the shift determined by the automatic transmission unit 20 is a shift other than a power-on downshift, such as a coast downshift or a power-on upshift.

Further, in reducing the predetermined inertia canceling torque Ti _M1 is reduced by for example a predetermined reduction amount stored is obtained in advance by experiments or the like for a given inertia canceling torque Ti _M1. Alternatively, for example, the reduction amount may be changed according to the required output. For example, even with the same power-on downshift, depression operation amount of the accelerator pedal as (amount of change in the accelerator opening Acc, corresponding to such changes in the amount of demanded output torque T _OUT) is high, the predetermined inertia canceling torque Ti _M1 The amount of reduction with respect to may be increased. Thus, the larger the change of the required output torque T _OUT, can be raised faster engine rotational speed N _E.

The vehicle state determination means 94 determines whether or not the shift determined by the automatic transmission unit 20 is a downshift. For example, the vehicle state determination unit 94 determines whether or not the shift determined by the automatic transmission unit 20 is a power-on downshift due to the required output torque T _OUT being increased by the depression operation of the accelerator pedal. Judgment is made based on the change in Acc. Further, the vehicle state determination means 94 determines whether or not the vehicle is traveling in the “D” range, which is the forward travel range, based on the shift position P _SH .

  FIG. 9 is a flowchart for explaining the control operation of the electronic control device 80, that is, the control operation for improving the drivability at the time of shifting of the automatic transmission unit 20, for example, an extremely short cycle of about several msec to several tens msec. It is executed repeatedly in time. FIG. 10 is a time chart corresponding to the control operation of FIG. 9, and is an example of a case where a 3 → 2 downshift is performed while the engine is running.

9, first, steps corresponding to the vehicle state determining means 94 (hereinafter, omitting step) In SA10, a forward running range based on the shift position P _SH whether the vehicle is traveling in the "D" range Is determined. If the determination at SA10 is affirmative, it is determined at SA20 corresponding to the stepped shift control means 82 whether or not the shift determination of the automatic transmission unit 20 has been made. That is, the determination of SA20 is denied until the shift determination of automatic transmission unit 20 is made, but the determination of SA20 is affirmed when the shift determination of automatic transmission unit 20 is made. If the determination at SA20 is affirmative, at SA30 corresponding to the vehicle state determination means 94, it is determined whether or not the shift determined at the automatic transmission unit 20 is a power-on downshift. If the determination at SA30 is affirmative, a predetermined inertia cancel torque Ti _M1 is reduced at SA40 corresponding to the cancel torque changing means 92. For example, the predetermined inertia cancel torque Ti _{M1 is} reduced by a predetermined reduction amount that is obtained in advance through experiments or the like and stored. Alternatively, the amount of reduction is reduced as the required output change is larger with respect to the predetermined inertia cancel torque Ti _M1 . If the determination at SA30 is negative, the predetermined inertia cancel torque Ti _M1 is not changed at SA50 corresponding to the cancel torque changing means 92. If the determination at SA10 is negative or the determination at SA20 is negative, this routine is terminated, or control other than inertia cancel control (normal time control) is executed at SA60, for example. The

In FIG. 10, a solid line indicates a coast downshift, a broken line and a two-dot chain line indicate a power-on downshift, and the required output (accelerator depression amount) is larger in the broken line than in the two-dot chain line. The time point t1 indicates that the 3 → 2 downshift command has been output after the automatic transmission unit 20 has made the 3 → 2 downshift determination. The time point t2 indicates that the M1 inertia cancel control is started with the start of the inertia phase. In this M1 inertia canceling control, in the coast downshift predetermined inertia canceling torque Ti _{M1 (solid} line) is used, a power-on downshift the predetermined inertia canceling torque Ti _M1 is reduced (dashed line dashed and double-dotted) . As a result, the engine speed _NE is increased in the power-on downshift (from time t3). Further, the amount of reduction with respect to the predetermined inertia cancel torque Ti _{M1 at} this time is made larger on the broken line where the change in the accelerator opening is large. This makes it possible to better dashed raises faster engine rotational speed N _E. The time t4 indicates that the shift has been completed, and the M1 inertia cancel control is also terminated toward the end of the shift.

As described above, according to this embodiment, when the M1 inertia cancel control during shifting of the automatic shifting portion 20 is executed, M1 predetermined inertia cancellation when M1 inertia canceling control is output as part of the torque T _M1 the torque Ti _M1 is changed based on the vehicle condition, not an M1 inertia canceling control of uniform for suppressing the engine rotation fluctuation when shifting of the automatic shifting portion 20, out the combined M1 inertia canceling control the vehicle state can do. For example, it is possible to change the engine rotational speed N _E in accordance with the vehicle state during shifting of the automatic shifting portion 20. Therefore, drivability can be improved when the automatic transmission 20 is shifted.

  Further, according to the present embodiment, the vehicle state is an allowable amount or a required amount of a change in engine rotation speed based on the type of shift of the automatic transmission unit 20, so that each shift of the automatic transmission unit 20 (type of shift). Thus, the M1 inertia cancel control can be performed in accordance with the allowable amount and the required amount of engine speed change that are different from each other. Therefore, drivability can be appropriately improved when shifting the automatic transmission unit 20.

Further, according to the present embodiment, the vehicle state is changed by a required output to the vehicle. When the change in the required output is large, the predetermined inertia cancel torque Ti _M1 is reduced, When the change in the required output is small, the predetermined inertia cancel torque Ti _M1 is not changed. Therefore, when the change in the required output is small during the shift of the automatic transmission unit 20, the engine rotation fluctuation is suppressed. Further, when the change of the required output during the shifting of the automatic shifting portion 20 is large it can be as soon as possible changed according to the engine rotational speed N _E to the driving force demand. In this way, responsiveness in accordance with the driving force requirement is ensured and drivability is improved.

