JP2010241378A - Controller for vehicle power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve drivability when shifting a transmission part, in a vehicle power transmission device including an electric differential part and the transmission part. <P>SOLUTION: In engine load mode or motoring mode, where a first electric motor M1 is torque-controlled with an engine speed N<SB>E</SB>(an engine operating point) as a target value, a second electric motor M2 is torque-controlled such that fluctuation of an input torque of the automatic transmission part 20 is suppressed. In the automatic transmission part 20, coast-downshifting is likely to proceed later than in autonomous state or engine stop state where the first electric motor M1 is not torque-controlled, while an engagement-side engagement pressure during coast-downshifting of the automatic transmission part 20 is increased, thereby securing the same transmission progress (transmission responsiveness) as that in the engine stop state or autonomous state. <P>COPYRIGHT: (C)2011,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 engagement pressure control in a shifting process.

  An electric differential unit in which the differential state of the differential mechanism is controlled by controlling the operation state of the differential motor connected to the differential mechanism, and power transmission from the electric differential unit to the drive wheels 2. Description of the Related Art A vehicular power transmission device is well known that includes a traveling motor coupled to a path so as to be capable of transmitting power and a transmission that forms part of the 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 power source includes a planetary gear device, a first motor (differential motor) connected to the sun gear of the planetary gear device, and a second motor (traveling motor) connected to the ring gear. And a stepped automatic transmission that is connected to the output side (ring gear) of the electric differential and that performs a shift by clutch-to-clutch control. By controlling, the differential state between the input rotational speed from the engine input from the carrier of the planetary gear device and the output rotational speed of the ring gear as the output member is controlled. In the vehicular power transmission device configured as described above, when the vehicle speed is equal to or lower than a reference vehicle speed (for example, coast down point) during coasting (when the accelerator is off), the step-down automatic transmission unit coasts down. Is described.

JP 2008-290582 A JP 2008-155831 A JP 2007-112350 A

  By the way, in the vehicle power transmission device as disclosed in Patent Document 1, various engine operating states (hereinafter referred to as engine operating states) are switched. As this engine operating state, for example, autonomous operation that outputs engine torque sufficient to maintain an engine rotation speed capable of autonomous rotation that is equal to or higher than the idle rotation speed, or a motor in which the engine rotation speed is maintained by a differential motor during fuel cut. Rotation stops during ring operation, load operation in which the reaction force of the engine torque is received by the differential motor and the engine direct torque is output to the output side of the electric differential unit, and motor travel that uses the travel motor There is a stop operation. In addition, the differential motor is in a no-load state during the autonomous operation or the stop operation, but the engine rotational speed (engine operating point) is maintained at a target value during the motoring operation or the load operation, for example. In addition, torque control of the differential motor is executed by feedback control. For this reason, the behavior (change method) of the transmission input torque at the time of shifting differs depending on the difference in the engine operating state described above, that is, whether or not the feedback control of the differential motor torque is performed. If the same shift control is executed during shifting of the transmission unit in the driving state, the change speed of the transmission unit input rotation speed, that is, the progress of the shift of the transmission unit may change, and the drivability may change.

  FIG. 13 is a diagram for explaining an example of conventional coast down shift control in which the degree of progress of the coast down shift of the transmission unit changes depending on the engine operating state. In FIG. 13, the solid line represents the case of motoring operation or load operation where feedback control of the differential motor torque is performed, and the broken line represents autonomous operation or stop operation where feedback control of the differential motor torque is not performed. It is the case of time. The time point t1 indicates that a coast downshift of the transmission unit is determined and a shift hydraulic pressure command for a coast downshift by clutch-to-clutch control is output. Then, after the torque phase is started as shown at time t2, the inertia phase is started as shown at time t3. When the inertia phase is started, the engine rotational speed is increased as the transmission input rotational speed (traveling motor rotational speed) increases due to the relative relationship between the rotational speeds of the rotating elements of the electric differential section. During motoring operation or load operation (solid line), feedback control of the differential motor torque is performed so that the engine rotation speed becomes a target value, that is, fluctuations in the engine rotation speed are suppressed (arrows). A). Therefore, the change in the engine rotational speed after the start of the inertia phase during motoring operation or load operation (solid line) is suppressed compared to the case of autonomous operation or stop operation (dashed line). At this time, the direct torque of the engine is increased on the input side of the transmission unit by reducing the differential motor torque (that is, by generating negative torque) in order to suppress fluctuations in engine rotation speed ( That is, a positive torque is generated). Therefore, during motoring operation or load operation (solid line), the driving motor torque is reduced so as not to fluctuate the transmission input torque compared to autonomous operation or stop operation (dashed line) ( Arrow B). Here, in the inertia phase from the time t3 to the time t4 (time t4 '), the transmission unit input torque is reduced by the differential motor inertia torque accompanying the decrease in the differential motor rotation speed. This differential motor inertia torque is used during motoring operation in which the amount of decrease in the differential motor rotation speed is large in order to suppress changes in the engine rotation speed compared to autonomous operation and stop operation (dashed line). The load operation (solid line) becomes larger (arrow C). Therefore, during motoring operation or load operation (solid line), the actual transmission input torque is lower than during autonomous operation or stop operation (broken line), and the increase in transmission input rotational speed stagnate and shifts. The shift of the part is slow (arrow D). In other words, the decrease in the differential motor torque is not directly generated as a direct torque on the input side of the transmission unit, but part of it is absorbed (offset) by the differential motor inertia torque, and the remaining part is absorbed by the transmission unit. Occurs on the input side. Therefore, during motoring operation or load operation (solid line) where the differential motor inertia torque is large, the motor torque for traveling will be reduced too much, resulting in an autonomous operation or stop operation (dashed line). Also, the progress of the shift of the transmission unit is delayed.

  In view of such a problem, it is conceivable that feedback control of the differential motor torque is not performed during motoring operation or load operation as in, for example, autonomous operation or stop operation. However, in this case, the behavior of the transmission unit input torque is the same as during autonomous operation or stop operation, but the engine operating point tends to deviate from the target value, and NV (noise / vibration) deteriorates. there is a possibility. In addition, the subject that the progress degree of the speed change of a speed change part as mentioned above may change and drivability may deteriorate is not yet known.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to 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 that: (a) a differential mechanism connected to an engine 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; An electric differential unit that controls the differential state of the differential mechanism by controlling the operating state of the differential motor, and a power transmission path from the electric differential unit to the drive wheels. A traveling electric motor connected so as to be able to transmit power, and a part of a power transmission path from the electric differential section to the drive wheel are connected in series to the output side rotating member of the electric differential section. And (b) executing torque control of the differential motor according to the operating state of the engine, and performing the differential at the time of shifting of the transmission unit. Input torque of the speed change unit according to the execution state of torque control of the motor (C) In the operating state of the engine that executes the torque control of the differential motor, the torque of the differential motor is It is to increase the engagement-side engagement pressure in the speed change process of the speed change portion as compared with the operating state of the engine where control is not executed.

