JP2012046003A - Control device of power transmission device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress shift shock during coast downshifting accompanied by rotation synchronous control performed by input shaft torque of a gear shift unit given by a power source in a power transmission device for vehicle equipped with power source connected with an input shaft of the gear shift unit.SOLUTION: When carrying out coast downshifting of an automatic gear shift unit 20, shift shock in coast downshifting accompanied by rotation synchronous control performed by AT input shaft torque Tcan be suppressed, since a change rate of AT input shaft torque Tis relatively suppressed, in a comparatively small area of difference rotation speed ΔNc of a release side engagement device which participates in coast downshifting compared with a large area, when performing rotation synchronous control of input shaft rotation speed Nand output shaft torque variation caused by AT input shaft torque Ttransmitted to an output shaft 22 of the automatic gear shift unit 20 by a dragging torque of a release side engagement device which participates in coast downshifting, can be suppressed.

Description

  The present invention relates to a control device for a vehicle power transmission device including a power source unit coupled to an input shaft of a transmission unit so that power can be transmitted, and more particularly, to input of the transmission unit by torque from the power source unit during a coast downshift. The present invention relates to a technique for synchronizing a shaft rotation speed with a synchronized rotation speed after shifting.

  Transmission can be transmitted to the input shaft of the transmission unit in which a plurality of transmission gear ratios are established in stages by shifting by engagement and release of a hydraulic friction engagement device (hereinafter referred to as engagement device). Rotation synchronization control for synchronizing the input shaft rotation speed of the transmission unit with the synchronized rotation speed after the shift by the input shaft torque of the transmission unit applied from the power source unit during coast downshift A control device for a vehicle power transmission device to be executed is well known. For example, the control device for a vehicle power transmission device described in Patent Document 1 is the same.

  Patent Document 1 discloses a clutch-free state in which, when a coast downshift is performed, the transmission unit is in a power transmission cut-off state, that is, the disengagement engagement device and the engagement engagement device in the transmission unit are both disengaged. Then, during the clutch free state, the rotational speed of the electric motor connected to the input shaft of the transmission unit is controlled to become the synchronous rotational speed after the shift, and after the electric motor reaches the synchronous rotational speed, the transmission unit Rotation synchronization control is disclosed in which the engagement hydraulic pressure is raised to complete the shift. In such rotation synchronization control, for example, the input shaft rotation speed of the transmission unit is reliably changed toward the synchronization rotation speed in a state where the disengagement side engagement device is released, and the input shaft rotation speed reaches the synchronization rotation speed. Since the engagement-side engagement device is completely engaged at that time, even if the input torque of the transmission changes during the clutch-free state due to synchronous control by the electric motor, it is not affected on the output side and the shift shock is suppressed. The Further, complicated control is not required because torque is not transferred as in clutch-to-clutch shift, and shift shock is easily suppressed.

JP 2010-132149 A JP 2009-234458 A JP 2007-333129 A

  By the way, there is a case where torque capacity remains in the disengagement side engagement device even when the disengagement side engagement device is intended to be in the disengaged state during the coast downshift. For example, the engaging device of the transmission unit is in a state in which hydraulic oil is filled between a plurality of friction plates constituting the engaging device, and even if in a released state, the drawing is performed by dragging between the friction plates. As shown in FIG. 18, drag torque corresponding to the differential rotational speed of the friction plates is generated. This is the same state as having a predetermined torque capacity even if the engagement device is in the released state, for example. Therefore, even when the clutch-free state in which both the disengagement side engagement device and the engagement side engagement device in the transmission unit are in the disengaged state during the coast downshift, the gear is changed by the drag torque generated in the disengagement side engagement device. The part is slightly in a state where power can be transmitted, and the influence of the synchronous control by the motor torque is transmitted to the output shaft of the transmission unit, resulting in torque fluctuations, which may deteriorate drivability. With regard to dragging between friction plates in such an engagement device, Patent Document 1 discloses that the input shaft rotation speed of the transmission unit is set to an intermediate shift stage (for example, from the third shift stage to the third shift stage) set during the jump shift. When it reaches the vicinity of the synchronous rotation speed of the second shift stage in the jump shift to the first shift stage, the output shaft torque of the transmission unit may fluctuate due to dragging between the friction plates, and drivability may deteriorate. On the other hand, it has been proposed that when the input shaft rotation speed of the transmission unit is close to the synchronous rotation speed of the intermediate gear, the change rate of the input shaft rotation speed is reduced. However, this is to deal with dragging in an engagement device that does not participate in the shift of the transmission unit until it gets tired (that is, an engagement device that participates in the formation of the intermediate shift stage) at the coast downshift in which the jump shift is executed. From another viewpoint, for example, there is a response delay in the change of the actual hydraulic pressure with respect to the hydraulic pressure command value when releasing the disengagement side engagement device, and the torque capacity (the drag torque) corresponding to the remaining hydraulic pressure until the actual hydraulic pressure is released. Occurs. Therefore, in the same way as described above, during coast downshifting, the influence of synchronous control by the motor torque is transmitted to the output shaft of the transmission unit, torque fluctuations may occur, and drivability may deteriorate. The above-described problem is not known, and a shift shock due to a change in the output shaft torque of the transmission unit due to the remaining torque capacity at release (in the drag torque) in the disengagement side engagement device involved in the transmission of the transmission unit. There has not yet been proposed to properly perform a coast downshift to be suppressed.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a power transmission device for a vehicle including a power source unit connected to an input shaft of a transmission unit so that power transmission is possible. An object of the present invention is to provide a control device capable of suppressing a shift shock at the time of a coast downshift accompanied by a rotation synchronization control executed by an input shaft torque of a transmission unit applied from a source unit.

  In order to achieve the above object, the gist of the present invention is that (a) a speed change portion in which a speed change is executed by engaging and releasing a hydraulic friction engagement device and a plurality of speed change ratios are established stepwise. And a power source unit coupled to the input shaft of the transmission unit so as to be able to transmit power, and the input shaft of the transmission unit is rotated by the input shaft torque of the transmission unit applied from the power source unit during a coast downshift. A control device for a vehicle power transmission device that executes rotational synchronization control for changing a speed from a synchronous rotational speed before shifting to a synchronous rotational speed after shifting, wherein (b) the rotation synchronization is performed during the coast downshift. The rate of change of the input shaft torque at the time of executing the control is relative to the large region in the region where the differential rotational speed of the release side hydraulic friction engagement device involved in the coast downshift is relatively small. It is to suppress to.

  In this way, at the time of the coast downshift, the rate of change of the input shaft torque when the rotation synchronization control is executed is the difference rotational speed of the disengagement hydraulic friction engagement device involved in the coast downshift. Since the relatively small region is relatively restrained compared to the large region, it is transmitted to the output shaft of the transmission unit due to the drag torque of the disengagement hydraulic friction engagement device involved in the coast downshift. As a result, it is possible to suppress fluctuations in the output shaft torque caused by the input shaft torque. Therefore, it is possible to suppress a shift shock at the time of a coast downshift involving rotation synchronization control executed by the input shaft torque.

  Here, preferably, when the differential rotation speed of the disengagement hydraulic friction engagement device involved in the coast downshift is less than a predetermined value, the rate of change of the input shaft torque is relatively suppressed, When the differential rotational speed of the disengagement hydraulic frictional engagement device becomes a predetermined value or more, the rate of change of the input shaft torque is relatively increased. In this way, the region where the differential rotational speed is less than the predetermined value and the magnitude of the drag torque such that the magnitude of the drag torque of the disengagement hydraulic friction engagement device involved in the coast downshift becomes relatively large. It is possible to appropriately suppress fluctuations in the output shaft torque caused by the input shaft torque, corresponding to the regions where the differential rotational speed at which the torque becomes relatively small is greater than a predetermined value.

  Also preferably, according to at least one of the temperature of the hydraulic oil for operating the hydraulic friction engagement device, the vehicle deceleration, and the hydraulic control component of the transmission unit and the change over time of the hydraulic oil. Thus, the change rate of the input shaft torque is changed. In this case, the fluctuation of the output shaft torque based on the magnitude of the drag torque in the release side hydraulic friction engagement device is caused by at least one of the temperature of the hydraulic oil, the vehicle deceleration, and the change with time. At least one of the temperature of the hydraulic oil, the vehicle deceleration, and the change with time may be that the shift shock level (how the shift shock is felt) associated with the variation in the magnitude or output shaft torque may be different. Accordingly, it is possible to appropriately suppress fluctuations in the output shaft torque caused by the input shaft torque.

  Preferably, the rate of increase of the input shaft torque is reduced as the temperature of the hydraulic oil is lower, the vehicle deceleration is higher, or the hydraulic control parts of the transmission unit and the hydraulic oil change with time. There is to do. According to this configuration, the rate of change of the input shaft torque when the rotation synchronization control is executed is appropriately changed according to at least one of the temperature of the hydraulic oil, the vehicle deceleration, and the change with time. be able to.

  Further, another aspect of the invention for achieving the above object is that (a) a gear shift is executed by engaging and releasing the hydraulic friction engagement device to establish a plurality of gear ratios in stages. And a power source unit coupled to the input shaft of the transmission unit so as to be able to transmit power, and when the coast downshift is performed, an input shaft torque of the transmission unit applied from the power source unit A control device for a vehicle power transmission device that executes rotational synchronization control for changing an input shaft rotational speed from a synchronous rotational speed before shifting to a synchronized rotational speed after shifting, and (b) during the coast downshift, The rotation synchronous control according to at least one of the temperature of the hydraulic oil for operating the hydraulic friction engagement device, the vehicle deceleration, and the hydraulic control component of the transmission unit and the change over time of the hydraulic oil. Run Kino is to change the change start time of the input shaft torque. According to this configuration, during the coast downshift, the temperature of the hydraulic oil for operating the hydraulic friction engagement device, the vehicle deceleration, and the time-dependent changes in the hydraulic control components of the transmission unit and the hydraulic oil. The change start timing of the input shaft torque when the rotation synchronization control is executed is changed in accordance with at least one of the hydraulic oil temperature, the hydraulic oil temperature, the vehicle deceleration, and at least one of the temporal changes. Thus, the magnitude of the fluctuation of the output shaft torque based on the magnitude of the torque capacity (the drag torque) in the release-side hydraulic friction engagement device involved in the coast downshift or the shift shock level accompanying the fluctuation of the output shaft torque ( Depending on the possibility that the shift shock may be different) depending on at least one of the temperature of the hydraulic oil, the vehicle deceleration, and the change over time The variation of the output shaft torque caused by the input shaft torque transmitted to the output shaft of the transmission unit due to the torque capacity of the release-side hydraulic friction engagement device can be suppressed. It is possible to suppress a shift shock at the time of a coast downshift accompanied by rotation synchronous control executed by torque.