Further, according to the present embodiment, when the change in the required output is large is when a power-on downshift is performed in the automatic transmission unit 20, when the automatic transmission unit 20 performs a power-on downshift, responsiveness can be as soon as possible increase the engine rotational speed N _E is secured. Further, by increasing the amount of reduction for a given inertia canceling torque Ti _M1 larger the change of the required output, it can be increased more quickly as the engine rotational speed N _E is larger change of the required output.

  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.

In the above-described embodiment, the vehicle state (allowable amount or required amount of engine speed change) is changed by the required output to the vehicle. Instead of or in addition to this, the vehicle state is changed by, for example, the operating state of the engine 8. For example, during motor running in which the engine rotational speed N _E is maintained at zero or substantially zero, M1 even inertia cancellation control is performed, in accordance with the shifting of the automatic shifting portion 20 by various variations engine rotational speed N _E By being changed to the decreasing side, the engine 8 may reversely rotate and durability may be reduced. Accordingly, in the shift of the automatic shifting portion 20 during motor driving, on the side of at least lower the engine rotational speed N _E is desirable not to change. That is, when the motor driving the engine rotational speed N _E is maintained at zero or substantially zero, priority to suppressing deterioration of durability of the engine 8 rather than to suppress the rotational fluctuation of the engine 8, the automatic transmission portion 20 It is desirable not to reversely rotate the engine 8 at the time of shifting.

Therefore, in order to improve drivability in place of or in addition to the above-described embodiment, the cancel torque changing means 92 applies a predetermined inertia cancel torque Ti _M1 when the automatic transmission unit 20 is upshifted while the motor is running. increases, during a downshift of the automatic shifting portion 20 in a motor traveling while reducing the predetermined inertia canceling torque Ti _M1, when shifting of the automatic shifting portion 20 in the engine running certain inertia canceling torque Ti _M1 Do not change. That is, when the automatic transmission unit 20 is upshifted while the motor is running, the rotational change of the transmission member 18 (second electric motor M2) becomes negative (the direction of the M1 torque is positive), and the second electric motor rotates due to various variations, for example. When the speed change becomes faster, the engine 8 may reversely rotate. Therefore, by setting the predetermined inertia cancel torque Ti _M1 to be large, the force in the direction in which the engine rotation direction is set to the positive side is strengthened, and the engine 8 is prevented from reversely rotating even if various variations are included. When the automatic transmission unit 20 is downshifted while the motor is running, the rotational change of the transmission member 18 becomes positive (the direction of the M1 torque is negative), and the predetermined inertia cancel torque Ti _M1 increases due to various variations, for example. The engine 8 may rotate in the reverse direction. Therefore, by setting the predetermined inertia cancel torque Ti _M1 to be small, the force in the direction in which the engine rotation direction is set to the negative side is weakened so that the engine 8 does not reversely rotate even if various variations are included. The positive direction in the direction of rotation change of the transmission member 18 and the direction of the M1 torque is the positive direction of the engine rotation direction throughout this specification.

Further, when increasing the predetermined inertia canceling torque Ti _M1 increases by for example a predetermined increase amount stored is obtained in advance by experiments or the like for a given inertia canceling torque Ti _M1. Further, in reducing the predetermined inertia canceling torque Ti _M1 is reduced by for example a predetermined reduction amount stored is obtained in advance by experiments or the like for a given inertia canceling torque Ti _M1.

The vehicle state determination means 94 replaces or adds to the above-described embodiment, for example, based on the vehicle power V and the required output torque T _OUT from the driving force source switching diagram of FIG. It is determined whether the engine is running or the motor is running.

  FIG. 11 is a flowchart for explaining the control operation for improving the drivability when the electronic control device 80 performs the control operation, that is, the automatic transmission unit 20 is shifted. For example, an extremely short cycle of about several milliseconds to several tens of milliseconds. It is executed repeatedly in time. FIG. 12 is a time chart corresponding to the control operation of FIG. 11, and is an example when a 2 → 3 power-on upshift is performed.

11, first, in SB10 corresponding to the vehicle state determining means 94, whether the vehicle is traveling in a forward running range based on the shift position P _SH "D" range is determined. If the determination at SB10 is affirmative, it is determined at SB20 corresponding to stepped shift control means 82 whether or not an upshift determination for automatic transmission unit 20 has been made. That is, the determination of SB20 is denied until the upshift determination of automatic transmission unit 20 is made, but the determination of SB20 is affirmed when the upshift determination of automatic transmission unit 20 is made. If the determination at SB20 is affirmative, it is determined at SB30 corresponding to the vehicle state determination means 94 whether the engine is running. If the engine is running and the determination at SB30 is affirmative, the predetermined inertia cancel torque Ti _M1 is not changed at SB40 corresponding to the cancel torque changing means 92. When the motor is running and the determination at SB30 is negative, at SB50 corresponding to the cancel torque changing means 92, the predetermined inertia cancel torque Ti _M1 is increased by a predetermined increase amount. If the determination at SB10 is negative or the determination at SB20 is negative, this routine is terminated, or control other than inertia cancel control (normal time control) is executed at SB60, for example. The

In FIG. 12, the solid line is when the engine is running, and the broken line is when the motor is running. In any case, the upshift is when the accelerator is substantially constant. The time point t1 indicates that the 2 → 3 upshift command is output after the automatic transmission unit 20 makes the 2 → 3 upshift determination. The time point t2 indicates that the M1 inertia cancel control is started with the start of the inertia phase. In this M1 inertia cancel control, a predetermined inertia cancel torque Ti _M1 (solid line) is used during engine travel, but this predetermined inertia cancel torque Ti _M1 is increased by a predetermined increase amount during motor travel (broken line A). ). Thus, during an upshift in the motor drive mode which is maintained the engine speed N _E at zero or substantially zero, the engine rotational speed N _E is prevented from reverse rotation engines 8 decreases. The time point t3 indicates that the shift has been completed, and the M1 inertia cancel control is also terminated toward the end of the shift.