  In this way, in the operating state of the engine that executes the torque control of the differential motor, compared to the operating state of the engine that does not execute the torque control of the differential motor, the transmission unit Since the engagement-side engagement pressure in the speed change process is increased, the speed change of the speed change portion is promoted in the operating state of the engine that executes torque control of the differential motor. In other words, in the operating state of the engine that performs torque control of the differential motor, torque control of the travel motor is executed so as to suppress fluctuations in the input torque of the transmission unit, so that the torque of the differential motor is reduced. Compared to the operating state of the engine that does not execute the control, the shifting of the transmission may be delayed, whereas the engagement-side engagement pressure in the shifting process of the transmission is increased. It is possible to ensure a shift progression (shift response) equivalent to the operating state of the engine that does not execute the torque control of the motor. Therefore, drivability can be improved when shifting the transmission unit. This is based on the fact that there is a causal relationship between the operating state of the engine and how the input torque behavior of the transmission changes, that is, the fact that the operating state of the engine and the phenomenon that occurs are linked one-to-one. Thus, it is a new concept of ensuring the same shift progress (shift response).

  Here, preferably, the operating state of the engine is an autonomous operation that maintains an engine rotation speed capable of autonomous rotation, a motoring operation in which the engine rotation speed is maintained by the differential motor, and a reaction force of engine torque. The driving state is one of a load operation that is handled by the differential motor and a stop operation that stops rotation in a motor traveling state that travels using the traveling motor, and during the autonomous operation and the stop operation, The differential motor is in a no-load state, and the torque control of the differential motor is executed by feedback control so that the engine rotation speed becomes a target value during the motoring operation and the load operation. During driving and load driving, compared to the autonomous driving and stop driving, in the shifting process of the transmission unit And it increases the engagement side engagement pressure. In this case, the fluctuation of the input torque of the transmission unit is varied during the motoring operation and the load operation in which the torque control of the differential motor is executed by feedback control so that the engine rotation speed is set to the target value. As the torque control of the electric motor for traveling is executed so as to suppress the shift, the progress of the shift of the transmission unit may be delayed as compared to the autonomous operation and the stop operation. Since the engagement side engagement pressure in the speed change process of the speed change portion is increased, it is possible to ensure the speed change progress equivalent to that during the autonomous operation and the stop operation.

  Preferably, the engagement side engagement pressure is increased by increasing the rate of change of the engagement side engagement pressure in the shifting process of the transmission unit. In this way, in the operating state of the engine that executes torque control of the differential motor, it is possible to appropriately ensure shift progress (shift response) equivalent to the operating state of the engine that does not execute the torque control.

  Preferably, the smaller the control amount during torque control of the differential motor, the smaller the increase amount when the engagement side engagement pressure is increased. In this way, in the operating state of the engine that executes the torque control of the differential motor, it is possible to more appropriately ensure the shift progress (shift response) equivalent to the operating state of the engine that does not execute the torque control. . In other words, the smaller the control amount at the time of torque control of the differential motor, the smaller the control amount at the time of torque control of the motor for traveling when suppressing the fluctuation of the input torque of the transmission unit. Since the progress delay of the shift of the transmission unit is also reduced compared to the operating state of the engine that does not execute control, by reducing the increase amount when the engagement side engagement pressure is increased, the above-described equivalent shift is achieved. The progress (shift response) is more appropriately secured.

  Preferably, the smaller the chargeable / dischargeable amount in the power storage device is, the smaller the increase amount when the engagement side engagement pressure is increased. In this way, in the operating state of the engine that executes the torque control of the differential motor, it is possible to more appropriately ensure the shift progress (shift response) equivalent to the operating state of the engine that does not execute the torque control. . That is, as the chargeable / dischargeable amount in the power storage device is smaller, the control amount at the time of torque control of the differential motor is limited. Therefore, at the time of torque control of the traveling motor when suppressing fluctuations in the input torque of the transmission unit Control amount is also limited, and the engagement side engagement pressure is increased because the shift delay of the shift portion of the transmission is reduced as compared with the operating state of the engine that does not execute the torque control of the differential motor. By reducing the amount of increase at the time, the same shift progression (shift response) is ensured more appropriately.

  Preferably, the lower the engine coolant temperature, the smaller the increase amount when the engagement side engagement pressure is increased. In this way, in the operating state of the engine that executes the torque control of the differential motor, it is possible to more appropriately ensure the shift progress (shift response) equivalent to the operating state of the engine that does not execute the torque control. . In other words, the lower the engine water temperature, the more the engine friction increases, the smaller the engine speed fluctuation at the time of gear shifting, and the smaller the control amount during torque control of the differential motor. The amount of control at the time of torque control of the motor for traveling when suppressing the fluctuation of torque is also reduced, and the progress delay of the shift of the transmission unit is also small compared to the operating state of the engine that does not execute the torque control of the differential motor. Therefore, by reducing the increase amount when the engagement side engagement pressure is increased, the above-described equivalent shift progress (shift response) is more appropriately ensured.

  Preferably, the transmission unit selectively establishes a plurality of gear stages by performing clutch-to-clutch shift by release of the disengagement side engagement device and engagement of the engagement side engagement device by hydraulic control. In the operating state of the engine that executes torque control of the differential motor, compared to the operating state of the engine that does not execute torque control of the differential motor. The engagement hydraulic pressure of the engagement side engagement device is increased in the coast down shift process of the transmission unit. In this way, the progress of the coast downshift by the clutch-to-clutch of the transmission unit (stepped automatic transmission) is promoted in the operating state of the engine that executes the torque control of the differential motor. In other words, in the operating state of the engine that performs torque control of the differential motor, torque control of the travel motor is executed so as to suppress fluctuations in the input torque of the transmission unit, so that the torque of the differential motor is reduced. The engagement-side engagement pressure in the coast-down shift process of the transmission unit may be slower than the progress of the coast-down shift by the clutch-to-clutch of the transmission unit compared to the operating state of the engine that does not execute the control. Therefore, it is possible to ensure the shift progress (shift response) equivalent to the engine operating state in which the torque control of the differential motor is not executed. Therefore, drivability can be improved at the time of coast down shift by the clutch-to-clutch of the transmission unit.