  Preferably, the input shaft torque change start timing is set in accordance with the time when the temperature of the hydraulic oil is low, the vehicle deceleration is high, or the hydraulic control components of the transmission unit and the hydraulic oil change over time. There is to delay. In this case, the change start timing of the input shaft torque when the rotation synchronization control is executed is appropriately changed according to at least one of the temperature of the hydraulic oil, the vehicle deceleration, and the change with time. can do.

  Preferably, during the rotation synchronization control, the power transmission path in the transmission unit is released and the transmission unit is in a power transmission cutoff state. In this way, it is possible to suppress the influence due to the shift progress of the transmission unit during the rotation synchronization control. In other words, complicated control is not required because torque is not transferred by releasing the release-side hydraulic friction engagement device and engaging the engagement-side hydraulic friction engagement device, such as clutch-to-clutch shift. Resistant to variations and easy to suppress shift shock.

  Preferably, the power source unit includes a motor as a driving force source, or includes a motor and an engine, and the rotation synchronization control includes the output torque of the motor or the output torque of the motor. This is implemented by controlling the total torque with the output torque of the engine as the input shaft torque. In this way, synchronous control of the input shaft of the transmission unit can be performed by suitably controlling the output torque of the motor (motor torque), or the motor torque and the engine output torque (engine torque).

  Preferably, the power source unit includes a differential unit having an electric motor coupled to the input shaft of the transmission unit so as to transmit power, and an engine coupled to the differential unit so as to transmit power. ing. If it does in this way, synchronous control of the input shaft of a transmission part can be implemented by motor torque or motor torque, and engine torque (engine direct delivery torque via a differential part).

  Preferably, the differential section includes 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 operation state of the electric motor is controlled, and the differential state of the differential mechanism is controlled to operate as an electric continuously variable transmission. In this way, in a practical vehicle power transmission device including a differential unit that functions as an electric continuously variable transmission and a stepped transmission unit, the transmission unit that is provided from the power source unit A control device capable of suppressing a shift shock at the time of a coast downshift accompanied by rotation synchronous control executed by an input shaft torque is provided. The differential unit can be operated as a stepped transmission by changing the gear ratio stepwise, in addition to continuously changing the gear ratio to operate as an electric continuously variable transmission. .

  Preferably, the power source unit includes an engine and an electric motor coupled to an input shaft of the transmission unit so as to transmit power. If it does in this way, synchronous control of the input shaft of a speed change part can be carried out with motor torque or motor torque, and engine torque. Further, in a practical vehicle power transmission device including, for example, an engine and an electric motor and a stepped transmission unit, a coast with rotation synchronization control executed by the input shaft torque of the transmission unit applied from the power source unit A control device capable of suppressing a shift shock during downshifting is provided.

  Preferably, the power source unit includes an electric motor coupled to the input shaft of the transmission unit so as to be able to transmit power. If it does in this way, synchronous control of the input shaft of a speed change part can be carried out with electric motor torque. For example, in a practical vehicle power transmission device including an electric motor and a stepped transmission unit, a coast downshift with rotation synchronization control executed by the input shaft torque of the transmission unit applied from the power source unit A control device capable of suppressing a shift shock at the time is provided.

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 a combination of operations of engagement devices 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 a clutch and a brake 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 an engine. It is a figure which shows an example of the drag torque which generate | occur | produces according to the differential rotational speed of each friction board in the engaging apparatus of an automatic transmission part by making hydraulic oil temperature into a parameter. It is an increase rate map of the AT input shaft torque that is experimentally obtained and set in advance according to the hydraulic oil temperature and the vehicle deceleration. It is a flowchart explaining the control operation | movement for suppressing the shift shock at the time of the coast downshift accompanied by the rotation synchronous control performed with the main part of the control operation | movement of an electronic controller, ie, AT input shaft torque. It is a time chart which shows an example at the time of performing the control action shown to the flowchart of FIG. It is a change start timing map of the AT input shaft torque that is experimentally obtained and set in advance according to the hydraulic oil temperature and the vehicle deceleration. FIG. 13 is a flowchart for explaining a control operation for suppressing a shift shock at the time of a coast downshift accompanied by a rotation synchronization control executed by an AT input shaft torque, that is, a control operation of the electronic control device, corresponding to FIG. This is another embodiment. It is a time chart which shows an example at the time of performing the control action shown to the flowchart of FIG. It is the schematic explaining another Example of the motive power source part with which this invention is applied. It is a prior art figure which shows an example of the drag torque generate | occur | produced according to the differential rotational speed of the mutual friction plate in the engaging apparatus of a transmission part.

  In the present invention, it is preferable that the hydraulic control component is a drag between friction plates such as a friction material (friction plate), a clutch plate, a piston, a return spring and the like constituting the hydraulic friction engagement device of the transmission unit. This corresponds to a component related to the drag torque generated (the drag torque in the engagement device).

  Preferably, the transmission unit is a stepped transmission in which a gear ratio is mechanically set. For example, in this stepped transmission, a plurality of gear stages (shift stages) are alternatively achieved by selectively connecting the rotating elements of a plurality of sets of planetary gear units by an engagement device, for example, forward 4 It is constituted by various planetary gear type multi-stage transmissions having, for example, five stages, five forward stages, six forward stages, and more. As an engagement device in this planetary gear type multi-stage transmission, a hydraulic friction engagement device (engagement device) such as a multi-plate type, single plate type clutch or brake engaged by a hydraulic actuator, or a belt type brake is used. Widely used. The oil pump that supplies hydraulic oil for operating the engagement device may be driven by a driving power source (engine) for driving and discharges hydraulic oil, for example, but is arranged separately from the driving power source for driving. It may be driven by a dedicated electric motor provided.

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

  Preferably, one linear solenoid valve is provided, for example, corresponding to each of the plurality of engagement devices, but a plurality of engagements that are not simultaneously engaged, engaged, or controlled to be released. When a combination device is present, various modes are possible, such as providing a common linear solenoid valve for them. In addition, it is not always necessary to perform hydraulic control of all the engagement devices with the linear solenoid valve. Some or all of the hydraulic control is performed with pressure regulating means other than the linear solenoid valve, such as duty control of the ON-OFF solenoid valve. Also good. In this specification, “supplying hydraulic pressure” means “applying hydraulic pressure” or “supplying hydraulic oil controlled to the hydraulic pressure”.

  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.

  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 transmission unit connected in series via a transmission member 18 in the power transmission path between the output transmission member and the output rotation member connected to the automatic transmission unit 20. A 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 gasoline engine or a diesel engine, which is an internal combustion engine as a traveling power source, and a pair of drive wheels 34. The differential gear device (final reduction gear) 32 (see FIG. 7) and the pair of axles, etc. constituting the part are sequentially transmitted to the pair of drive wheels 34.

  Thus, in the power transmission device 10 of the present embodiment, the engine 36 and the differential unit 11 are directly connected so that power can be transmitted. 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 each of 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 as an electric motor connected so that power transmission is possible so that it may 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 (that is, an input shaft of the transmission unit) 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 36 that is the main power source, or as a power source (sub power source) that generates driving force for traveling together with the engine 36. Further, electric energy is generated by regeneration from the driving force generated by another power source, and supplied to another electric motor M via the inverter 60 (see FIG. 7), or the electric energy is stored in the power storage device 62 (see FIG. 7)).

  The first electric motor M1 has at least a generator (power generation) function for generating a reaction force, and the second electric motor M2 functions as a traveling electric motor that outputs a driving force as a driving power source for traveling (electric motor). 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 36 so as to be able to transmit power. For example, a single pinion type differential unit planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.416” is provided. The mechanical mechanism is configured as a main body and mechanically distributes the output of the engine 36 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 36, the differential sun gear S0 is connected to the first 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 can be activated, that is, the differential action is enabled (differential state), so that the output of the engine 36 is distributed to the first electric motor M1 and the transmission member 18 and distributed. Since a part of the output of the engine 36 is stored by the electric energy generated from the first electric motor M1, or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is electrically For example, the differential unit 11 is set to a so-called continuously variable transmission state (electric CVT state) 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 36. 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.

In the present embodiment, the differential unit 11 having the second electric motor M2 connected to the input shaft (transmission member 18) of the automatic transmission unit 20 so as to transmit power, and connected to the differential unit 11 so as to transmit power. A power source unit 38 that includes an engine 36 and is coupled to the input shaft (transmission member 18) of the automatic transmission unit 20 so as to be able to transmit power is configured. Therefore, the power source unit 38 includes the second electric motor M2 and the engine 36 as driving force sources. Thus, for example, only the output is a torque M2 torque _{T M2} of the second electric motor M2, the total torque of the engine torque _{T E} is the output torque of M2 torque _{T M2} and the engine 36, or automatic transmission only the engine torque _{T E} It can be controlled as 20 input shaft torques (AT input shaft torque T _AT ). The engine torque T _E to be AT input shaft torque T _AT is, for example, an engine the direct torque mechanically transmitted to the power transmitting member 18 through the differential portion 11.

  The automatic transmission unit 20 constitutes a part of a power transmission path from the engine 36 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, It 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.

  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 the case 12 which is a non-rotating member via a one-way clutch F1, and allowed to rotate in the same direction as the engine 36 and prohibited 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, a shift is executed by releasing the disengagement-side engagement device and engaging the engagement-side engagement device, and a plurality of gear stages (shift stages) are selectively established. As a result, a 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 combination of the engagement and release of the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2. Thus, any one of the first to fourth gears and the reverse gear is established. Further, the neutral "N" state is established by releasing the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2. In addition, the second brake B2 is engaged during the engine braking of the first gear.

  As described above, the power transmission path in the automatic transmission unit 20 is in a state where power can be transmitted when any one of the first to fourth gear stages and the reverse gear stage is established. Is not established, for example, the neutral “N” state is established, and the power transmission is cut off.

  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. It is a hydraulic friction engagement device (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, and rotation One end of one or two bands wound around the outer peripheral surface of the drum is composed of a band brake or the like that is tightened by a hydraulic actuator, and for selectively connecting the members on both sides of the band brake. It is.

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

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

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

FIG. 3 illustrates a gear stage in a power transmission device 10 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 20 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, and 28 and a vertical axis indicating the relative rotational speed. horizontal line X1 of the lower of the horizontal line indicates the rotation speed zero, represents the rotational speed N _E of the engine 36 above the 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 36, 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.