  FIG. 13 is a flowchart for explaining the control operation of the electronic control device 80, that is, the control operation for improving the drivability at the time of shifting the automatic transmission unit 20, for example, an extremely short cycle of about several msec to several tens msec. It is executed repeatedly in time. FIG. 14 is a time chart corresponding to the control operation of FIG. 13, and is an example when a 3 → 2 coast downshift is performed.

13, first, in SC10 corresponding to the vehicle state determining means 94, whether the vehicle is traveling in a forward running range based on the shift position P _SH "D" range is determined. If the determination at SC10 is affirmative, it is determined at SC20 corresponding to stepped shift control means 82 whether or not the downshift determination of automatic transmission unit 20 has been made. That is, the determination of SC20 is denied until the downshift determination of automatic transmission unit 20 is made, but the determination of SC20 is affirmed when the downshift determination of automatic transmission unit 20 is made. If the determination at SC20 is affirmative, it is determined at SC30 corresponding to the vehicle state determination means 94 whether the engine is running. When the engine is running and the determination at SC30 is affirmative, the predetermined inertia cancel torque Ti _M1 is not changed at SC40 corresponding to the cancel torque changing means 92. When the motor is running and the determination at SC30 is negative, at SC50 corresponding to the cancel torque changing means 92, the predetermined inertia cancel torque Ti _M1 is reduced by a predetermined reduction amount. If the determination at SC10 is negative or the determination at SC20 is negative, this routine is terminated, or control other than inertia cancel control (normal control) is executed at SC60. The

In FIG. 14, the solid line represents the case where the engine is running, and the broken line represents the case where the motor is running. In any case, the downshift is when the accelerator is off. The time point t1 indicates that the 3 → 2 downshift command has been output after the automatic transmission unit 20 has made the 3 → 2 downshift determination. The time point t2 indicates that the M1 inertia cancel control is started with the start of the inertia phase. In this M1 inertia cancel control, a predetermined inertia cancel torque Ti _M1 (solid line) is used during engine traveling, but during the motor travel, this predetermined inertia cancel torque Ti _M1 is reduced by a predetermined reduction amount (dashed line B). ). Thus, during a downshift in the motor drive mode which is maintained the engine speed N _E at zero or substantially zero, the engine rotational speed N _E is prevented from reverse rotation engines 8 decreases. The time point t3 indicates that the shift has been completed, and the M1 inertia cancel control is also terminated toward the end of the shift.

As described above, according to this embodiment, instead of or in addition to the effects of the above-described embodiment, the vehicle state can be changed according to the operating state of the engine 8, and the automatic shifting during motor running can be performed. The predetermined inertia cancel torque Ti _M1 is increased when the part 20 is upshifted, and the predetermined inertia cancel torque Ti _M1 is reduced when the automatic transmission unit 20 is downshifted while the motor is running. Since the predetermined inertia cancel torque Ti _M1 is not changed during the shift of the automatic transmission unit 20 of the automatic transmission unit 20, for example, even if there are various variations, the engine 8 is considered not to rotate reversely. In the shift, drivability is improved by suppressing engine rotation fluctuation. Further, the engine 8 by a variety of variations in the shifting of the automatic shifting portion 20 during motor travel that may be counter-rotating, the engine 8 is not allowed to change the reverse rotation to the side where the engine rotational speed N _E is at least lowered It is prevented.

In the above-described embodiment, the vehicle state (allowable amount or required amount of engine speed change) is changed by the required output to the vehicle. Instead of or in addition to this, the vehicle state is changed depending on, for example, whether or not the engine 8 is requested to start. For example, when the engine start is requested at the time of the shift of the automatic transmission unit 20, for example, the engine start is determined in addition to the 2 → 1 downshift determination as shown by the point a → the point b of the solid line B in FIG. If is considered better to increase quickly the engine rotational speed N _E may be the plane of the responsiveness of the engine start. That is, when the when the downshift of the automatic transmission portion 20 there is an engine start request 8, it is desirable to increase the engine rotational speed N _E as soon as possible engine complete explosion possible predetermined rotational speed N _{E 'or.}

In view of this, the cancel torque changing means 92 is provided in the case where there is a request for starting the engine 8 during downshifting of the automatic transmission unit 20 in order to improve drivability instead of or in addition to the above-described embodiment. While the inertia cancel torque Ti _M1 is reduced, the predetermined inertia cancel torque Ti _M1 is not changed when there is no request for starting the engine 8. That is, when there is a request for starting the engine 8, the predetermined inertia cancel torque Ti _M1 is reduced, so that the second motor inertia torque due to the second motor rotation speed change accompanying the downshift of the automatic transmission unit 20 is changed to the engine rotation speed. to use the increase in the N _E. That is, the transmission member rotational speed change (second electric motor rotational speed change) is determined by the transmission hydraulic pressure, M2 torque, etc. of the engagement device (clutch C and brake B) involved in the shift of the automatic transmission unit 20, and the second A predetermined inertia cancel torque Ti _M1 adjusts how much of the motor inertia torque is used for starting the engine. This, M1 differs from the concept of the engine start by the engine start stop control means 88 that lifts the engine rotational speed N _E at the torque T _M1, suppress the first-motor rotation speed change, by using the second electric motor inertia torque lift the engine rotational speed N _E, a new concept of the engine is started.

Further, in reducing the predetermined inertia canceling torque Ti _M1 is reduced by for example a predetermined reduction amount stored is obtained in advance by experiments or the like for a given inertia canceling torque Ti _M1.

The vehicle state determination means 94 determines whether to switch from motor travel to engine travel based on the vehicle speed V and the required output torque T _OUT from, for example, the driving force source switching diagram of FIG. 7 instead of or in addition to the above-described embodiment. Then, it is determined whether engine start is requested.