  Preferably, the amount of increase when the engagement hydraulic pressure is increased is decreased as the hydraulic oil temperature of the transmission unit is lower. In this way, in the operating state of the engine that executes the torque control of the differential motor, it is possible to more appropriately ensure the shift progress (shift response) equivalent to the operating state of the engine that does not execute the torque control. . In other words, the lower the hydraulic fluid temperature of the transmission unit, the slower the increase of the transmission unit input rotational speed during the transmission of the transmission unit, the smaller the engine rotational speed fluctuation, and the smaller the control amount during torque control of the differential motor. Therefore, the control amount at the time of torque control of the motor for traveling when suppressing the fluctuation of the input torque of the transmission unit is also reduced, compared with the operating state of the engine that does not execute the torque control of the differential motor. Since the shift delay of the shift portion is also reduced, the above-described equivalent shift progress (shift response) is more appropriately ensured by reducing the amount of increase when the engagement-side engagement pressure is increased. Is.

  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 engine. Further, an electric motor or the like may be used in addition to this engine as an auxiliary driving power source.

  Preferably, the differential mechanism includes a first rotating element coupled to the engine, a second rotating element coupled to the differential electric motor, and a third rotating element coupled to the traveling electric motor. Is a device having three rotating elements. 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 a circuit diagram regarding the linear solenoid valve which controls the action | operation of each hydraulic actuator of the clutch C and the brake B among hydraulic control circuits. 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. The smaller the control amount during torque control of the first motor, the smaller the chargeable / dischargeable amount in the power storage device, the lower the engine water temperature, or the lower the hydraulic oil temperature of the automatic transmission unit, the lower the engagement side engagement device. It is a figure which shows the relationship calculated | required experimentally beforehand and memorize | stored so that the increase amount of engagement hydraulic pressure may be made small. 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. 12 is a time chart corresponding to the control operation of FIG. 11, illustrating an example when a 3 → 2 coast downshift is performed. It is a figure explaining an example of the conventional coast down shift control in which the progress degree of 3 → 2 coast down shift of a transmission part changes with the difference in an engine operating state.

  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 ( The automatic transmission unit 20 as a power transmission unit connected in series via a transmission member 18 in the power transmission path between the automatic transmission unit 20 and the 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 sequentially through a differential gear device (final reduction gear) 32 (see FIG. 7) and a 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. Further, electric energy is generated by regeneration from the driving force generated by another power source and supplied to another electric motor M via an inverter 54 (see FIG. 7), or the electric energy is stored in the power storage device 56 (FIG. 7)).

  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 executed by releasing the disengagement side engagement device and engagement of the engagement side engagement device, and a plurality of gear stages (shift stages) 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 Overall speed ratio γT of the power transmission device 10 is the total speed ratio γT of the entire power transmission device 10 which is formed on the basis of the gear ratio gamma _AT gear ratio γ0 and the automatic transmission portion 20 of the differential portion 11 . 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. 6) 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 representing the charging capacity (charging state) SOC of FIG. 7 and a signal representing the battery temperature TH _BAT of the power storage device (battery) 56 are supplied.

From the electronic control unit 80, an engine output control unit 58 (see FIG. 7) for controlling the output P _{E of the} engine 8 (the unit is, for example, “kW”; hereinafter referred to as “engine output P _E ”). Control signal, for example, a drive signal to the throttle actuator 64 for operating the throttle valve opening θ _TH of the electronic throttle valve 62 provided in the intake pipe 60 of the engine 8, the intake pipe 60 by the fuel injection device 66 or the in-cylinder of the engine 8 A fuel supply amount signal for controlling the fuel supply amount to the engine, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 68, a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric motor for operating the electric air conditioner Air conditioner drive signal, command signal for commanding operation of motors M1 and M2, shift position (operation position) display signal for operating shift indicator A gear ratio display signal for displaying the gear ratio, a snow mode display signal for displaying that the current mode is the snow mode, a wheel brake operation signal for operating the wheel brake device, and the M mode being selected. An electromagnetic valve (solenoid) included in the hydraulic control circuit 70 (see FIGS. 5 and 7) for controlling the M mode display signal to be displayed and 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 the valve) or the like, the original for the hydraulic control circuit signals for pressure regulating the line pressure P _L by a regulator valve (pressure regulating valve) provided in 70, the line pressure P _L is pressure adjusted Drive command signal for operating the electric hydraulic pump, which is the hydraulic pressure source, signal for driving the electric heater, cruise control system Signal or the like to use the computer, is outputted.

FIG. 5 shows linear solenoid valves SL1 to SL5 for controlling the operation of the hydraulic actuators (hydraulic cylinders) AC1, AC2, AC3, AB1, AB2 of the clutches C1, C2, C3 and brakes B1, B2 in the hydraulic control circuit 70. FIG. In FIG. 5, each hydraulic actuator AC1, AC2, AC3, AB1, AB2 has an engagement pressure (engagement hydraulic pressure) corresponding to a command signal from the electronic control unit 80 by the linear solenoid valves SL1-SL5. The pressure is regulated by PC1, PC2, PC3, PB1, and PB2 and supplied directly. This line hydraulic pressure PL is based on the hydraulic pressure generated from an electric oil pump (not shown) or a mechanical oil pump that is driven to rotate by the engine 8 as an original pressure, for example, by a relief type pressure regulating valve (regulator valve), and the accelerator opening Acc or throttle valve opening. The pressure is adjusted to a value corresponding to the engine load or the like represented by the degree θ _TH .

  The linear solenoid valves SL1 to SL5 have basically the same configuration and are excited and de-energized independently by the electronic control unit 80, and the hydraulic pressures of the hydraulic actuators AC1, AC2, AC3, AB1, and AB2 are independently regulated. Thus, the engagement pressures PC1, PC2, PC3, PB1, and PB2 of the clutches C1 to C3 and the brakes B1 and B2 are controlled. In the automatic transmission unit 20, for example, as shown in the engagement operation table of FIG. 2, each gear stage is established by engaging a predetermined engagement device. Further, in the shift control of the automatic transmission unit 20, for example, the release and engagement of the clutch C and the brake B involved in the shift, that is, the release of the release side engagement device and the engagement of the engagement side engagement device are performed simultaneously. A so-called clutch-to-clutch shift to be controlled is executed.