  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 the ROM in advance while using a temporary storage function of the RAM. By performing the above, various controls such as the hybrid drive control for the engine 36 and each electric motor M and the shift control of the automatic transmission unit 20 are executed.

The electronic control device 80 includes a signal representing an engine water temperature TEMP _W that is the temperature of the cooling fluid of the engine 36, a shift lever 52 (see FIG. shift position P _SH and signal representative of the number of operations such as in the "M" position 6 reference), a signal indicative of the engine rotational speed N _E is the rotational speed of the engine 36, a signal for commanding the M mode (manual shift running mode), A signal representing the operation of the air conditioner, a signal representing the output shaft rotational speed N _OUT which is the rotational speed of the output shaft 22 corresponding to the vehicle speed V detected by the output shaft rotational speed sensor 54, and a signal representing the traveling direction of the vehicle, clutch C, a signal representative of the hydraulic oil temperature TH _oIL of the automatic shifting portion 20 is the temperature of the hydraulic oil for actuating the brake B), parking brake Signal representative of the work, the brake operation signal representing the brake ON B _ON indicating that the That foot brake operation actuation of the foot brake system (wheel brake unit), a signal representative of the catalyst temperature, the accelerator pedal corresponding to an output demand of the driver Accelerator opening signal that represents the accelerator opening Acc that is the operation amount, signal that represents the cam angle, signal that represents the snow mode setting, signal that represents the longitudinal acceleration G of the vehicle, signal that represents auto-cruise traveling, vehicle weight (vehicle weight) signal representing a), signals representing the wheel speed of each wheel, a signal indicative of the M1 rotational speed N _M1 and the direction of rotation is the rotation speed of the first electric motor M1 detected by M1 rotational speed sensor 56 made of a resolver, the resolver M2 M2 rotation speed N _M2 and its rotation is the rotation speed of the rotation speed second electric motor M2 detected by the sensor 58 consisting of such Signal representative of the direction, such as a signal indicative of a charged capacity (charged state) SOC of power storage device 62 that performs charging and discharging through an inverter 60 between each electric motor M1, M2 is supplied.

From the electronic control unit 80, the engine output control unit 64 (see FIG. 7) that controls the output P _{E of the} engine 36 (the unit is, for example, “kW”; hereinafter referred to as “engine output P _E ”). For example, a drive signal to a throttle actuator for operating a throttle valve opening θ _TH of an electronic throttle valve provided in an intake pipe of the engine 36 and a fuel supply amount for controlling a fuel supply amount to the engine 36 by a fuel injection device An ignition signal for instructing the ignition timing of the engine 36 by a signal or an ignition device, an electric air conditioner drive signal for operating the electric air conditioner, a command signal for instructing the operation of the electric motors M1 and M2, and a shift position for operating the shift indicator ( Operation position) Display signal, gear ratio display signal to display gear ratio, to display that it is in snow mode Snow mode display signal, ABS operation signal for operating an ABS actuator to prevent wheel slipping during braking, M mode display signal for indicating that M mode is selected, and engagement device for automatic transmission unit 20 In order to control the hydraulic actuator, a valve command signal for operating an electromagnetic valve (solenoid valve) or the like included in the hydraulic control circuit 70 (see FIGS. 5 and 7), a regulator valve (regulation valve) provided in the hydraulic control circuit 70 A signal for adjusting the line oil pressure P _L by a pressure valve), a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the original pressure for adjusting the line oil pressure P _L , and driving an electric heater Signal, a signal to the cruise control computer, etc. are output respectively.

FIG. 5 shows linear solenoid valves SL1 to SL5 that control the operation of the hydraulic actuators (hydraulic cylinders) AC1, AC2, AC3, AB1, and AB2 of the clutches C1, C2, and C3 and the brakes B1 and 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 to SL5. The pressure is regulated by PC1, PC2, PC3, PB1, and PB2 and supplied directly. This line oil 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 36 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. That is, 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 are controlled, that is, the release side engagement device is released and the engagement side engagement device is engaged. Is done.

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 a shift lever 52 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 52 is a parking position for setting 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 blocked, and locking the output shaft 22 of the automatic transmission unit 20. “P (parking)” position (range), “R (reverse)” position which is a reverse travel position for reverse travel, and a neutral position for neutralizing the power transmission path in the power transmission device 10 A certain “N (neutral)” position, a “D (drive)” position that is a forward automatic shift traveling position for executing automatic shift control within a change range of the total transmission gear ratio γT that can be shifted by the power transmission device 10, or a manual shift A so-called variable that establishes a traveling mode (manual mode) and restricts the high-speed gear in the automatic shift control. It is a forward manual shift running position for setting the range is provided so as to be manually operated to the "M (manual)" position.

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 uses an upshift line (solid line) stored in advance as a variable with the vehicle speed V and the output torque T _OUT (or the accelerator opening Acc or the like) of the automatic transmission 20 as shown in FIG. And based on the vehicle state indicated by the required output torque T _OUT of the automatic transmission unit 20 corresponding to the actual vehicle speed V, accelerator opening Acc, and the like from the relationship (shift diagram, shift map) having a downshift line (one-dot chain line). Thus, 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 automatic shift of the automatic transmission unit 20 is obtained so as to obtain the determined shift stage. Execute control.

  At this time, the stepped shift control means 82 is a command for engaging and / or releasing the 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. (Shift output command, hydraulic pressure command), that is, a command to execute a clutch-to-clutch shift, for example, by releasing the disengagement side engagement device involved in the shift of the automatic transmission unit 20 and engaging the engagement side engagement device Is output to the hydraulic control circuit 70. In accordance with the command, for example, the hydraulic control circuit 70 releases the disengagement side engagement device and engages the engagement side engagement device so that the shift of the automatic transmission unit 20 is executed. The linear solenoid valve is actuated to actuate the hydraulic actuator of the engagement device involved in the gear change.

  The hybrid control unit, that is, the hybrid control means 84, functions as an engine drive control means for controlling the drive of the engine 36 via the engine output control device 64, and is driven by the first electric motor M1 and the second electric motor M2 via the inverter 60. 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 36, the first motor M1, and the second motor M2 is executed by these control functions.

Specifically, the hybrid control unit 84 operates the engine 36 in an efficient operating range, while optimizing the reaction force due to the distribution of the driving force between the engine 36 and the second electric motor M2 and the power generation of the first electric motor M1. The gear ratio γ0 as an electric continuously variable transmission of the differential portion 11 is controlled by changing the ratio to 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 motor M controls the engine 36 so that the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 36 to 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 84 The speed ratio γ0 of the differential unit 11 is determined. That is, the hybrid control means 84 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 64, 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 unit 84 executes control of the engine 36 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, in order to align 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 in order to operate the engine 36 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 84, 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 36 (hereinafter referred to as “engine operating point”) is shown in the optimum fuel consumption rate curve (fuel consumption map, relationship) which is a kind of the operating curve of the engine 36 as shown in FIG. ) as is caused by while the engine 36 is actuated along, for example, the target output (total target output, the engine torque T _E and the engine rotational speed for generating the engine output P _E required to meet the required driving force) as the N _E, determines the target value of the overall speed ratio γT of the power transmission device 10, the difference in consideration of the gear position of the automatic transmission portion 20 so as to obtain the target value The gear ratio γ0 of the moving part 11 is controlled, and the total gear ratio γT is controlled within the changeable range. Here, the above-mentioned engine operating point, indicating the operating state of the engine rotational speed N _E and the engine 36 in the two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 36 illustrated in 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, the hybrid control means 84 supplies, for example, the electric energy generated by the first electric motor M1 to the power storage device 62 and the second electric motor M2 through the inverter 60, so that the main part of the power of the engine 36 is mechanically a transmission member. However, a part of the motive power of the engine 36 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 60, and 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 36 is converted into electric energy by equipment related from generation of electric energy by the electric motor M related to power generation to consumption by the electric motor M related to driving, and the electric energy is converted into mechanical energy. An electrical path is formed until conversion.

Here, in the case where the shift control of the automatic transmission unit 20 is executed by the stepped shift control means 82, power transmission is performed before and after the shift as the gear ratio of the automatic transmission unit 20 is changed stepwise. The total gear ratio γT of the device 10 is changed stepwise. In such control, the total speed ratio γT is changed stepwise, that is, the speed ratio is not continuous but takes a jump value, so that it can be quickly compared with the continuous change of the total speed ratio γT. It becomes possible to change the driving torque. On the other hand, there is a possibility that the shift shock may occur, fuel economy can not control the engine rotational speed N _E along the optimum fuel consumption curve deteriorate. Therefore, the hybrid control means 84 is in a direction opposite to the direction of change of the gear ratio of the automatic transmission unit 20 in synchronism with the shift of the automatic transmission unit 20 so that, for example, the step change of the total gear ratio γT is suppressed. The speed of the differential unit 11 is changed so as to change the speed ratio. In other words, the shift control of the differential unit 11 is executed in synchronization with the shift control of the automatic transmission unit 20 so that the total transmission ratio γT of the power transmission device 10 continuously changes before and after the shift of the automatic transmission unit 20. . For example, in order to form a predetermined total speed ratio γT so that the total speed ratio γT of the power transmission device 10 does not change transiently before and after the speed change of the automatic speed changer 20, in synchronization with the speed change control of the automatic speed changer 20, The shift control of the differential unit 11 is executed so that the gear ratio is changed stepwise in the direction opposite to the change direction by the change corresponding to the step change of the gear ratio of the automatic transmission unit 20.

Further, the hybrid control means 84 controls the engine rotational speed N _M1 by controlling the M1 rotational speed N _M1 and / or the M2 rotational speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. _E is maintained substantially constant or rotation controlled to an arbitrary rotation speed. In other words, the hybrid control means 84, the engine rotation control of the rotational speed N while controlling _E in any rotational speed or to maintain a substantially constant M1 speed N _M1 and / or M2 rotation speed N _M2 to any rotational speed can do.

For example, when raising the engine rotation speed N _E to the vehicle traveling the hybrid control means 84 as can be seen from the diagram of FIG 3, the M2 rotational speed N _M2 which depends on the vehicle speed V (driving wheels 34) The M1 rotation speed N _M1 is increased while maintaining substantially constant. The hybrid control means 84 when maintaining the engine speed N _E at the nearly fixed level during the shifting of the automatic shifting portion 20, due to the shift of the automatic transmission portion 20 while maintaining the engine speed N _E substantially constant The M1 rotation speed N _M1 is changed in the opposite direction to the change of the M2 rotation speed N _M2 .