  FIG. 15 is a flowchart for explaining the control operation of the electronic control device 80, that is, the control operation for improving the drivability at the time of shifting the automatic transmission unit 20, for example, an extremely short cycle of about several msec to several tens msec. It is executed repeatedly in time. FIG. 16 is a time chart corresponding to the control operation of FIG. 15, and is an example of a case where a 3 → 2 downshift is determined during motor running.

15, first, steps corresponding to the vehicle state determining means 94 (hereinafter, omitting step) in SD10, a forward running range based on the shift position P _SH whether the vehicle is traveling in the "D" range Is determined. In addition, it is determined whether or not the motor is running. When the vehicle is traveling in the “D” range and the motor is running and the determination in SD10 is affirmed, whether or not the downshift determination of the automatic transmission unit 20 has been made in SD20 corresponding to the stepped shift control means 82. To be judged. That is, the determination of SD20 is denied until the downshift determination of automatic transmission unit 20 is made, but the determination of SD20 is affirmed when the downshift determination of automatic transmission unit 20 is made. If the determination at SD20 is affirmative, it is determined at SD30 corresponding to the vehicle state determination means 94 whether or not the engine is started during the downshift of the automatic transmission unit 20. That is, it is determined whether the engine start is requested when the downshift command of the automatic transmission unit 20 is output. If the determination at SD30 is affirmative, a predetermined inertia cancel torque Ti _M1 is reduced by a predetermined reduction amount at SD40 corresponding to the cancel torque changing means 92. When the determination of SD30 is negative, the predetermined inertia cancel torque Ti _M1 is not changed in SD50 corresponding to the cancel torque changing means 92. If the determination at SD10 is negative or the determination at SD20 is negative, this routine is terminated, or control other than inertia cancel control (normal time control) is executed at SD60, for example. The

In FIG. 16, the solid line represents the case of power-on downshift and engine start, and the broken line represents the case of coast downshift and no engine start (motor running continued). The time point t1 indicates that the 3 → 2 downshift command has been output after the automatic transmission unit 20 has made the 3 → 2 downshift determination. In the case of a solid line, it is determined that there is a request for starting the engine 8. The time point t2 indicates that the M1 inertia cancel control is started with the start of the inertia phase. In this M1 inertia cancel control, a predetermined inertia cancel torque Ti _M1 (broken line) is used in the coast downshift while the motor is running. However, in the power-on downshift accompanied by the engine start, the predetermined inertia cancel torque Ti _M1 is reduced. (Solid line C). As a result, in the power-on downshift accompanying the engine start, the engine speed _NE is increased (from time t3). Thus, when the engine start request 8 is present, it is possible to increase the engine rotational speed N _E faster engine complete explosion possible to a predetermined rotational speed N _{E 'or.} Incidentally, when the engine start request 8 is present, in order to increase the engine rotational speed N _E, M2 torque T _M2 is also increased. The time t4 indicates that the shift has been completed, and the M1 inertia cancel control is also terminated toward the end of the shift.

As described above, according to this embodiment, instead of or in addition to the effect of the above-described embodiment, the vehicle state is changed depending on whether or not the engine 8 is requested to start. During the downshift, the predetermined inertia cancel torque Ti _M1 is reduced when the engine 8 is requested to start, whereas the predetermined inertia cancel torque Ti _M1 is not changed when the engine 8 is not requested. When there is no request for starting the engine 8 when the automatic transmission unit 20 is downshifted, fluctuations in engine rotation are suppressed and drivability is improved. Further, when the engine start request 8 during a downshift of the automatic shifting portion 20 is present, to be able to increase the engine rotational speed N _E as soon as possible engine complete explosion possible predetermined rotational speed N _{E 'or} response Sex is secured.

In the above-described embodiment, the vehicle state (allowable amount or required amount of engine speed change) is changed by the required output to the vehicle. Instead of or in addition to this, the vehicle state is changed by, for example, the rotational speeds of the rotating elements RE1 to RE3 of the differential unit 11 (power distribution mechanism 16). For example, due to the shift of the automatic transmission unit 20, the rotational speed of each rotating element itself of the differential unit 11, the rotation of the first electric motor M <b> 1 connected to each rotating element, the engine 8, and the differential unit 11. There is a possibility that the rotation speed of the member (for example, the differential planetary gear (pinion) P0) becomes a rotation speed outside the normal range. For example, when the automatic transmission unit 20 is shifted, the first electric motor M1, the engine 8, the pinion P0, and the like may become overspeed, and durability may be reduced. Moreover, or it can not be maintained during shifting of the automatic shifting portion 20 in the engine running the engine rotational speed N _E higher than a predetermined autonomous rotation speed N _EIDL, possibly the engine 8 is reversely rotated when shifting of the automatic shifting portion 20 is there. Therefore, it is desirable to set the rotation speed of the first electric motor M1, the engine 8, the pinion P0, etc. to an appropriate rotation speed within the normal range. That is, it is desired to prevent the first motor M1, the engine 8, the pinion P0, and the like from over-rotating, to maintain the autonomous rotation of the engine 8, or to prevent the engine 8 from rotating backward.

Note that the shift of the automatic transmission unit 20 is executed based on a shift line set in advance so that the rotation speed of the first electric motor M1, the engine 8, the pinion P0, and the like is set to an appropriate rotation speed within the normal range. Is. Therefore, originally, the rotational speed does not fall outside the normal range. Here, the shift of the automatic transmission unit 20 whose rotation speed is outside the normal range is forcibly changed regardless of the above shift diagram by, for example, a failure of an electromagnetic valve (solenoid valve) in the hydraulic control circuit 70. This is the case. For example, a shift of the automatic transmission unit 20 associated with fail-safe during a solenoid valve failure is assumed. Even in the case of a shift based on a shift line or the like, since the first motor M1, the engine 8, the pinion P0, and the like originally have high rotation speeds, the second motor rotation speed change becomes faster due to various variations, When the inertia cancel torque Ti _M1 changes, the rotational speed may temporarily become an overspeed. Further, even shift based on the shift line or the like, for the engine rotational speed N _E is a predetermined autonomic speed N _EIDL low rotational speed in the vicinity, it can no longer maintain autonomous rotation of the engine 8 by a variety of variations Is also possible.