FIG. 6 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. 7 is a functional block diagram for explaining the main part of the control function by the electronic control unit 80. In FIG. 7, the stepped shift control unit, that is, 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 is stored in advance in the storage unit, that is, the storage means 84 with the vehicle speed V and the output torque T _OUT (or the accelerator opening Acc, etc.) of the automatic transmission unit 20 as shown in FIG. The required output torque T _OUT of the automatic transmission unit 20 corresponding to the actual vehicle speed V, accelerator opening Acc, etc. from the relationship (shift diagram, shift map) having an upshift line (solid line) and a downshift line (one-dot chain line). Based on the vehicle state indicated by the above, it is determined whether or not the shift of the automatic transmission unit 20 should be executed, that is, the shift stage of the automatic transmission unit 20 to be shifted is determined, and the determined shift stage is obtained. The automatic transmission control of the automatic transmission unit 20 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 unit, that is, the hybrid control means 86, functions as engine drive control means for controlling the drive of the engine 8 via the engine output control device 58, and is driven 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 power source or a generator 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 “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 by the broken line 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, out of the first electric motor M1 such that the target value is obtained Force torque (hereinafter referred to as “first motor torque”) T _M1 is changed by feedback control to control the gear ratio γ0 of the differential section 11, and the total gear ratio γT is controlled within the changeable range of the gearshift. . 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. 8 is used 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 for the vehicle and so-called motor travel for traveling the vehicle using the second electric motor M2 as a drive 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. 8 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 vehicle state indicated by the actual vehicle speed V and the required output torque T _OUT of the automatic transmission unit 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 traveling 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 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 switches the operating state of the engine 8 between an operating state and a stopped state in order to switch between engine running and motor running, that is, an engine start / stop control unit that starts and stops the engine 8. A start / stop control means 88 is provided. The engine start / stop control means 88 starts or stops the engine 8 when the hybrid control means 86 determines, for example, switching between motor running and engine running based on the vehicle state from the driving force source map of FIG. To do.

For example, the engine start / stop control means 88 is configured such that the required output torque T _OUT increases as the accelerator pedal is depressed as shown by the point a → the point b of the solid line B in FIG. 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 shown by the point b → point a of the solid line B in FIG. 8, the accelerator pedal is returned to reduce the required output torque T _OUT and the vehicle state is changed 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, the first motor torque T is executed by the hybrid control means 86 described above so that the engine 8 is operated, for example, along an optimum fuel consumption rate curve (see FIG. 8) so as to set the engine operating point as a target value. _The feedback control for controlling _M1 will be described below.

While the engine is running, the hybrid control means 86 controls the gear ratio γ0 of the power distribution mechanism 16 so that the engine 8 operates along the engine operating point along the optimum fuel consumption rate curve of the engine 8, for example. Reference numeral 86 includes a target engine rotation speed determination unit, that is, target engine rotation determination means 90. The target engine rotational determining means 90, for example, optimum fuel consumption curve, the accelerator opening Acc, based like the gear ratio gamma _AT vehicle speed V, and the automatic transmission portion 20, while the engine operating point is along the optimum fuel consumption curve, so that the engine torque T _E and the engine rotational speed N _E for generating the engine output P _E required to meet the required driving force corresponding to the accelerator opening Acc, the target value of the engine rotational speed N _E A certain target engine speed N _E ^* is determined in advance. Then, the hybrid control means 86, first a reaction torque which the engine speed N _E to counteract the engine torque T _E to be the predetermined target engine speed N _E ^* by the target engine rotation determination means 90 Feedback control for controlling the motor torque T _M1 is executed. Thus, the feedback control of the first electric motor torque T _M1 is executed by the hybrid control means 86 so that the engine rotational speed _NE becomes the target engine rotational speed _NE ^* , whereby the engine operation is displayed on the optimum fuel consumption rate curve. The engine 8 is operated so that the points follow.

The first electric motor torque T _M1 is a reaction force required to transmit the engine torque _TE to the drive wheels 34 in addition to the purpose of converging the engine rotational speed _NE to the target engine rotational speed _NE ^* as described above. Since the torque is the torque, the first motor torque T _M1 is used to converge the driving torque for transmitting the engine torque T _E to the drive wheels 34 and the engine rotation speed _NE to the target engine rotation speed N _E ^* . This can be divided into feedback torque TFB _M1 (hereinafter referred to as “first motor feedback torque TFB _M1 ”) that is generated and changed by feedback control based on the control expression of the following expression (1). That is, the first electric motor torque T _M1 is represented by the sum of the torque for the drive, the first electric motor feedback torque TFB _M1 which becomes zero when the engine rotational speed N _E is equal to the target engine speed N _E ^* Can be considered. Therefore, the hybrid control means 86 determines the first motor torque T _M1 including the first motor feedback torque TFB _M1 based on the following equation (1), so that the engine speed _NE becomes the target engine speed N _E ^*. It can be said that the feedback control for controlling the first electric motor torque _TM1 is executed so that In the control expression of the following formula (1), the first term on the right side is a proportional term, and the second term on the right side is an integral term. In the following formula (1), “KP” indicates a proportional gain, and “KI” indicates an integral gain. The following formula (1), the proportional gain KP, and the integral gain KI are responses of the first motor feedback torque TFB _M1 . It has been experimentally set in advance so that both stability and stability are compatible.
TFB _M1 = KP × (N _E ^* −N _E ) + KI × _Ｅ (N _E ^* −N _E ) dt (1)

Further, the feedback control of the first motor torque T _M1 based on the control expression of the expression (1) is executed not only during the non-shifting of the automatic transmission unit 20 but also during the shifting. When the automatic transmission unit 20 is shifted, the input side rotation speed of the automatic transmission unit 20, that is, the transmission member rotation speed N ₁₈ (= second motor rotation speed N _M2 ) is changed. actual engine rotational speed N _E is likely to deviate temporarily increase the target engine rotational speed N _E ^*, the equation first-motor torque T _M1 by feedback control based on (1) _(first motor feedback torque TFB _M1 ) Is further increased. For example, during the downshift of the automatic transmission unit 20, the first motor torque _TM1 is reduced (for example, see FIG. 13). Then, the torque transmitted to the output side of the differential unit 11 (that is, the transmission member 18) is further increased, and the input torque (transmission unit input torque) of the automatic transmission unit 20 during the shift is also increased. As compared with the case where the feedback control based on (1) is not executed, there is a possibility that the shift part input torque is changed more greatly and the shift shock increases.