The hybrid control means 84 controls the opening and closing of the electronic throttle valve by a throttle actuator for throttle control, and also controls the fuel injection amount and injection timing by the fuel injection device for fuel injection control. a command to control the ignition timing by the ignition device such as an igniter alone or in combination with output to the engine output control device 64 executes the output control of the engine 36 to generate the necessary engine output P _E in. That is, it functions as engine drive control means for controlling the drive of the engine 36.

For example, the hybrid control means 84 basically drives the throttle actuator 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. The throttle control is executed as follows. Further, the engine output control device 64 controls the fuel injection by the fuel injection device for the fuel injection control in addition to controlling the opening and closing of the electronic throttle valve by the throttle actuator for the throttle control according to the command from the hybrid control means 84. For the ignition timing control, engine torque control is executed by controlling the ignition timing by an ignition device such as an igniter.

Further, the hybrid control means 84 drives the second electric motor M2 for traveling without using the engine 36, for example, by the electric CVT function (differential action) of the differential section 11 regardless of whether the engine 36 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 36 and the electric motor, for example, the second electric motor M2, in other words, for running the engine 36. An engine running region for switching between so-called engine running for starting / running (hereinafter referred to as running) the vehicle as a driving force source for the vehicle and so-called motor running for running the vehicle using the second electric motor M2 as a driving force source for running. 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 with 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 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 84, 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 running by the hybrid control means 84 is relatively low output torque T _OUT (relatively low accelerator opening), which is generally considered to be poor in engine efficiency as compared with the high torque region, as is apparent from FIG. degree Acc) range, that is, a low engine torque T _E region, or is performed at a relatively low speed drive, that is, a low load region of the vehicle speed V. Further, the hybrid control means 84 controls the M1 rotation speed N _M1 at a negative rotation speed so as to suppress dragging of the stopped engine 36 and improve fuel consumption during this motor running, for example, the first electric motor. M1 was allowed to idle by a no-load state, to maintain the engine speed N _E at zero or substantially zero as needed by the electric CVT function of the differential portion 11 (differential action).

  In addition, the hybrid control means 84 is an electric energy and / or power storage device 62 from the first electric motor M1 using the electric path described above, even in an engine traveling region where the engine 36 travels using the engine 36 as a driving force source for traveling. The so-called torque assist for assisting the power of the engine 36 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 this embodiment includes a case where the engine 36 is used as a driving power source for traveling and a case where both the engine 36 and the second electric motor M2 are used as driving power sources for traveling. The motor travel in this embodiment is travel that stops the engine 36 and uses the second electric motor M2 as a driving power source for travel.

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

  Further, the hybrid control means 84 puts the engine 36 into a non-driving state in order to improve fuel consumption (reduce the fuel consumption rate) during inertial running with the accelerator off (coast running) or braking with a foot brake. Then, regenerative control is performed in which the kinetic energy of the vehicle transmitted from the drive wheels 34 is converted into electric energy by the differential unit 11. Specifically, the second motor M2 is rotationally driven by the reverse driving force transmitted from the drive wheels 34 to the engine 36 side to operate as a generator, and the electric energy, that is, the second motor generated current is passed through the inverter 60. Regenerative control for charging the power storage device 62 is executed. That is, the hybrid control unit 84 functions as a regeneration control unit that executes the regeneration control. This regenerative control is controlled so that the regenerative amount is determined based on, for example, the braking force distribution of the braking force by the hydraulic brake for obtaining the braking force according to the charging capacity SOC of the power storage device 62 and the brake pedal operation amount. Is done.

Here, when the vehicle runs across a downshift line as the vehicle speed V decelerates while coasting without depressing the accelerator pedal, the stepped shift control means 82 causes the automatic transmission unit 20 to downshift (so-called coast downshift, coastdown shift). Executed. At the time of this coast downshift, the synchronization control unit, that is, the synchronization control means 86 is, for example, in a state in which the power transmission path in the automatic transmission unit 20 is released and the automatic transmission unit 20 is substantially equal to the power transmission cut-off state. The torque capacity of the engaging device to be maintained below a predetermined capacity) based on the torque (at least one of M2 torque T _M2 and engine torque T _E (engine direct torque)) that can be output from the power source 38. By the AT input shaft torque T _AT applied from the power source unit 38, the input shaft rotational speed N _AT (that is, the transmission member rotational speed N ₁₈ ) of the automatic transmission unit 20 is changed from the synchronous rotational speed before the downshift to the post-downshift. Rotation synchronous control that changes toward the synchronous rotational speed, that is, synchronized with the synchronous rotational speed after downshift Executing the rotation synchronization control that.

Specifically, the synchronization control means 86 performs a clutch-free execution command for executing this coast downshift by a clutch-free that sets both the disengagement engagement device and the engagement engagement device involved in the coast downshift to the disengaged state. Is output to the stepped shift control means 82. In the coast downshift, the stepped shift control means 82 sets the release hydraulic pressure command value of the disengagement side engagement device to zero at the start of the downshift, for example, during the downshift transition period, according to the clutch free execution command. A command to set the engagement hydraulic pressure command value of the combined device to a low pressure standby pressure is output to the hydraulic pressure control circuit 70. In addition, the synchronization control unit 86 outputs the rotation synchronous execution command to the transmitting member rotational speed N ₁₈ is increased toward the synchronous rotational speed after the coast downshift to the hybrid control means 84. When the coast downshift is performed, the hybrid control unit 84 follows the rotation synchronization execution command, for example, the current transmission member rotation speed N ₁₈ (= M2 rotation speed N _M2 ) and the target rotation speed (synchronous rotation speed after coast downshift = output). _AT rotational shaft N _OUT × AT input shaft torque obtained from a deviation from the shift ratio of the automatic transmission unit 20 at the gear position after downshift by a predetermined control expression comprising a proportional term, a differential term, or an integral term calculating a control amount of T _aT, so that the control amount is obtained, it controls the aT input shaft torque T _aT. The hybrid control unit 84 controls the AT input shaft torque T _AT only by, for example, the M2 torque T _M2 . However, when the output possible power of the second electric motor M2 calculated from the charge capacity SOC of the power storage device 56 does not exceed the predetermined power required to perform the rotation synchronization control, the hybrid control unit 84, for example, uses the M2 torque T _M2 Instead, the AT input shaft torque T _AT is controlled only by the total torque of the M2 torque T _M2 and the engine direct torque or only by the engine direct torque. Then, the step-variable shifting control means 82, the transmitting member rotational speed N ₁₈ reaches the synchronous speed after the downshift, increasing rapidly the engagement hydraulic pressure command value of the engagement side engagement device of the automatic transmission portion 20 The coast downshift is completed by outputting a command to the hydraulic control circuit 70 and engaging the engagement side engagement device.

Note that the predetermined control formula is such that, for example, the input shaft rotational speed N _AT (transmission member rotational speed N ₁₈ , M2 rotational speed N _M2 ) of the automatic transmission unit 20 is synchronized with the synchronous rotation after the downshift. It is a feedback control equation that is experimentally obtained and set in advance to increase the speed with a predetermined change in rotation (tilt). Further, the predetermined rotational change is an inclination that is experimentally obtained and set in advance so that, for example, suppression of shift shock and reduction of shift time are compatible. This predetermined rotation change may be changed based on the vehicle deceleration G that varies depending on whether the coast running state at the time of the coast downshift is foot brake off, brake on, or the gradient of the running road, for example. In such a case, for example, the numerical value of each gain in the predetermined control equation is changed.

As described above, in the coast downshift process of the automatic transmission unit 20, the power transmission path in the automatic transmission unit 20 is released, and the input shaft rotational speed N _AT (transmission member rotational speed N ₁₈ , M2 is _generated by the AT input shaft torque T _AT. Shift-time synchronization control is performed to synchronize the rotation speed N _M2 ) with the rotation speed after the downshift. Thereby, for example, an influence (for example, a change in rotational speed due to the release of the disengagement side engagement device and the engagement of the engagement side engagement device) due to the progress of the coast downshift of the automatic transmission unit 20 is suppressed as much as possible. Therefore, the shift shock is suppressed. That is, for example, since the clutch is in a free state, even if the AT input shaft torque T _AT changes during the rotation synchronization control, the influence is suppressed on the output side of the automatic transmission unit 20 (for example, the output shaft torque T _OUT ). Shock is suppressed. In addition, complicated control is not required because torque is not transferred by releasing the disengagement-side engagement device and engagement of the engagement-side engagement device, such as clutch-to-clutch shift, and is resistant to variations. Easy to suppress shift shock.

By the way, when coasting downshifting the automatic transmission unit 20, there is a case where torque capacity remains in the disengagement side engagement device even if the disengagement side engagement device is intended to be in the disengaged state. For example, the engagement device of the automatic transmission unit 20 is in a state in which hydraulic oil is filled between a plurality of friction plates (not shown) constituting the engagement device, and the engagement device of the engagement device is in a released state. When the friction plates are relatively rotated, drag is generated between the friction plates due to the viscosity of the hydraulic oil corresponding to the hydraulic oil temperature TH _OIL filled between the friction plates. Accordingly, drag torque corresponding to the differential rotational speed ΔNc between the friction plates as shown in FIG. 10 (= rotational speed on one end side in the engaging device−rotational speed on the other end side) is generated. In FIG. 10, the drag torque changes in accordance with the hydraulic oil temperature TH _OIL . The drag torque decreases as the hydraulic oil temperature TH _OIL becomes higher as indicated by the broken line, whereas it becomes lower as indicated by the alternate long and short dash line. It increases by about. Further, the drag torque is such that the differential rotational speed ΔNc is equal to or greater than the predetermined value ΔNc ′ in a low rotational range where the differential rotational speed ΔNc is less than the predetermined value ΔNc ′ for the first time when the differential rotational speed ΔNc occurs between the friction plates in the engagement device. A relatively large drag torque is generated as compared with the high rotation region.

The state in which the drag torque is generated is the same as having a predetermined torque capacity even when the engagement device is in the released state, for example, so that even if the clutch is in the clutch free state at the coast downshift, for example, There is a possibility that the transmission unit 20 may be in a state substantially equal to the power transmission enabled state even if it is slightly. In particular, the shift initial coast downshift, as compared to the transmission end, an input shaft rotational speed N _AT from raising the synchronous rotational speed after the downshift by the large AT input shaft torque T _AT, involved in downshifting Coupled with the fact that a relatively large drag torque is generated for the first time when a differential rotational speed ΔNc occurs between the friction plates in the disengagement side engagement device, the AT input shaft torque T _AT during the rotation synchronization control is transmitted to the output shaft 22. As a result, fluctuations in the output shaft torque T _OUT (output shaft torque fluctuations) are likely to become relatively large, and drivability may deteriorate due to a shift shock accompanying the output shaft torque fluctuation.