Therefore, the cancel torque changing means 92 changes a predetermined inertia cancel torque Ti _M1 based on the rotation speed of each rotary element of the differential section 11 in order to improve drivability instead of or in addition to the above-described embodiment. change.

Specifically, the cancel torque changing unit 92 is configured to change the rotation speed of the first electric motor rotation speed _NM1 and a predetermined rotation member constituting the differential section 11, for example, the pinion P0, that is, the differential when the automatic transmission section 20 shifts. At least one of the differential rotation speed of the part 11 when it is determined (predicted) exceeds a predetermined allowable maximum speed limit of each reducing the predetermined inertia canceling torque Ti _M1. In other words, when the automatic transmission unit 20 performs a shift, at least one of the first motor M1 and the pinion P0 temporarily changes excessively beyond the rotation speed change associated with the shift. If there is a possibility of exceeding the rotation speed, the predetermined inertia cancel torque Ti _M1 is reduced in advance so that the rotation speed of the first electric motor M1 and the pinion P0 does not exceed the predetermined allowable limit rotation speed. The rate of change in the direction of the limit rotation speed is suppressed. More specifically, when the automatic transmission unit 20 is downshifted, an overspeed exceeding a predetermined allowable limit rotational speed on the lower limit side (negative side) of the first electric motor M1 or a predetermined allowable limit on the lower limit side of the pinion P0. When an excessive rotation exceeding the rotation speed is predicted, the predetermined inertia cancel torque Ti _M1 is reduced. Further, when the automatic transmission unit 20 is upshifted, it exceeds the predetermined allowable limit rotational speed on the upper limit side (positive side) of the first electric motor M1 or exceeds the predetermined allowable limit rotational speed on the upper limit side of the pinion P0. When over-rotation is predicted, the predetermined inertia cancel torque Ti _M1 is reduced. The predetermined allowable limit rotational speed is a design value determined in advance by a rating or the like in consideration of, for example, durability.

Further, canceling the torque changing means 92, when a downshift of the automatic transmission portion 20, a predetermined inertia canceling torque Ti _M1 when the engine rotational speed N _E is determined to exceed the predetermined overspeed (predicted) Increase. That is, when a downshift of the automatic transmission portion 20 when the engine rotational speed N _E is high rotation, the rotation change of the transmission member 18 is positive (M1 direction negative side of the torque) and becomes for example, the second electric motor by a variety of variations When the rotational speed change becomes faster, the engine 8 may temporarily exceed a predetermined overspeed. Therefore, by increasing the predetermined inertia cancel torque Ti _M1 , the force in the direction in which the engine rotation direction is set to the negative side is strengthened so that the engine 8 does not exceed the predetermined overspeed even if various variations are included. To do. The predetermined overspeed is a design value determined in advance by a rating or the like in consideration of durability or the like.

Further, the cancel torque changing means 92 is predetermined when it is determined (predicted) that the engine 8 cannot maintain a predetermined autonomous rotational speed N _EIDL or more during the upshift of the automatic transmission unit 20 or is reversely rotated. Inertia cancel torque Ti _M1 is increased. In other words, when the automatic transmission unit 20 is upshifted when the engine speed _NE is low, the rotation change of the transmission member 18 becomes negative (the direction of the M1 torque is positive), and the second electric motor is caused by various variations. When the rotational speed change becomes faster, there is a possibility that the engine 8 cannot temporarily maintain a predetermined autonomous rotational speed _NEIDL or higher or reversely rotates. Therefore, increasing the predetermined inertia cancel torque Ti _M1 increases the force in the direction of the engine rotational direction as the positive side, and the engine 8 cannot maintain the predetermined autonomous rotational speed N _EIDL or higher even if various variations are included. Or reverse rotation.

Further, when increasing the predetermined inertia canceling torque Ti _M1 increases by for example a predetermined increase amount stored is obtained in advance by experiments or the like for a given inertia canceling torque Ti _M1. Further, in reducing the predetermined inertia canceling torque Ti _M1 is reduced by for example a predetermined reduction amount stored is obtained in advance by experiments or the like for a given inertia canceling torque Ti _M1.

In addition to or in addition to the above-described embodiment, the vehicle state determination means 94 is configured so that at least one of the rotation speeds of the first electric motor M1 and the pinion P0 is a predetermined allowable limit rotation speed when the automatic transmission 20 is shifted. It is determined whether there is a possibility of exceeding. For example, the vehicle state determining means 94, when a downshift of the automatic transmission portion 20, the engine rotational speed N _E is based on whether lower than a predetermined low engine speed N _EL, the first electric motor M1 and a pinion It is determined whether or not there is a possibility that at least one rotation speed of P0 exceeds a predetermined allowable limit rotation speed on each lower limit side. The predetermined low engine rotation speed N _EL is, for example, a predetermined allowable limit rotation on the lower limit side of the first electric motor M1 or the pinion P0 based on the transmission member rotation speed N ₁₈ and the type of shift such as 3 → 2 or 2 → 1. in advance experimentally lower side allowable limit rotation speed determining value stored sought as the engine speed N _E that might be overspeed in excess of the speed. Further, the vehicle state determining means 94, when the upshift of the automatic transmission portion 20, the engine rotational speed N _E is based on whether higher than a predetermined high engine speed N _EH, the first electric motor M1 and a pinion It is determined whether there is a possibility that at least one rotation speed of P0 exceeds a predetermined allowable limit rotation speed on each upper limit side. The predetermined high engine speed N _EH, for example a predetermined allowable limit rotation of the transmitting member rotational speed N ₁₈ and 1 → 2 and 2 → 3 etc. The first electric motor M1 or the pinion P0 is upper limit based on the type of shift in advance experimentally upper side allowable limit rotation speed determining value stored sought as the engine speed N _E that might be overspeed in excess of the speed.