Therefore, the hybrid control means 86, at the time of shifting of the automatic shifting portion 20 shift to perform the torque control of the second electric motor M2 so as to suppress the fluctuation of the transmission portion input torque accompanying the execution of the feedback control of the first electric motor torque T _M1 Further includes a part input torque fluctuation suppressing unit, that is, a transmission part input torque fluctuation suppressing unit 92. More specifically, the transmission unit input torque fluctuation suppression unit 92 cancels the increase in the transmission unit input torque that is increased as the first electric motor torque T _M1 decreases during, for example, the downshift of the automatic transmission unit 20. to so that the output torque of the second electric motor M1 (hereinafter, referred to as "second-motor torque") is lowered to T _M2, suppress the variation of the transmission unit input torque accompanying the execution of the feedback control of the first electric motor torque T _M1 Do

By the way, in the power transmission device 10 of the present embodiment, various engine operating states are switched. Examples of the engine operating state include an engine autonomous operation, an engine motoring operation, an engine load operation, and an engine stop operation. The engine autonomous operation, for example, a state of outputting only the engine torque T _E to maintain the idling state, that is, the engine itself to an idle rotational speed or more autonomous rotatable predetermined autonomic speed N _EIDL. The engine motoring operation is a state where the engine 8 is rotationally driven by the first electric motor M1 and the engine rotational speed _NE is maintained, for example, when the engine 8 is stopped by fuel cut. Further, the engine load operation is a state of outputting an engine feedthrough torque reaction force to the output side of the charge differential portion 11 by the first electric motor M1 (i.e. transmitting member 18) of the engine torque T _E. Even in the coast state where the accelerator is off, this engine load operation is performed, for example, in the vicinity of a driven / driving region at a low vehicle speed (for example, at the time of creep torque output) or when charging to the power storage device 56 using the first electric motor M1 is requested. It becomes. The engine stop operation is a state in which the engine 8 is stopped from rotating with the engine rotational speed _{NE set} to substantially zero when the motor is driven by the second electric motor M2.

Of the various engine operating states described above, during the engine autonomous operation or the engine stop operation, the first motor M1 is in a no-load state, and thus the torque control of the first motor M1 as described above is not executed. On the other hand, during the engine motoring operation or the engine load operation, the torque control of the first electric motor M1 as described above is executed by feedback control so as to maintain the engine speed N _E (engine operating point) at the target value. Is done. Then, in the engine operating state in which the torque control of the first electric motor M1 is executed, for example, in the engine motoring operation or the engine load operation, the feedback control of the first electric motor torque T _M1 is executed when the automatic transmission unit 20 is shifted. Torque control of the second electric motor M2 is executed so as to suppress the fluctuation of the transmission unit input torque accompanying the. Thus, in the present embodiment, torque control of the first electric motor M1 is executed according to the engine operating state, and when the automatic transmission unit 20 shifts, the transmission unit input torque according to the execution state of the torque control of the first electric motor M1 The torque control of the second electric motor M2 is executed so as to suppress the fluctuation of the motor.

That is, the torque control of the second electric motor M2 executed when the automatic transmission unit 20 is shifted by the transmission unit input torque fluctuation suppressing unit 92 is performed even when the engine motoring operation or the engine load operation is performed. The engine operating state in which the torque control of the first motor torque T _M1 is not controlled during the shift of the automatic transmission unit 20 so that the transmission unit input torque behavior is the same as that during the engine autonomous operation or the engine stop operation. It can also be said that it suppresses fluctuations in the transmission portion input torque accompanying execution. However, in the inertia phase in the shift process of the automatic transmission portion 20, the inertia torque of the first electric motor M1 caused by the rotation change of the first electric motor speed N _M1 is generated. In the case where no case of suppressing a change in the engine rotational speed N _E during the shifting that is, in the when and when not to execute the torque control of the first electric motor M1, the rotation change of the first electric motor speed N _M1 is different Therefore, the inertia torque of the first electric motor M1 is also different. Therefore, in actuality, the transmission unit input torque behavior changes depending on whether or not the torque control of the first electric motor M1 is being executed, that is, depending on the engine operating state. If the same clutch-to-clutch shift control is executed during the shifting of the unit 20, the change rate of the input rotational speed of the automatic transmission unit 20, that is, the progress of the shifting of the automatic transmission unit 20 may change, and the drivability may change. is there. For example, at the time of coast downshift by the clutch-to-clutch shifting action of the automatic transmission portion 20, the inertia torque of the first electric motor M1 during the time and the engine load operation the engine motoring operation, the rotational change of the engine rotational speed N _E is suppressed For this reason, since the amount of decrease in the first motor rotation speed _NM1 is increased, it is larger than that during engine autonomous operation or engine stop operation. Therefore, during engine motoring operation and engine load operation, the actual transmission input torque is lower than during engine autonomous operation or engine stop operation, and the same clutch-to-clutch transmission hydraulic pressure in each engine operating state. When the control is executed, the increase in the input rotational speed of the automatic transmission unit 20 may be stagnant and the progress of the shift of the automatic transmission unit 20 may be delayed as compared to when the engine is autonomously operated or when the engine is stopped (for example, FIG. 13). reference).

  Therefore, in this embodiment, in order to ensure the same shift progress (shift response) during the engine motoring operation or engine load operation and during the engine autonomous operation or engine stop operation, The mode of clutch-to-clutch shift hydraulic control is changed based on the above. In other words, during the engine motoring operation and the engine load operation, in order to ensure the same shift progress (shift response) as during the engine autonomous operation and the engine stop operation, the automatic transmission unit 20 is engaged in the shift process. Increase the mating engagement pressure. For example, during the engine motoring operation or the engine load operation, the clutch-to-clutch shift hydraulic pressure is greater during coast downshifting by the clutch-to-clutch shift of the automatic transmission unit 20 than during engine autonomous operation or engine stop operation. The engagement hydraulic pressure of the engagement side engagement device in the control is increased. The increase of the engagement hydraulic pressure of the engagement side engagement device is performed by increasing the rate of change of the engagement hydraulic pressure of the engagement side engagement device (that is, the sweep rate of the engagement side hydraulic pressure command value), for example.

More specifically, returning to FIG. 7, the traveling state determination unit, that is, the traveling state determination unit 94 determines whether or not the vehicle is traveling in the “D” range that is the forward traveling range based on the shift position P _SH , for example. To do. Further, the traveling state determination means 94 outputs a hydraulic pressure command value for executing the downshift of the automatic transmission section 20 when the downshift of the automatic transmission section 20 is determined by the stepped shift control means 82, for example. It is determined whether or not. Further, the traveling state determination unit 94 determines whether or not the downshift of the automatic transmission unit 20 determined by the stepped shift control unit 82 is a coast downshift, for example, the accelerator opening Acc (or the throttle valve opening _θTH). Etc.) is, for example, based on whether or not it is equal to or less than the accelerator-off determination value for determining that it has been experimentally obtained and stored in advance. That is, the traveling state determination means 94 determines whether or not a hydraulic pressure command value for coast downshift of the automatic transmission unit 20 has been output. Since the determination of the downshift of the automatic transmission unit 20 by the stepped shift control means 82 and the output of the hydraulic pressure command value for the downshift have a one-to-one relationship, the traveling state determination means 94 is Instead of determining whether or not the hydraulic pressure command value has been output, for example, it may be determined whether or not the downshift of the automatic transmission unit 20 has been determined by the stepped shift control means 82.