Therefore, in the present embodiment, during the coast downshift of the automatic transmission unit 20, the rotation synchronization control is performed in a region where the differential rotational speed ΔNc of the disengagement side engagement device involved in the coast downshift is relatively small compared to a large region. rate of change of the AT input shaft torque T _AT at the time of execution (increase rate) relatively suppress. Specifically, for example, as shown in FIG. 10, in a low rotation region where the differential rotational speed ΔNc is a relatively small region less than a predetermined value ΔNc ′, the differential rotational speed ΔNc is a relatively large region where the differential rotational speed ΔNc is equal to or greater than the predetermined value ΔNc ′. Since a large drag torque is generated as compared with a certain high rotation region, the output shaft torque fluctuation is relatively large in this low rotation region. Therefore, when the differential rotation speed Nc of the release-side engagement device to participate in the coast downshift is less than the predetermined value Nc ', while relatively suppressing the rate of change of the AT input shaft torque T _AT (the increase rate) When the differential rotational speed ΔNc of the disengagement side engagement device becomes equal to or greater than the predetermined value ΔNc ′, the rate of change of the AT input shaft torque T _AT is relatively increased. The predetermined value Nc 'is, for example, in a low rotation region of the differential rotation speed Nc of relatively large drag torque as the rate of change of the AT input shaft torque T _AT (the increase rate) must relatively suppress occurs This is a determination value that is experimentally obtained and set in advance to determine this.

More specifically, referring back to FIG. 7, the traveling state determination unit, that is, the traveling state determination unit 88, for example, based on the shift position P _SH of the shift lever 52, the “D” position (range) that is the current forward automatic shift traveling position. ) Is being selected. Further, the traveling state determination unit 88 determines whether or not a coast downshift for performing rotation synchronization control is being performed, for example. Specifically, the traveling state determination means 88 determines whether or not the accelerator is being decelerated, that is, is coasting (coast traveling) based on the accelerator opening Acc, and is determined to be coast traveling. In this case, the step-shift control means 82 determines whether or not the downshift is being executed and determines whether or not the downshift is being executed. Further, the traveling state determination unit 88 determines whether or not the differential rotational speed ΔNc of the disengagement side engagement device involved in the coast downshift is less than a predetermined value ΔNc ′, for example.

For example, the hybrid control unit 84 controls the AT input shaft torque T _AT based on the determination result of whether or not the differential rotation speed ΔNc of the disengagement side engagement device by the traveling state determination unit 88 is less than a predetermined value ΔNc ′. changing the AT input shaft change rate of the torque T _AT when. For example, the hybrid control unit 84 executes the rotation synchronization control in accordance with at least one of the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the hydraulic control component of the automatic transmission unit 20 and the change over time of the hydraulic oil. changing the rate of change of the AT input shaft torque T _AT at the time of. In other words, the AT input shaft torque T _AT is increased for the rotation synchronization control, and the rate of increase thereof is changed over time with the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the hydraulic control components of the automatic transmission unit 20 and the hydraulic oil. It changes according to at least one of.

Specifically, the hybrid control unit 84 calculates from the predetermined control formula when the traveling state determination unit 88 determines that the differential rotation speed ΔNc of the disengagement side engagement device is less than the predetermined value ΔNc ′. the control amount of the aT input shaft torque T _aT is the normal control amount, the increase rate of the aT input shaft torque T _aT at the control quantity as the upper limit, the hydraulic oil temperature TH _oIL, vehicle deceleration G, and the automatic transmission portion The rate of increase is reduced in accordance with at least one of the 20 hydraulic control components and the change over time of the hydraulic oil. For example, as shown in FIG. 10, the drag torque increases and the output shaft torque fluctuation increases as the hydraulic oil temperature TH _OIL is lower. Therefore, the hybrid control means 84 is configured to _reduce the AT input shaft as the hydraulic oil temperature TH _OIL decreases, for example. The rate of increase in torque T _AT is made smaller. Further, as the vehicle deceleration G increases, the shift shock level (how to feel the shift shock) accompanying the output shaft torque fluctuation increases (that is, it becomes easier to feel the shift shock). The larger the is, the smaller the rate of increase of the AT input shaft torque T _AT is. FIG. 11 is an increase rate map of the AT input shaft torque T _AT that is experimentally obtained and set in advance according to the hydraulic oil temperature TH _OIL and the vehicle deceleration G in order to suppress output shaft torque fluctuations. In the increase rate map of FIG. 11, for example, the increase rate according to the hydraulic oil temperature TH _OIL and the vehicle deceleration G within a range in which the increase rate of the AT input shaft torque T _{AT at} the normal control amount is the upper limit. to reduce, aT input shaft torque T _aT rate of increase is set. That is, low, medium and high in rise rate map of FIG. 11 is a height of the relative rate of increase in the increase rate of the AT input shaft torque T _AT in normal control amount within a range of up, e.g. The increase rate “high” is not intended to be higher than the increase rate in the normal control amount. The hybrid control means 84 sets an increase rate of the AT input shaft torque T _AT based on the hydraulic oil temperature TH _OIL and the vehicle deceleration G from an increase rate map as shown in FIG. 11, for example, so as to be the increase rate. AT input shaft torque _TAT is controlled.

Further, there is a possibility that the drag torque changes due to a change with time of the hydraulic control parts of the automatic transmission unit 20 and the hydraulic oil. The hydraulic control component is, for example, an engagement device (clutch C, brake B), and specifically, a component related to drag torque such as a friction plate, a clutch plate, a piston, and a return spring of the engagement device is applicable. . For example, when the friction plate is used for a long time, the friction coefficient on the surface of the friction plate changes as it is worn, so that the drag torque changes. For example, when the hydraulic oil is used for a long time, the drag torque changes as the viscosity of the hydraulic oil changes. Generally, the drag torque decreases as the friction plate wears. In addition, when the hydraulic oil is used for a long time, the viscosity decreases, so the drag torque decreases. Therefore, if drag torque change with time is reduced, it may be changed increase rate of AT input shaft torque T _AT accordingly. For example, the hybrid control means 84, as the drag torque is reduced due to aging of the hydraulic control components and hydraulic fluid of the automatic shifting portion 20, to increase the rate of increase AT input shaft torque T _AT. In other words, the hybrid control means 84 decreases the rate of increase of the AT input shaft torque T _{AT so that} the drag torque does not decrease due to, for example, changes in hydraulic control components of the automatic transmission unit 20 and hydraulic oil.

Specifically, the hybrid control means 84 determines the actual travel time and travel distance from the relationship determined and obtained experimentally in advance between the travel time and travel distance of the vehicle and the change in drag torque due to the change over time. Based on the calculation result, the change in drag torque is calculated, and on the basis of the calculation result, the increase rate of the AT input shaft torque TAT is set while taking into account the increase rate according to the hydraulic oil temperature TH _OIL and the vehicle deceleration G, The AT input shaft torque T _AT is controlled so as to increase the rate. Alternatively, the hybrid control means 84, for example, when a controlled AT input shaft torque T _AT by the rate of increase was set based on the operating oil temperature TH _OIL and vehicle deceleration G AT input shaft torque T _AT, the actual output shaft When the torque fluctuation (for example, the vehicle acceleration G) exceeds the upper limit value (for example, the upper limit value of the vehicle acceleration G) that has been experimentally obtained and set as a control result, the output shaft The increase with time of the AT input shaft torque T _AT may be reflected in the increase rate of the AT input shaft torque T _AT by reducing the increase rate of the AT input shaft torque T _AT by learning control so as to reduce the torque fluctuation.

On the other hand, the hybrid control unit 84 determines that the AT calculated from the predetermined control equation when the traveling state determination unit 88 determines that the differential rotation speed ΔNc of the disengagement side engagement device is equal to or greater than the predetermined value ΔNc ′. based on the normal control of the input shaft torque T _aT, normally, as the control amount is obtained, it controls the aT input shaft torque T _aT. That is, when the differential rotational speed ΔNc of the disengagement side engagement device is equal to or greater than the predetermined value ΔNc ′, the shift shock is unlikely to be a problem, so that the AT input shaft torque T _AT is adjusted so that the control amount becomes normal. Increase the rate of increase. Thus, the hybrid control means 84 increases the rate of increase of the AT input shaft torque T _AT while the differential rotation speed ΔNc of the disengagement side engagement device is determined to be less than the predetermined value ΔNc ′, for example, by the traveling state determination means 88. On the other hand, if the differential rotation speed ΔNc of the disengagement side engagement device is determined to be greater than or equal to the predetermined value ΔNc ′ by the traveling state determination means 88, the countermeasure control is not performed, The AT input shaft torque T _AT is controlled so that a normal control amount of the AT input shaft torque T _AT calculated from a predetermined control equation is obtained.

From another viewpoint, as described above, the shift shock level (how to feel the shift shock) accompanying the output shaft torque fluctuation increases as the vehicle deceleration G detected as, for example, the longitudinal acceleration G of the vehicle increases. (In other words, it becomes easier to feel a shift shock), and it is considered that the smaller the vehicle deceleration G is, the smaller it becomes (it becomes difficult to feel the shift shock). Therefore, the vehicle deceleration G is originally difficult feeling the shift shock at a predetermined deceleration G 'less is also idea may not execute the measures for suppressing control the increase rate of the AT input shaft torque T _AT. Therefore, the traveling state determination unit 88 determines whether the vehicle deceleration G exceeds a predetermined deceleration G ′, for example. The predetermined deceleration G ′ is a countermeasure control execution determination value that is experimentally obtained and set in advance to determine that the countermeasure control needs to be executed, for example, because the shift shock level increases. Then, the hybrid control means 84, when the traveling state determining means 88 vehicle deceleration G is determined to exceed the predetermined deceleration G 'suppresses countermeasure control the increase rate of the AT input shaft torque T _AT Execute. On the other hand, when it is determined by the traveling state determination unit 88 that the vehicle deceleration G does not exceed the predetermined deceleration G ′, the hybrid control unit 84 calculates the AT input shaft torque T calculated from the predetermined control equation. based on the normal control of _aT, as usual, so that the control amount is obtained, it controls the aT input shaft torque T _aT. That is, when the vehicle deceleration G is small, the shift shock does not become a problem. Therefore, the coast downshift is executed as usual, and the countermeasure control for suppressing the rate of increase of the AT input shaft torque _TAT is not executed.