Further, the vehicle state determining means 94, when a downshift of the automatic transmission portion 20, whether or not the engine rotational speed N _E is likely to exceed the predetermined overspeed, for example, the engine rotational speed N _E is predetermined It is determined based on whether or not it is higher than the over-rotation determination rotational speed _NELM . The predetermined overspeed threshold engine speed N _ELIM is stored for example experimentally in advance sought as the engine speed N _E that may exceed the predetermined overspeed when the downshift of the automatic transmission portion 20 This is the overspeed determination value.

Further, the vehicle state determining means 94, when the upshift of the automatic transmission portion 20, whether the engine 8 is likely to be or reverse rotation can not be maintained for more than a predetermined autonomic speed N _EIDL, e.g. engine rotational speed N _E is determined based on whether lower than a predetermined low rotation threshold engine speed N _ELOW. The predetermined low rotation threshold engine speed N _ELOW as engine speed N _E which is for example possible that the or reverse rotation can not be maintained for more than a predetermined autonomic speed N _EIDL during the shift-up action of the automatic transmission portion 20 It is a low rotational speed determination value that is experimentally obtained and stored in advance.

  FIG. 17 is a flow chart for explaining the main part of the control operation of the electronic control unit 80, that is, the control operation for improving the drivability at the time of shifting the automatic transmission unit 20, for example, an extremely short cycle of about several milliseconds to several tens of milliseconds. It is executed repeatedly in time. FIG. 18 is a time chart corresponding to the control operation of FIG. 17, and is an example of a case where a 3 → 2 downshift is performed while the engine is running. FIG. 19 is a time chart corresponding to the control operation of FIG. 17 and is an example of a case where a 2 → 3 upshift is performed while the engine is running.

17, first, in SE10 corresponding to the vehicle state determining means 94, whether the vehicle is traveling in a forward running range based on the shift position P _SH "D" range is determined. If the determination in SE10 is affirmative, it is determined in SE20 corresponding to the stepped shift control means 82 whether or not the shift determination of the automatic transmission unit 20 has been made. That is, the determination of SE20 is denied until the shift determination of the automatic transmission unit 20 is made, but when the shift determination of the automatic transmission unit 20 is made, the determination of SE20 is affirmed. If the determination at SE20 is affirmative, at SE30 corresponding to the vehicle state determination means 94, is there a possibility that the rotational speed of at least one of the first electric motor M1 and the pinion P0 exceeds each predetermined allowable limit rotational speed? It is determined whether or not. Further, when the shift of the automatic shifting portion 20 is downshifting, whether the engine rotational speed N _E is likely to exceed the predetermined overspeed is determined. Further, when the shift of the automatic transmission unit 20 is an upshift, it is determined whether or not the engine 8 cannot maintain a predetermined autonomous rotational speed N _EIDL or more, or there is a possibility of reverse rotation. If the determination at SE30 is affirmative, a predetermined inertia cancel torque Ti _M1 is changed at SE40 corresponding to the cancel torque changing means 92. For example, when it is determined in SE30 that there is a possibility that the rotational speed of at least one of the first electric motor M1 and the pinion P0 exceeds the respective predetermined allowable limit rotational speed, the predetermined inertia cancel torque Ti _M1 is predetermined. It is reduced by the reduction amount. Further, when the engine rotational speed N _E at the SE30 is determined that there is likely to exceed a predetermined overspeed is predetermined inertia canceling torque Ti _M1 is increased by a predetermined increase amount. Further, when it is determined in SE30 that the engine 8 cannot maintain a predetermined autonomous rotational speed _NEIDL or higher or there is a possibility of reverse rotation, the predetermined inertia cancel torque Ti _M1 is increased by a predetermined increase amount. Will be increased. If the determination in SE30 is negative, the predetermined inertia cancel torque Ti _M1 is not changed in SE50 corresponding to the cancel torque changing means 92. If the determination at SE10 is negative or the determination at SE20 is negative, this routine is terminated, or control other than inertia cancel control (normal time control) is executed at SE60. The

18, the broken line shows the case the engine rotational speed N _E is higher than the predetermined overspeed threshold engine speed N _ELIM, two-dot chain line when the engine rotational speed N _E is lower than a predetermined low engine speed N _EL , and the solid line shows the case where the engine rotational speed N _E is between the predetermined overspeed threshold engine speed N _ELIM and a predetermined low engine speed N _EL. The time point t1 indicates that the 3 → 2 downshift command has been output after the automatic transmission unit 20 has made the 3 → 2 downshift determination. The time point t2 indicates that the M1 inertia cancel control is started with the start of the inertia phase. In this M1 inertia cancellation control, given the inertia canceling torque Ti _{M1 (solid} line) used in the case where the engine rotational speed N _E is between the predetermined overspeed threshold engine speed N _ELIM and a predetermined low engine speed N _EL It is done. Further, the engine speed N _E at the higher than a predetermined overspeed threshold engine speed N _ELIM, the predetermined inertia canceling torque Ti _M1 is increased (dashed line). In the case the engine rotational speed N _E is lower than a predetermined low engine speed N _EL, the predetermined inertia canceling torque Ti _M1 is reduced (two-dot chain line). Thereby, in the case of the broken line, the engine 8 is prevented from exceeding a predetermined overspeed. Further, in the case of the two-dot chain line, the first motor M1 or the pinion P0 is prevented from being over-rotated exceeding a predetermined allowable limit rotational speed on the lower limit side. The time t4 indicates that the shift has been completed, and the M1 inertia cancel control is also terminated toward the end of the shift.