The engine operation state determination unit, that is, the engine operation state determination unit 96 determines whether or not the engine operation state is in the feedback control of the engine operating point by the first electric motor M1, for example. That is, the engine operating state determination unit 96 is an engine operating state in which the above-described torque control of the first electric motor M1 by the hybrid control unit 86 (that is, feedback control of the first electric motor torque _TM1 ) is executed, for example, during engine motoring operation. It is determined whether or not the engine is being loaded.

  The engagement side hydraulic pressure increase control unit, that is, the engagement side hydraulic pressure increase control means 98, for example, determines that the hydraulic pressure command value for coast downshift has been output by the traveling state determination means 94, and the engine operating state determination means 96 1 When it is determined that the engine operating state is under feedback control of the engine operating point by the electric motor M1, the shift progress of the coast downshift of the automatic transmission unit 20 during the engine motoring operation or the engine load operation is promoted. In order to prevent the shift progression of the coast downshift of the automatic transmission unit 20 during engine motoring operation or engine load operation from being delayed compared to during engine autonomous operation or engine stop operation, Engagement oil pressure of engagement side engagement device in toe clutch shift Increase than during the rolling or when the engine stop operation. For example, the engagement-side hydraulic pressure increase control means 98 increases the sweep rate (change rate) of the engagement-side hydraulic pressure command value for coast downshift by clutch-to-clutch shift more than during the engine autonomous operation or the engine stop operation. The command is output to the stepped shift control means 82. Then, the stepped shift control means 82 outputs to the hydraulic control circuit 70 an engagement side hydraulic pressure command value higher than that during the engine autonomous operation or the engine stop operation in accordance with the command from the engagement side hydraulic pressure increase control means 98.

  Increase amount when the engagement hydraulic pressure of the engagement side engagement device in clutch-to-clutch shift during engine motoring operation or engine load operation is increased compared to during engine autonomous operation or engine stop operation, that is, engagement side hydraulic pressure command value The increase in the sweep rate (change rate) is examined below.

For example, the amount of change in the first motor feedback torque TFB _M1 based on the control amount of the above-described torque control of the first motor M1 by the hybrid control means 86, for example, the control equation of the above equation (1), is smaller. At the time of shifting, the fluctuation of the transmission unit input torque accompanying execution of feedback control of the first motor torque _TM1 is also reduced. Therefore, the control amount during torque control of the second electric motor M2 when suppressing the fluctuation of the transmission unit input torque is also reduced, and the downshift of the automatic transmission unit 20 is reduced compared to when the engine is autonomously operated or when the engine is stopped. The progress delay is also reduced. For this reason, the amount of increase when the engagement hydraulic pressure of the engagement side engagement device is increased may be reduced as the control amount during torque control of the first electric motor M1 is smaller. In other words, the stepped shift control means 82 or the engagement side hydraulic pressure increase control means 98 has a smaller control amount at the time of torque control of the first electric motor M1, and the engagement hydraulic pressure of the engagement side engagement device as shown in FIG. Reduce the amount of increase. As a result, it is possible to more appropriately ensure the shift progress (shift response) equivalent to that during the engine autonomous operation or engine stop operation during engine motoring operation or engine load operation.

Further, for example, as the chargeable / dischargeable amount in the power storage device 56 is smaller, the control amount at the time of torque control of the first motor M1 by the hybrid control means 86 is limited. variation of the transmission unit input torque accompanying the execution of the feedback control of the torque T _M1 is also limited. Therefore, the control amount during torque control of the second electric motor M2 when suppressing the fluctuation of the transmission unit input torque is also limited, and the downshift of the automatic transmission unit 20 is compared with that during engine autonomous operation or engine stop operation. The progress delay is also reduced. From this, as the chargeable / dischargeable amount in the power storage device 56 is smaller, the increase amount when the engagement hydraulic pressure of the engagement side engagement device is increased may be reduced. That is, the stepped shift control means 82 or the engagement side hydraulic pressure increase control means 98 increases the engagement hydraulic pressure of the engagement side engagement device as shown in FIG. 10 as the chargeable / dischargeable amount in the power storage device 56 decreases. Make it smaller. As a result, it is possible to more appropriately ensure the shift progress (shift response) equivalent to that during the engine autonomous operation or engine stop operation during engine motoring operation or engine load operation. The chargeable / dischargeable amount in the power storage device 56 is calculated based on the charge capacity SOC of the power storage device 56, the battery temperature TH _{BAT, and the} like by the stepped shift control means 82 or the engagement side hydraulic pressure increase control means 98, for example. Specifically, for example, the higher the charge capacity SOC, the smaller the margin for storing the electric energy generated by the power generation of the first electric motor M1, so the chargeable amount is reduced. Further, for example, as the charge capacity SOC is lower, the amount of electric energy supplied to drive the first electric motor M1 is reduced, so that the dischargeable amount is reduced. Further, for example, as the battery temperature TH _BAT becomes lower, the chargeable / dischargeable amount in the power storage device 56 is reduced.

Further, for example, as engine coolant temperature TEMP _W is low, the engine friction is increased, the torque control of the first electric motor M1 as described above by the hybrid control means 86 varies the engine rotation speed N _E during the shifting of the automatic shifting portion 20 is smaller Therefore, when the automatic transmission unit 20 is shifted, the variation of the transmission unit input torque accompanying the execution of the feedback control of the first motor torque _TM1 is also reduced. Therefore, the control amount during torque control of the second electric motor M2 when suppressing the fluctuation of the transmission unit input torque is also reduced, and the downshift of the automatic transmission unit 20 is reduced compared to when the engine is autonomously operated or when the engine is stopped. The progress delay is also reduced. For this reason, as the engine coolant temperature TEMP _W is lower, the increase amount when the engagement hydraulic pressure of the engagement side engagement device is increased may be reduced. That is, the stepped shift control means 82 or the engagement side hydraulic pressure increase control means 98 decreases the increase amount of the engagement hydraulic pressure of the engagement side engagement device as shown in FIG. 10 as the engine coolant temperature TEMP _W is lower. As a result, it is possible to more appropriately ensure the shift progress (shift response) equivalent to that during the engine autonomous operation or engine stop operation during engine motoring operation or engine load operation.