FIG. 12 is a flowchart for explaining a control operation for suppressing a shift shock at the time of a coast downshift accompanied by a rotation synchronous control executed by the AT input shaft torque T _AT, that is, a main part of the control operation of the electronic control unit 80. For example, it is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds. FIG. 13 is a time chart when the control operation shown in the flowchart of FIG. 12 is executed.

In FIG. 12, first, in step (hereinafter, step is omitted) SA10 corresponding to the traveling state determination means 88, the “D” position (range) is currently selected based on the shift position P _SH of the shift lever 52, for example. It is determined whether or not there is. If the determination at SA10 is affirmative, whether or not a coast downshift (for example, 2 → 1 coast downshift) in which rotation synchronization control is performed is being performed at SA20 corresponding to the traveling state determination means 88, for example. Determined. If the determination at SA20 is affirmative, at SA30 corresponding to the traveling state determination means 88, for example, it is determined whether or not the vehicle deceleration G exceeds a predetermined deceleration G ′. In SA40 corresponding to the hybrid control means 84 when the determination in SA30 is positive, for example, AT input shaft torque T when performing the rotation synchronization control of the input shaft rotational speed N _AT during the coast downshift of the automatic transmission portion 20 Countermeasure control for suppressing the rate of increase in _AT is executed (at time t1 in FIG. 13). Specifically, the control amount of the AT input shaft torque T _AT calculated from the predetermined controlled as normal control amount, the increase rate of the AT input shaft torque T _AT at the control quantity as the upper limit, the hydraulic oil temperature The rate of increase is reduced in accordance with at least one of TH _OIL , vehicle deceleration G, and hydraulic control components of the automatic transmission unit 20 and changes over time of the hydraulic oil. For example, the increase rate map shown in FIG. 11 based on the operating oil temperature TH _OIL and the vehicle deceleration G is set increase rate of AT input shaft torque T _AT, AT input shaft torque T so that its rate of increase _{The AT} is controlled. Also, to reflect the change over time in the rate of increase AT input shaft torque T _AT, AT input shaft torque T _AT rate of increase is changed by the learning control. In SA40, for example, when the differential rotational speed ΔNc of the disengagement side engagement device is determined to be less than the predetermined value ΔNc ′, the countermeasure control is executed (time t1 to time t2 in FIG. 13). differential rotation speed Nc of the release-side engagement device the countermeasure control is aborted if it is determined that the predetermined value Nc 'above, normal control of AT input shaft torque T _AT calculated from the predetermined controlled The AT input shaft torque T _AT is controlled so as to be obtained (from time t2 to time t4 in FIG. 13). On the other hand, if the determination at SA30 is negative in SA50 corresponding to the hybrid control means 84, for example, based on the normal control of AT input shaft torque T _AT calculated from the predetermined controlled, normally The AT input shaft torque T _AT is controlled so that the control amount is obtained. That is, when the vehicle deceleration G is small, the shift shock does not become a problem. Therefore, the countermeasure control is not performed, and the coast downshift shift control is performed as usual. When either one of the determination at SA10 and the determination at SA20 is negative, other control other than the control executed at SA40 or SA50 is executed at SA60.

In FIG. 13, the present embodiment reduces the rate of change (increase rate) of the AT input shaft torque T _AT compared to the conventional case (broken line) in which the AT input shaft torque T _AT is controlled so as to obtain a normal control amount. When the countermeasure control is executed (solid line), the output shaft torque fluctuation is reduced as compared with the case where the countermeasure control is not executed. In particular, in the embodiment of FIG. 13, countermeasure control is executed in a low rotation region where the differential rotation speed ΔNc at which a relatively large drag torque is generated is less than a predetermined value ΔNc ′. Also, with that AT input shaft torque T _AT change rate (increase rate) is reduced, the rising of the input shaft rotational speed N _AT of the automatic shifting portion 20 is conventional (dashed) compared to moderate as the ( Solid line).

As described above, according to this embodiment, when the coast downshift of the automatic transmission portion 20, toward the input shaft rotational speed N _AT from synchronous rotational speed before the coast downshift to the synchronous rotational speed after the coast downshift change The rate of change of the AT input shaft torque T _AT when executing the rotation synchronization control is such that the differential rotational speed ΔNc of the disengagement side engagement device involved in the coast downshift is relatively small compared to a large region, The output shaft caused by the AT input shaft torque T _AT transmitted to the output shaft 22 of the automatic transmission unit 20 due to the drag torque of the disengagement side engagement device involved in the coast downshift is relatively suppressed. since it is possible to suppress the torque variation, the shift cane during coast downshift with the rotation synchronization control executed by the aT input shaft torque T _aT Can be suppressed.

Further, according to this embodiment, when the differential rotation speed Nc of the release-side engagement device to participate in the coast downshift is less than the predetermined value Nc 'is the rate of change of AT input shaft torque T _AT (the increase rate) while relatively suppressed, When the rotational speed difference Nc of the release-side engagement device becomes a predetermined value Nc 'above, since relatively increase the rate of change aT input shaft torque T _aT, the release-side engagement device An area where the differential rotational speed ΔNc is less than the predetermined value ΔNc ′ where the magnitude of the drag torque is relatively large, or the differential rotational speed ΔNc where the magnitude of the drag torque is relatively small is greater than or equal to the predetermined value ΔNc ′. and respectively correspond to the region, it is possible to appropriately suppress the output shaft torque fluctuations originating from aT input shaft torque T _aT.

Further, according to the present embodiment, the rotation synchronization control is performed in accordance with at least one of the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the hydraulic control component of the automatic transmission unit 20 and the change over time of the hydraulic oil. Since the rate of change of the AT input shaft torque T _{AT at} the time of execution is changed, the drag torque of the disengagement side engagement device is determined by at least one of the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the change over time. The magnitude of the output shaft torque fluctuation based on the magnitude or the speed change shock level (how to feel the speed change shock) accompanying the output shaft torque fluctuation may be different, the hydraulic oil temperature TH _OIL , the vehicle deceleration G, And, according to at least one of the above-mentioned changes with time, it is possible to appropriately suppress the output shaft torque fluctuation caused by the AT input shaft torque T _AT .

In addition, according to the present embodiment, the AT input shaft torque T is decreased in accordance with the time change of the hydraulic control component of the automatic transmission unit 20 or the hydraulic oil as the hydraulic oil temperature TH _OIL is low, the vehicle deceleration G is large, or _Since the rate of increase in _AT is reduced, the AT input shaft torque T _AT when executing the rotation synchronization control according to at least one of the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the time-dependent change is determined. The rate of change can be changed appropriately.

  In addition, according to the present embodiment, since the automatic transmission unit 20 is in the power transmission cut-off state during the rotation synchronization control, it is possible to suppress the influence due to the shift of the automatic transmission unit 20 during the rotation synchronization control. That is, for example, complicated control is not required because torque is not transferred by releasing the disengagement-side engagement device and engagement of the engagement-side engagement device, such as clutch-to-clutch gear shifting. Easy to suppress shift shock.

Further, according to this embodiment, the power source unit 38 includes a second electric motor M2 and the engine 36 as a driving power source, the rotation synchronization control, only M2 torque T _M2, and the engine feedthrough torque M2 torque T _M2 Therefore, only the M2 torque T _M2 , the above total torque, or only the engine direct torque is suitably controlled, so that only the total torque or the engine direct torque is controlled as the AT input shaft torque T _AT . Synchronous control of the input shaft (transmission member 18) of the automatic transmission 20 can be performed.

Further, according to the present embodiment, in the practical vehicle power transmission device 10 including the differential unit 11 that functions as an electrical continuously variable transmission and the stepped automatic transmission unit 20, the power source unit An electronic control unit 80 capable of suppressing a shift shock at the time of a coast downshift accompanied by a rotation synchronization control executed by an AT input shaft torque _TAT applied from 38 is provided.

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

In such an embodiment, a relatively small area differential speed ΔNc of the release-side engagement device to participate in coast downshift as compared to the large area, when performing the rotation synchronization control of the input shaft rotational speed N _AT by relatively suppress the change rate of the aT input shaft torque T _aT, it suppressed the shift shock at the time of coast downshift with the rotation synchronization control executed by the aT input shaft torque T _aT. In the present embodiment, in place of the above-described embodiment, the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the hydraulic control component of the automatic transmission unit 20 or at least one of the changes over time of the hydraulic oil, by changing the change start time of the aT input shaft torque T _aT when performing the rotation synchronization control (change start timing), transmission of the coasting downshift with the rotation synchronization control executed by the aT input shaft torque T _aT Suppress shock. That is, the AT input shaft torque T _AT is increased for the rotation synchronization control, and the increase start timing is determined based on the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the hydraulic control components of the automatic transmission unit 20 and the hydraulic oil over time. Change according to at least one of the changes. In this embodiment, the concept of whether or not the vehicle deceleration G exceeds the predetermined deceleration G ′ is changed to the concept that the change start timing of the AT input shaft torque T _AT is changed according to the vehicle deceleration G. Shall be included.

Specifically, the hybrid control means 84 determines the predetermined oil pressure according to at least one of the hydraulic fluid temperature TH _OIL , the vehicle deceleration G, and the hydraulic control components of the automatic transmission unit 20 and the change over time of the hydraulic fluid. to change the rise start timing of the aT input shaft torque T _aT when the control amount of the aT input shaft torque T _aT calculated from the control equation for controlling the aT input shaft torque T _aT so as to obtain. For example, the lower the hydraulic oil temperature TH _{OIL, the} slower the response of the actual oil pressure to the oil pressure command value when releasing the disengagement side engagement device, and the lower the drag torque, and the greater the fluctuation in output shaft torque. In order to start the increase of the AT input shaft torque T _AT after the actual hydraulic pressure is surely released, the hybrid control means 84, for example, sets the timing for starting the increase of the AT input shaft torque T _{AT as} the hydraulic oil temperature TH _OIL is lower. Delay more from the start of shifting. Further, as described above, the greater the vehicle deceleration G, the greater the shift shock level (how to feel the shift shock) that accompanies the output shaft torque fluctuation. Therefore, the greater the vehicle deceleration G, the lower the actual oil pressure. to start the rise of the input shaft torque T _AT, the hybrid control means 84, for example, as the vehicle deceleration G is greater, delayed more the rise start timing of the AT input shaft torque T _AT from the shift start point. FIG. 14 is a change start timing map of the AT input shaft torque T _AT which is experimentally obtained and set in advance according to the hydraulic oil temperature TH _OIL and the vehicle deceleration G in order to suppress the output shaft torque fluctuation. . In the change start timing map of FIG. 14, for example, the start timing of the increase of the AT input shaft torque T _{AT at} the normal control amount is delayed from the shift start time in accordance with the hydraulic oil temperature TH _OIL and the vehicle deceleration G. , the increase start timing of the AT input shaft torque T _AT is set. That is, the delay / middle / early in the change start timing map of FIG. 14 is the relative delay from the shift start time. For example, the change start timing “early” is earlier than the shift start time. Absent. For example, the hybrid control unit 84 sets an increase start timing of the AT input shaft torque T _AT based on the hydraulic oil temperature TH _OIL and the vehicle deceleration G from a change start timing map as shown in FIG. Control of the AT input shaft torque T _AT is started at the start timing.