19, the broken line shows the case the engine rotational speed N _E is higher than the predetermined high engine speed N _EH, two-dot chain line when the engine rotational speed N _E is lower than the predetermined low rotation threshold engine speed N _ELOW , and the solid line shows the case where the engine rotational speed N _E is between the predetermined high engine speed N _EH and a predetermined low rotation threshold engine speed N _ELOW. The time point t1 indicates that the 2 → 3 upshift command is output after the automatic transmission unit 20 makes the 2 → 3 upshift determination. The time point t2 indicates that the M1 inertia cancel control is started with the start of the inertia phase. In this M1 inertia cancellation control, given the inertia canceling torque Ti _{M1 (solid} line) used in the case where the engine rotational speed N _E is between the predetermined high engine speed N _EH and a predetermined low rotation threshold engine speed N _ELOW It is done. Further, the engine speed N _E at the higher than a predetermined high engine speed N _EH, the predetermined inertia canceling torque Ti _M1 is reduced (dashed line). In the case the engine rotational speed N _E is lower than the predetermined low rotation threshold engine speed N _ELOW, the predetermined inertia canceling torque Ti _M1 is increased (two-dot chain line). Thus, in the case of the broken line, it is possible to prevent the rotation speed of at least one of the first electric motor M1 and the pinion P0 from exceeding the predetermined allowable limit rotation speed on the upper limit side. Further, in the case of the two-dot chain line, it is possible to prevent the engine 8 from maintaining a predetermined autonomous rotational speed N _EIDL or reverse rotation. The time t4 indicates that the shift has been completed, and the M1 inertia cancel control is also terminated toward the end of the shift.

As described above, according to the present embodiment, instead of or in addition to the effect of the above-described embodiment, the predetermined inertia cancel torque Ti _M1 is based on the rotation speed of each of the rotating elements RE1 to RE3 of the differential section 11. For example, when the automatic transmission unit 20 is shifted, the rotation speed of each rotation element of the differential unit 11 is adjusted according to the rotation speed of each rotation element of the differential unit 11. The rotational speed of the rotating member (for example, the differential unit planetary gear (pinion) P0) constituting the single motor M1, the engine 8, and the differential unit 11 can be changed. Accordingly, the rotation speeds of the first electric motor M1, the engine 8, and the rotating members constituting the differential unit 11 can be set to appropriate rotation speeds within the normal range. For example, excessive rotation of the first electric motor M1, the engine 8, the pinion P0, and the like can be prevented.

Further, according to the present embodiment, at the time of the shift of the automatic transmission unit 20, at least one of the first motor rotation speed _NM1 and the rotation speed of the pinion P0 (that is, the differential rotation speed of the differential section 11) is When it is determined (predicted) that the predetermined allowable limit rotational speed is exceeded, the predetermined inertia cancel torque Ti _M1 is reduced. Therefore, the rotational speeds of the first motor M1 and the pinion P0 are changed during the shift of the automatic transmission unit 20. Is prevented from changing beyond the change in rotational speed associated with the shift. Therefore, it is avoided that the rotational speed of at least one of the first electric motor M1 and the pinion P0 temporarily changes excessively and exceeds the predetermined allowable limit rotational speed.

Further, according to this embodiment, when a downshift of the automatic transmission portion 20, predetermined inertia canceling torque Ti _M1 when the engine rotational speed N _E is determined to exceed the predetermined overspeed (prediction) of since the increased, the engine rotational speed N _E is engine 8 not be varied on a side at least rise is avoided exceeds a predetermined overspeed.

Further, according to this embodiment, when it is determined (predicted) that the engine 8 cannot maintain a predetermined autonomous rotational speed N _EIDL or reverse rotation during an upshift of the automatic transmission unit 20, since the inertia canceling torque Ti _M1 is increased, or the engine 8 without being varied on the side where the engine rotational speed N _E is at least lowered can not be maintained a predetermined autonomic speed, it is avoided as a reverse rotation .

  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, the case where the power-on downshift in the automatic transmission unit 20 is performed is taken as an example when the change in the required output is large. In addition to this, for example, when the accelerator pedal return operation is performed and the required output torque T _OUT is reduced, the automatic transmission unit 20 may perform a power-off upshift. Similarly, during the power-off upshift of the automatic transmission unit 20, the predetermined inertia cancel torque Ti _M1 is reduced. Thus, responsiveness at the time of power-off upshift of the automatic transmission portion 20 is able to quickly as possible reduce the engine rotational speed N _E is secured.

In the illustrated embodiment, the first electric motor M1 and whether at least one of the rotational speed of the pinion P0 may exceed a predetermined allowable maximum speed limit of each transmission member rotational speed N _18, the shift type was determined based on the engine rotational speed N _E. Further, whether or not the engine rotational speed N _E is likely to exceed the predetermined overspeed, determined on the basis of a predetermined overspeed threshold engine speed N _ELIM. Further, whether or not the engine 8 cannot maintain a predetermined autonomous rotational speed N _EIDL or higher or may be reversely rotated is determined based on a predetermined low rotational speed determination rotational speed _NELOW . Not only these determination methods but various other determination methods may be used. For example, the determination may be made directly based on the rotation speed of the first electric motor M1 or the pinion P0, the determination rotation speed obtained by subtracting a margin up to a predetermined allowable limit rotation speed, and the like.

In the above-described embodiment, the vehicle state may be changed by the output power of the electric motors M1 and M2. That is allowable amount or demand of the engine speed N _E is changed by the output enable power of the motor M1, M2. Therefore, the predetermined inertia cancel torque Ti _M1 is changed based on the output power of the motors M1 and M2. Thus, drivability can be improved when the automatic transmission 20 is shifted. The output allows power of the electric motor M1, M2, for example state of charge SOC of the battery 56, the temperature of the power storage device, the motor temperature is determined by such hydraulic fluid temperature T _OIL.

  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.

  Further, in the power transmission device 10 of the above-described embodiment, the engine 8 and the differential unit 11 are directly connected, but the engine 8 may be connected to the differential unit 11 via an engagement element such as a clutch. Good.

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

  In the above-described embodiment, the automatic transmission unit 20 is connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheel 34, but the differential unit 11 next to the automatic transmission unit 20. May be in the order in which they are connected. In short, the automatic transmission unit 20 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheel 34, and the motor and the engine 8 may be connected so that power can be transmitted to the input side rotation member. .