Further, for example, the lower the working oil temperature T _OIL of the automatic shifting portion 20, increase of the input speed of the automatic shifting portion 20 at the time of shifting of the automatic shifting portion 20 is slow, the variation in the engine rotational speed N _E is reduced Since the control amount during the torque control of the first electric motor M1 described above by the hybrid control means 86 is reduced, the transmission unit input torque associated with the execution of the feedback control of the first electric motor torque T _M1 during the shift of the automatic transmission unit 20 is reduced. Variations are also reduced. Therefore, the control amount during torque control of the second electric motor M2 when suppressing the fluctuation of the transmission unit input torque is also reduced, and the downshift of the automatic transmission unit 20 is reduced compared to when the engine is autonomously operated or when the engine is stopped. The progress delay is also reduced. For this reason, the amount of increase when the engagement hydraulic pressure of the engagement side engagement device is increased may be reduced as the hydraulic oil temperature T _OIL of the automatic transmission unit 20 is lower. In other words, the stepped transmission control means 82 or the engagement side hydraulic pressure increase control means 98 indicates that the engagement hydraulic pressure of the engagement side engagement device is reduced as the hydraulic oil temperature _TOIL of the automatic transmission unit 20 is lower, as shown in FIG. Reduce the increase. As a result, it is possible to more appropriately ensure the shift progress (shift response) equivalent to that during the engine autonomous operation or engine stop operation during engine motoring operation or engine load operation.

  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 3 → 2 coast downshift is performed.

11, first, steps corresponding to the running state determining means 94 (hereinafter, omitted step) In S10, 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 S10 is affirmative, in S20 corresponding to the traveling state determination means 94, the downshift of the automatic transmission unit 20 is determined and the hydraulic pressure for executing the determined downshift of the automatic transmission unit 20 is determined. It is determined whether or not a command value has been output. Further, whether or not the determined downshift of the automatic transmission unit 20 is a coast downshift is determined based on, for example, whether or not the accelerator opening Acc is equal to or less than an accelerator off determination value. That is, in S20, it is determined whether or not a hydraulic pressure command value for the coast downshift of the automatic transmission unit 20 has been output. If the determination in S20 is affirmative, it is determined in S30 corresponding to the engine operation state determination means 96, for example, whether or not the engine operation state is under feedback control of the engine operating point by the first electric motor M1. That is, it is determined whether or not the engine operating state in which the torque control of the first motor M1 described above (that is, feedback control of the first motor torque _TM1 ) is being executed, for example, during engine motoring operation or engine load operation. The As the engine load operation at the time of the coast downshift of the automatic transmission unit 20, for example, a creep torque output for engine load operation at a low vehicle speed is assumed. If the determination in S30 is affirmative, in S40 corresponding to the engagement side hydraulic pressure increase control means 98, in order to promote the shift progress of the coast downshift of the automatic transmission unit 20 during engine motoring operation or engine load operation. In other words, the clutch-to-clutch is used in order to prevent the shift progress of the coast downshift of the automatic transmission unit 20 during engine motoring operation or engine load operation from being stagnant as compared to during engine autonomous operation or engine stop operation. The engagement hydraulic pressure of the engagement-side engagement device in the shift is increased as compared with the engine autonomous operation or the engine stop operation, and the coast downshift of the automatic transmission unit 20 is executed. If the determination in S30 is negative, in S50 corresponding to the stepped shift control means 82, the engagement hydraulic pressure of the engagement side engagement device in the clutch-to-clutch shift is not increased, and the normal clutch-to-clutch shift is performed. A coast downshift of the automatic transmission unit 20 is executed by hydraulic control. If the determination in S10 is negative or the determination in S20 is negative, this routine is terminated, or other control other than the coast downshift of the automatic transmission 20 is executed in S60. The

In FIG. 12, the solid line represents the case of engine motoring operation or engine load operation in which feedback control of the first motor torque T _M1 is executed, and the broken line represents engine autonomy in which feedback control of the first motor torque T _M1 is not performed. This is the case during operation or engine stop operation. The time point t1 indicates that a downshift of the automatic transmission unit 20 has been determined and a shift hydraulic pressure command for a coast downshift by clutch-to-clutch control has been output. Then, after the torque phase is started as shown at time t2, the inertia phase is started as shown at time t3. When the inertia phase is started, the engine rotation speed _NE is increased as the input rotation speed (transmission member rotation speed N ₁₈ , second motor rotation speed N _M2 ) of the automatic transmission unit 20 increases. In the case of engine motoring operation or engine load operation (solid line), feedback control of the first motor torque T _M1 is performed so that the engine rotation speed _NE becomes a target value. Thus, the engine rotational speed N _E changes after the inertia phase starts at the time and the engine load operation the engine motoring operation (solid line) is suppressed as compared with the case when the engine autonomously operated or engine stop operation (dashed line) The At this time, (by or negative torque is generated) by the first electric motor torque T _M1 is lowered in order to suppress the fluctuation of the engine rotational speed N _E, with the input side of the automatic transmission portion 20 of the engine 8 The direct torque is increased (ie, positive torque is generated). Therefore, in the case of engine motoring operation or engine load operation (solid line), the second electric motor torque T is set so that the transmission unit input torque does not fluctuate compared to the case of engine autonomous operation or engine stop operation (dashed line). _M2 is lowered. At this time, during the engine motoring operation or the engine load operation (solid line), the shift progress of the coast downshift of the automatic transmission unit 20 is promoted, that is, the shift progress of the coast downshift of the automatic transmission unit 20 progresses. As shown by the arrow A, the engagement side hydraulic pressure command value for the coast downshift by the clutch-to-clutch shift is suppressed in order to suppress the stagnation as compared to the engine autonomous operation and the engine stop operation (broken line). A command to increase the sweep rate (change rate) of the engine is higher than during autonomous engine operation or when the engine is stopped (broken line), and the engagement side hydraulic pressure command is higher than during autonomous engine operation or when the engine is stopped (broken line) The value is output to the hydraulic control circuit 70. As a result, as shown by the arrow B, during engine motoring operation or engine load operation (solid line), the same shift progress (shift response) as that during engine autonomous operation or engine stop operation (broken line) is ensured. The