Further, the responsiveness of the actual hydraulic pressure with respect to the hydraulic pressure command value when releasing the disengagement side engagement device changes due to the temporal change of hydraulic control components and hydraulic oil of the automatic transmission unit 20, and the remaining torque capacity (drag torque) changes. there is a possibility. Therefore, if the response of the actual hydraulic pressure is slow in aging, it may be changed up start timing of the AT input shaft torque T _AT accordingly. For example, the hybrid control means 84, as the response of the actual hydraulic pressure becomes slow due to aging of the hydraulic control components and hydraulic fluid of the automatic shifting portion 20, to slow the rise start timing of the AT input shaft torque T _AT.

Specifically, the hybrid control means 84 determines the actual travel time based on a relationship that has been experimentally obtained and set in advance between the travel time and travel distance of the vehicle and the change in the actual hydraulic pressure response due to the change over time. The change in the response of the actual hydraulic pressure is calculated based on the travel distance, etc., and the AT input shaft torque TAT is taken into account based on the calculation result while taking into account the rising start timing according to the hydraulic oil temperature TH _OIL and the vehicle deceleration G Is set, and the AT input shaft torque T _AT is controlled at the start timing. Alternatively, when the hybrid control means 84 controls the AT input shaft torque T _{AT according to} the rise start timing of the AT input shaft torque T _AT set based on the hydraulic oil temperature TH _OIL and the vehicle deceleration G, for example, the actual output When the shaft torque fluctuation (for example, the vehicle acceleration G) exceeds the upper limit value (for example, the upper limit value of the vehicle acceleration G) that has been experimentally obtained and set as a control result, the output is output. The change with time may be reflected in the rise start timing of the AT input shaft torque T _AT by delaying the rise start timing of the AT input shaft torque T _AT by learning control so that the shaft torque fluctuation becomes small.

FIG. 15 is a flowchart for explaining a control operation for suppressing a shift shock at the time of a coast downshift accompanied by a rotation synchronous control executed by the AT input shaft torque T _AT, that is, a main part of the control operation of the electronic control unit 80. For example, it is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds. The flowchart of FIG. 15 is another embodiment corresponding to the flowchart of FIG. FIG. 16 is a time chart when the control operation shown in the flowchart of FIG. 15 is executed.

In FIG. 15, first, at SB 10 corresponding to the traveling state determination means 88, it is determined whether or not the “D” position (range) is currently selected based on, for example, the shift position P _SH of the shift lever 52. If the determination at SB10 is affirmative, whether or not a coast downshift (for example, 2 → 1 coast downshift) in which rotation synchronization control is performed is being performed at SB20 corresponding to the traveling state determination means 88, for example. Determined. In SB30 corresponding to the hybrid control means 84 when the determination in SB20 is positive, for example, AT input shaft torque T when performing the rotation synchronization control of the input shaft rotational speed N _AT during the coast downshift of the automatic transmission portion 20 Countermeasure control for delaying the _AT change start timing (rise start timing) is executed (after time t1 in FIG. 16). Specifically, the predetermined control is performed according to at least one of a plurality of vehicle states of the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the hydraulic control components of the automatic transmission unit 20 and the temporal change of the hydraulic oil. rise start timing of the aT input shaft torque T _aT in controlling the controlled variable aT input shaft torque T _aT so as to obtain an aT input shaft torque T _aT calculated from the formula is delayed from the transmission start time. For example, an increase start timing of the AT input shaft torque T _AT is set based on the hydraulic oil temperature TH _OIL and the vehicle deceleration G from the change start timing map as shown in FIG. Control of the input shaft torque T _AT is started (at time t2 in FIG. 16). Also, to reflect the change over time in the rise start timing of the AT input shaft torque T _AT, rise start timing of the AT input shaft torque T _AT is changed by the learning control. Further, for example, after the AT input shaft torque T _AT starts to increase, the AT input shaft torque T _AT is controlled so that the control amount of the AT input shaft torque T _AT calculated from the predetermined control equation can be obtained (FIG. 16 t2 to t4). When one of the determination at SB10 and the determination at SB20 is negative, other control other than the control executed at SB30, for example, is executed at SB40.

In FIG. 16, the change start timing (rise start timing) of the AT input shaft torque T _AT is delayed as compared with the case where the AT input shaft torque T _AT is controlled from the shift start time so as to obtain a normal control amount (broken line). When the countermeasure control of the present embodiment is executed (solid line), the output shaft torque fluctuation is reduced as compared with the case where the countermeasure control is not executed. Also, with that change the start timing of the AT input shaft torque T _AT is delayed, gradual ones in comparison with the input shaft rotational speed N rise of _AT is conventional automatic transmission portion 20 (dashed line) (solid line) Is done.

As described above, according to the present embodiment, at the time of the coast downshift, at least one of the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the hydraulic control components of the automatic transmission unit 20 and the change over time of the hydraulic oil. Accordingly, the change start timing of the AT input shaft torque T _AT when the rotation synchronization control is executed is changed, so that at least one of the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the time-dependent change is determined. The magnitude of the output shaft torque fluctuation based on the magnitude of the torque capacity (the drag torque) in the disengagement side engagement device involved in the coast downshift, or the speed change shock level (how to feel the speed change shock) associated with the output shaft torque fluctuation. For different possibilities, the coasting temperature TH _OIL , the vehicle deceleration G, and at least one of the changes over time, It is possible to suppress the output shaft torque fluctuations originating from AT input shaft torque T _AT is transmitted to the output shaft 22 of the automatic shifting portion 20 due to the torque capacity of the disengagement side engagement device to participate in Unshifuto Therefore, it is possible to suppress the above-described exemplary in the same manner as in the example, the shift shock at the time of coast downshift with the rotation synchronization control executed by the aT input shaft torque T _aT.

In addition, according to the present embodiment, the AT input shaft torque T is decreased in accordance with the time change of the hydraulic control component of the automatic transmission unit 20 or the hydraulic oil as the hydraulic oil temperature TH _OIL is low, the vehicle deceleration G is large, or _{Since the AT} rise start time is delayed, the AT input shaft torque T _AT when the rotation synchronization control is executed according to at least one of the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the change with time. The change start time can be changed appropriately.

In the first and second embodiments described above, the power source unit 38 includes the differential unit 11 and the engine 36, and includes the second electric motor M2 and the engine 36 as driving force sources. Instead of this, another power source unit can be adopted. That is, the power source unit may be any power source unit that can output a torque to be controlled as the AT input shaft torque T _AT when executing the rotation synchronization control during the coast downshift. For example, it may be a vehicle including at least a transmission unit in which a plurality of transmission ratios are established in stages and an electric motor connected to an input side rotation member of the transmission unit so as to be able to transmit power.

FIG. 17 is a schematic diagram illustrating another embodiment of a power source unit to which the present invention is applied. In FIG. 17A, a vehicle 100 includes, for example, a power source unit 102 and an automatic transmission unit that is connected in series via an input shaft 104 through a power transmission path between the power source unit 102 and the drive wheels 34. 20 is a hybrid vehicle including an output shaft 22 connected in series to the automatic transmission unit 20. In the embodiment of FIG. 17A, the power source unit 102 includes an engine 36 and an electric motor M that are connected to the input shaft 104 of the automatic transmission unit 20 so as to be able to transmit power as a driving force source. Yes. Thus, for example, the output torque of the electric motor M M torque T _M alone, can be controlled sum torque with M torque T _M and the engine torque T _E, or only the engine torque T _E as AT input shaft torque T _AT It is. Therefore, at the time of the coast downshift, the synchronization control unit 86, for example, sets the power transmission path in the automatic transmission unit 20 to the released state, and outputs torque (M torque T _M and / or engine torque T _{E that} can be output from the power source unit 102). run by the AT input shaft torque T _AT applied from the power source unit 102, the rotation synchronization control for synchronizing the synchronous rotational speed after the downshift input shaft rotational speed N _AT of the automatic shifting portion 20 based on the torque) of .

In FIG. 17B, the vehicle 110 is, for example, an automatic power source unit 112 and a power transmission path between the power source unit 112 and the drive wheels 34 that are connected in series via the input shaft 114. The electric vehicle includes a transmission unit 20 and an output shaft 22 connected to the automatic transmission unit 20 in series. In the embodiment of FIG. 17B, the power source unit 112 includes an electric motor M that is connected to the input shaft 114 of the automatic transmission unit 20 as a driving force source so that power can be transmitted. Thereby, for example, only the M torque T _M can be controlled as the AT input shaft torque T _AT . Therefore, at the time of coast downshift, the synchronization control means 86 makes the power source section based on the torque (only M torque T _M ) that can be output from the power source section 112 with the power transmission path in the automatic transmission section 20 in the released state, for example. the AT input shaft torque T _AT applied from 112 to perform the rotation synchronization control for synchronizing the input shaft rotational speed N _AT of the automatic shifting portion 20 to the synchronous rotational speed after the downshift.

  As described above, according to the present embodiment, since the power source unit 38 is merely replaced with the power source unit 102 or the power source unit 112, the same effect as the above-described embodiment can be obtained.

In addition, according to the present embodiment, the power source unit 102 includes the electric motor M and the engine 36 that are connected to the input shaft 104 of the automatic transmission unit 20 as a driving force source so as to be able to transmit power. is, M torque _{T M} only, the total torque of the M torque _{T M} and the engine torque _{T E,} or only the engine torque _{T E,} since it is performed by controlling the AT input shaft torque _{T AT,} M torque _{T M} the total torque, or only a by suitably controlling the engine torque T _E, it is possible to implement a synchronous control of the input shaft 104 of the automatic shifting portion 20. Alternatively, the power source unit 112 includes an electric motor M coupled as a driving force source to the input shaft 114 of the automatic transmission unit 20 so as to be able to transmit power, and the rotation synchronization control is performed by using only the M torque T _M as the AT input shaft torque T. because it is carried out by controlling the _aT, by suitably controlling only M torque T _M, it is possible to implement the synchronization control of the input shaft 114 of the automatic shifting portion 20.