  Further, according to FIG. 1 of the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series, but the electrical difference that can electrically change the differential state as the entire power transmission device 10. The present invention can be applied even if the differential unit 11 and the automatic transmission unit 20 are not mechanically independent as long as the function and the function of shifting by a principle different from the shift by the electric differential function are provided. Is done.

  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.

  In the above-described embodiment, the automatic transmission unit 20 is inserted in the power transmission path between the transmission member 18 that is the output member of the differential unit 11, that is, the power distribution mechanism 16, and the drive wheel 34. 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 can be automatically switched by a select cylinder and a shift cylinder. Other types of power transmission devices (transmissions) such as a possible automatic transmission and a synchronous mesh type manual transmission in which the gear position is switched by manual operation may be provided. In the case of the continuously variable transmission (CVT), for example, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear stages in the stepped transmission, and the gears are shifted using the plurality of fixed gear ratios. May be executed.

  Further, in the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18, but the connecting position of the second electric motor M2 is not limited to this, but directly or a transmission, a planetary gear device, an engagement It may be indirectly connected through a device or the like.

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

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected, for example, via a gear, a belt, or the like, and needs to be disposed on a common axis. Absent.

  In the above-described embodiment, the first motor M1 and the second motor M2 are disposed concentrically with the input shaft 14, the first motor M1 is connected to the differential sun gear S0, and the second motor M2 is connected to the transmission member 18. The first motor M1 is operatively connected to the differential unit sun gear S0, for example, via a gear, a belt, a speed reducer, and the like, and is not necessarily arranged as such. May be coupled to the transmission member 18.

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

  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 apparatus 10 may be provided.

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

  In the above-described embodiment, the hydraulic friction engagement device such as the first clutch C1 and the second clutch C2 is a magnetic type such as a powder (magnetic powder) clutch, an electromagnetic clutch, an engagement type dog clutch, an electromagnetic type, You may be comprised from the mechanical engagement apparatus. For example, in the case of an electromagnetic clutch, the hydraulic control circuit 70 is 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: Power transmission device for vehicle 11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
18: Transmission member (output-side rotating member of electric differential section)
20: Automatic transmission unit (transmission unit)
34: Drive wheel 80: Electronic control device (control device)
M1: First motor (differential motor)
M2: Second electric motor (traveling motor)
P0: differential unit planetary gear, pinion (predetermined rotating member constituting the electric differential unit)
RE1-RE3: 1st rotation element-3rd rotation element (each rotation element of an electric differential part)

Claims (10)

A differential mechanism coupled to a driving force source so as to be capable of transmitting power, and a differential motor coupled to the differential mechanism so as to be capable of transmitting power; thereby controlling the operating state of the differential motor; An electric differential section in which the differential state of the differential mechanism is controlled, and a power transmission path connected in series to the output side rotation member of the electric differential section to drive wheels from the electric differential section A control device for a vehicle power transmission device comprising a speed change part constituting a part of
The differential motor that outputs a differential motor torque including a predetermined inertia cancellation torque for suppressing fluctuations in the rotational speed of the driving force source due to the inertia of the differential motor during the shifting of the transmission unit. It performs inertia cancellation control of the motor,
A control device for a vehicular power transmission device, wherein the predetermined inertia cancel torque during the inertia cancel control is changed based on a vehicle state.   2. The control device for a vehicle power transmission device according to claim 1, wherein the vehicle state is an allowable amount or a required amount of a rotational speed change of the driving force source based on a type of shift of the transmission unit. The vehicle state is changed by a required output to the vehicle,
The predetermined inertia cancellation torque is reduced when the change in the required output is large, while the predetermined inertia cancellation torque is not changed when the change in the required output is small. The control apparatus of the power transmission device for vehicles as described.   4. The control device for a vehicle power transmission device according to claim 3, wherein the change in the required output is when the power-on downshift is performed in the transmission unit. The driving force source is an engine, and further includes a traveling motor connected to a power transmission path from the engine to the driving wheel so as to be able to transmit power, and the engine traveling traveling using the engine and the traveling motor are provided. It can be switched between motor running and running,
The vehicle state is changed by the operating state of the engine,
The predetermined inertia cancellation torque is increased during upshifting of the transmission unit during the motor traveling, and the predetermined inertia canceling torque is reduced during downshifting of the transmission unit during the motor traveling, 5. The control device for a vehicle power transmission device according to claim 1, wherein the predetermined inertia canceling torque is not changed during shifting of the transmission unit during the engine running. 6. The driving force source is an engine,
The vehicle state is changed depending on whether or not the engine is requested to start,
During the downshift of the transmission unit, the predetermined inertia cancel torque is reduced when there is a request to start the engine, while the predetermined inertia cancel torque is not changed when there is no request to start the engine. The control device for a vehicle power transmission device according to any one of claims 1 to 5.   The control of the vehicle power transmission device according to any one of claims 1 to 6, wherein the predetermined inertia cancel torque is changed based on a rotation speed of each rotary element of the electric differential section. apparatus.   When it is determined that at least one of the rotational speed of the differential motor and the differential rotational speed of the electric differential section exceeds a predetermined allowable limit rotational speed during the shifting of the transmission section, the predetermined inertia 8. The control device for a vehicle power transmission device according to claim 7, wherein the cancel torque is reduced. The driving force source is an engine,
9. The predetermined inertia cancel torque is increased when it is determined that the rotational speed of the engine exceeds a predetermined overspeed during the downshift of the transmission unit. Control device for vehicle power transmission device. The driving force source is an engine,
The predetermined inertia cancellation torque is increased when it is determined that the engine rotation speed cannot be maintained at a predetermined autonomous rotation speed or higher or reverse rotation during upshifting of the transmission unit. Item 10. The control device for a vehicle power transmission device according to any one of Items 7 to 9.

Images