As described above, according to the present embodiment, during engine motoring operation, which is an engine operation state in which torque control of the first electric motor M1 is performed so that the engine rotation speed N _E (engine operating point) is a target value, During engine load operation, in the coast down shift process by the clutch-to-clutch of the automatic transmission unit 20 as compared with the engine autonomous operation and the engine stop operation, which are the engine operation states in which the torque control of the first electric motor M1 is not executed. Since the engagement hydraulic pressure of the engagement side engagement device is increased, the progress of the coast downshift of the automatic transmission unit 20 is promoted during the engine motoring operation or the engine load operation. That is, during engine motoring operation or engine load operation, torque control of the second electric motor M2 is executed so as to suppress fluctuations in the input torque of the automatic transmission unit 20, so that the engine can be operated autonomously or stopped. Since the progress of the coast downshift of the automatic transmission unit 20 may be slow compared to during driving, the engagement-side engagement pressure in the coast downshift process of the automatic transmission unit 20 is increased. It is possible to ensure the same shift progress (shift response) as during engine autonomous operation or engine stop operation. Therefore, drivability can be improved at the time of coast downshift by the clutch-to-clutch of the automatic transmission unit 20.

  Further, according to this embodiment, since the engagement-side engagement pressure is increased by increasing the rate of change of the engagement-side engagement pressure in the coast downshift process of the automatic transmission unit 20, the engine motoring operation is performed. It is possible to appropriately ensure the shift progress (shift response) equivalent to that during the engine autonomous operation or the engine stop operation during the time or engine load operation.

  Further, according to the present embodiment, the smaller the control amount at the time of torque control of the first electric motor M1, the smaller the increase amount when increasing the engagement side engagement pressure in the coast downshift process of the automatic transmission unit 20. Therefore, the shift progress (shift response) equivalent to that during the engine autonomous operation or the engine stop operation during the engine motoring operation or the engine load operation can be more appropriately ensured.

  Further, according to the present embodiment, the smaller the chargeable / dischargeable amount in the power storage device 56, the smaller the increase amount when increasing the engagement-side engagement pressure in the coast downshift process of the automatic transmission unit 20, During engine motoring operation or engine load operation, it is possible to more appropriately ensure shift progress (shift response) equivalent to that during autonomous engine operation or engine stop operation.

Further, according to the present embodiment, as the engine water temperature TEMP _W is lower, the increase amount when the engagement side engagement pressure is increased in the coast down shift process of the automatic transmission unit 20 is reduced. The shift progress (shift response) equivalent to that during the engine autonomous operation or the engine stop operation can be ensured more appropriately during the time or during the engine load operation.

Further, according to this embodiment, the lower the hydraulic fluid temperature T _OIL of the automatic transmission unit 20 is, the smaller the increase amount when increasing the engagement side engagement pressure in the coast downshift process of the automatic transmission unit 20 is reduced. Therefore, the shift progress (shift response) equivalent to that during the engine autonomous operation or the engine stop operation during engine motoring operation or engine load operation can be more appropriately ensured.

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

  For example, in the above-described embodiment, 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. However, for example, the gear ratio γ0 of the differential unit 11 may be changed stepwise by using a differential action instead of continuously. Good.

  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, other types of power transmission devices (such as an automatic transmission, which is well-known as a manual transmission, is an always-meshing parallel two-shaft type, but the gear stage can be automatically switched by a select cylinder and a shift cylinder) A transmission) may be provided.

  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.

  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 10: Vehicle power transmission device 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 56: Power storage device 80: Electronic control device (control device)
M1: First motor (differential motor)
M2: Second electric motor (traveling motor)

Claims (8)

A differential mechanism coupled to the engine 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. The differential motor is controlled by controlling an operating state of the differential motor. An electric differential unit in which a differential state of the mechanism is controlled, a traveling motor connected to a power transmission path from the electric differential unit to a drive wheel so as to be able to transmit power, and the electric differential unit A control device for a vehicle power transmission device, comprising: a transmission portion connected in series to an output-side rotation member and constituting a part of a power transmission path from the electric differential portion to the drive wheel;
The torque control of the differential motor is executed according to the operating state of the engine, and the fluctuation of the input torque of the transmission unit is suppressed according to the execution status of the torque control of the differential motor during the shift of the transmission unit. To perform torque control of the electric motor for traveling,
In the operating state of the engine that executes torque control of the differential motor, compared to the operating state of the engine that does not execute torque control of the differential motor, the engagement side in the shifting process of the transmission unit A control device for a vehicle power transmission device, wherein the engagement pressure is increased. The engine operating state includes autonomous operation for maintaining an engine rotation speed capable of autonomous rotation, motoring operation for maintaining the engine rotation speed by the differential motor, and reaction force of engine torque received by the differential motor. The driving state is one of a load operation that is held, and a stop operation that stops rotation in a motor traveling state that travels using the traveling motor,
Feedback control of torque control of the differential motor so that the differential motor is in a no-load state during the autonomous operation and the stop operation, and the engine rotation speed is set to a target value during the motoring operation and the load operation. Is executed by
The engagement side engagement pressure in the shifting process of the transmission unit is increased during the motoring operation and the load operation as compared with the autonomous operation and the stop operation. A control device for a vehicle power transmission device according to claim 1.   3. The vehicle power according to claim 1, wherein the engagement-side engagement pressure is increased by increasing a rate of change of the engagement-side engagement pressure in the shifting process of the transmission unit. Control device for transmission device.   4. The increase amount when the engagement-side engagement pressure is increased is decreased as the control amount during torque control of the differential motor is decreased. 5. Control device for vehicle power transmission device.   5. The vehicle power transmission according to claim 1, wherein an increase amount when the engagement-side engagement pressure is increased is reduced as a chargeable / dischargeable amount in the power storage device is smaller. Control device for the device.   6. The control device for a vehicle power transmission device according to claim 1, wherein an increase amount when the engagement-side engagement pressure is increased is reduced as the engine water temperature is lower. The transmission unit is a stepped automatic system in which a clutch-to-clutch shift by releasing the disengaging side engaging device and engaging the engaging side engaging device is executed by hydraulic control to selectively establish a plurality of gear stages. A transmission,
In the operating state of the engine that executes the torque control of the differential motor, the engine in the coast down shift process of the transmission unit compared to the operating state of the engine that does not execute the torque control of the differential motor. The control device for a vehicle power transmission device according to any one of claims 1 to 6, wherein the engagement hydraulic pressure of the engagement side engagement device is increased.   8. The control device for a vehicle power transmission device according to claim 7, wherein the amount of increase when the engagement hydraulic pressure is increased is reduced as the hydraulic oil temperature of the transmission unit is lower.

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