Further, according to the present embodiment, in a practical vehicle 100 composed of the engine 36, the electric motor M, and the stepped automatic transmission unit 20, it is executed by the AT input shaft torque T _AT applied from the power source unit 102. There is provided an electronic control unit 80 capable of suppressing a shift shock at the time of a coast downshift accompanied by rotation synchronization control. Alternatively, in a practical vehicle 110 composed of the electric motor M and the stepped automatic transmission 20, a coast downshift with rotation synchronization control executed by the AT input shaft torque T _AT applied from the power source 112. An electronic control unit 80 capable of suppressing the shift shock at the time is provided.

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

  For example, in the above-described embodiments, each embodiment is implemented independently. However, the above embodiments are not necessarily implemented independently, and may be implemented in combination as appropriate.

  In the above-described embodiment, a 2 → 1 coast downshift from the second gear to the first gear is exemplified as the coast downshift. However, the present invention is not limited to this. A jump coast downshift from the third gear to the first gear may be used. In short, the present invention can be applied as appropriate as long as it is a coast downshift in which rotation synchronization control is performed.

In the first embodiment, when it is determined that the vehicle deceleration G does not exceed the predetermined deceleration G ′, normal control of the AT input shaft torque T _AT calculated from the predetermined control equation is performed. based on the amount, as usual, so that the control amount is obtained, to control the aT input shaft torque _{T aT} (e.g. SA50 in FIG. 12), even in the control of aT input shaft torque _{T aT} of the usual, The rate of increase of the AT input shaft torque T _AT may be reduced in accordance with changes over time of the hydraulic oil temperature TH _OIL , the hydraulic control parts of the automatic transmission unit 20 and the hydraulic oil.

In the first embodiment, the rate of change of the AT input shaft torque T _AT is changed based on the determination result as to whether or not the vehicle deceleration G exceeds the predetermined deceleration G ′. It is not necessary to determine whether or not exceeds the predetermined deceleration G ′. For example, in the first embodiment, as in the second embodiment, the concept of whether or not the vehicle deceleration G exceeds a predetermined deceleration G ′ is determined based on the AT input shaft torque T according to the vehicle deceleration G. _{In addition} to the concept of changing the rate of change of AT, for example, it may be reflected in an increase rate map of AT input shaft torque in FIG. In such a case, in the flowchart of FIG. 12, for example, as in the flowchart of FIG. 15, step SA30 for determining whether the vehicle deceleration G exceeds the predetermined deceleration G ′ is not provided, and SA40 and SA50 are not provided. In place of the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the hydraulic control component of the automatic transmission unit 20 or at least one of a plurality of vehicle states of hydraulic oil over time, for example. The step of changing the rate of change of the AT input shaft torque T _AT when executing the synchronous control is provided.

Further, in the flowchart (SA40) of FIG. 12 of the first embodiment and the time chart of FIG. 13, in the low rotation region where the differential rotational speed ΔNc at which particularly large drag torque is generated is less than the predetermined value ΔNc ′, AT It was inhibited rate of change of the input shaft torque T _aT (increase rate), the low-speed region only suppress the change rate of the aT input shaft torque T _aT in (executing the countermeasure control) as well, other than this Also in the region, for example, the rate of change of the AT input shaft torque T _AT is set according to at least one of the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the hydraulic control components of the automatic transmission unit 20 and the change over time of the hydraulic oil. It may be changed.

In the second embodiment described above, the rotation synchronization control is performed in accordance with at least one of the hydraulic oil temperature TH _OIL , the vehicle deceleration G, and the hydraulic control components of the automatic transmission unit 20 and the change over time of the hydraulic oil. It was changed up start timing of the AT input shaft torque T _AT in executing, in addition to this, further, the hydraulic oil temperature TH _oIL, vehicle deceleration G, and the automatic transmission portion 20 a hydraulic control components and hydraulic oil The rate of change of the AT input shaft torque T _AT may be changed according to at least one of the changes over time.

In the above-described embodiment, the AT input based on the hydraulic oil temperature TH _OIL and the vehicle deceleration G from the AT input shaft torque increase rate map of FIG. 11 and the AT input shaft torque change start timing map of FIG. change rate of change of shaft torque T _AT or has been changed up start timing of the AT input shaft torque T _AT, not limited to this, for example, rate of change or increase start timing of AT input shaft torque T _AT by learning control, etc. May be changed as appropriate.

  Further, in the power source unit 102 in the vehicle 100 of the above-described embodiment, the electric motor M is provided in series on the rear stage side of the engine 36, but the electric motor M may be provided in series on the front stage side of the engine 36. . Moreover, the structure provided with the engagement apparatus which can connect / disconnect a power transmission path | route between the engine 36 and the electric motor M may be sufficient.

  Further, in the vehicles 100 and 110 according to the above-described embodiments, the power source units 102 and 112 and the automatic transmission unit 20 are directly connected to each other, but are connected via an engaging device that can connect and disconnect the power transmission path. It may be. Moreover, the structure which equips the front | former stage part with fluid transmission apparatuses, such as a torque converter and a fluid coupling, may be sufficient as the automatic transmission part 20. FIG. In such a case, the present invention can be applied when a lockup clutch that can be directly connected between the input and output of the fluid transmission device is engaged (slip state or completely engaged state).

  Further, in the above-described embodiment, by controlling the operating state of the first electric motor M1, the differential unit 11 (power distribution mechanism 16) continuously changes its speed ratio γ0 from the minimum value γ0min to the maximum value γ0max. 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 36 and the differential unit 11 are directly connected, but the engine 36 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 36 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 a power transmission path from the engine 36 to the drive wheel 34, and the motor and the engine 36 may be connected so as to transmit power 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 motor M1 and the transmission member 18 (second motor M2). It may be a differential gear device operatively connected to the motor.

  In the above-described embodiment, the engine 36 is connected to the first rotating element RE1 constituting the differential planetary gear unit 24 so that power can be transmitted, and the first motor M1 is transmitted to the second rotating element RE2. The power transmission path to the drive wheel 34 is connected to the third rotating element RE3, but, for example, two or more planetary gear devices are connected to each other by some rotating elements constituting the third rotating element RE3. The engine, the electric motor, and the driving wheel are connected to the rotating element of the planetary gear device so as to be able to transmit power, and the stepped transmission is controlled by the clutch or brake connected to the rotating element of the planetary gear device. The present invention is also applied to a configuration that can be switched to a continuously variable transmission.

  Further, in the above-described embodiment, the 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 coupled to the engine 36, the differential sun gear S0 is coupled to the first electric motor M1, and the differential ring gear R0 is coupled to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 36, the first electric motor M1, and the transmission member 18 are the three elements CA0, S0, R0 of the differential planetary gear unit 24. It may be connected to any of these.

  Further, in the above-described embodiment, the engine 36 is directly connected to the input shaft 14, but it is only necessary to be operatively connected through, for example, a gear, a belt, etc. 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.

  Further, the second electric motor M2 of the above-described embodiment is connected to the transmission member 18 that constitutes a part of the power transmission path from the engine 36 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 addition, the shift operating device 50 of the above-described embodiment includes the shift lever 52 that is operated to select a plurality of types of shift positions P _SH. Instead of the shift lever 52, for example, a push button type Switches that can select multiple types of shift positions P _SH , such as switches and slide switches, or devices and foot operations that can switch between multiple types of shift positions P _SH in response to the driver's voice regardless of manual operation the may be a plurality of shift positions P _SH is switched or the like. In addition, the shift range is set by operating the shift lever 52 to the “M” position, but the gear stage is set, that is, the highest speed gear stage of each shift range is set as the gear stage. May be. In this case, in the automatic transmission unit 20, the gear stage is switched and the shift is executed. For example, when the shift lever 52 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the automatic transmission unit 20 is in any one of the first to fourth gear positions. Is set according to the operation of the shift lever 52.

  In addition, each of the above-described embodiments can be implemented in combination with each other, for example, by setting priorities.

  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.

10: Vehicle power transmission device 11: Differential unit 16: Power distribution mechanism (differential mechanism)
18: Transmission member (input shaft of transmission)
20: Automatic transmission unit (transmission unit)
36: Engine 38, 102, 112: Power source unit 80: Electronic control device (control device)
104, 114: input shaft (input shaft of transmission)
B: Brake (hydraulic friction engagement device, hydraulic control parts)
C: Clutch (hydraulic friction engagement device, hydraulic control component)
M: electric motor M1: first electric motor (differential electric motor)
M2: Second electric motor (electric motor)

Claims (12)

A speed change portion in which a speed change is executed by engagement and release of a hydraulic friction engagement device and a plurality of speed change ratios are established stepwise, and a power source portion connected to an input shaft of the speed change portion so as to be able to transmit power The input shaft rotational speed of the transmission unit is changed from the synchronous rotational speed before the shift to the synchronous rotational speed after the shift by the input shaft torque of the transmission unit applied from the power source unit during the coast downshift. A control device for a vehicle power transmission device that executes rotation synchronous control.
During the coast downshift, the rate of change of the input shaft torque when the rotation synchronization control is executed is large in a region where the differential rotational speed of the disengagement hydraulic friction engagement device involved in the coast downshift is relatively small. A control device for a vehicle power transmission device, characterized by being relatively suppressed as compared with a region.   When the differential rotational speed of the release side hydraulic friction engagement device involved in the coast downshift is less than a predetermined value, the rate of change of the input shaft torque is relatively suppressed while the release side hydraulic friction engagement device is 2. The control device for a vehicle power transmission device according to claim 1, wherein the rate of change of the input shaft torque is relatively increased when the differential rotational speed of the combined device becomes equal to or greater than a predetermined value.   The input shaft torque according to at least one of a temperature of hydraulic oil for operating the hydraulic friction engagement device, a vehicle deceleration, and a hydraulic control component of the transmission unit and a change with time of the hydraulic oil. The control device for a vehicle power transmission device according to claim 1 or 2, wherein a change rate of the vehicle is changed.   The rate of increase of the input shaft torque is reduced as the temperature of the hydraulic oil is lower, the deceleration of the vehicle is higher, or the hydraulic control components of the transmission unit and the change over time of the hydraulic oil. The control device for a vehicle power transmission device according to claim 3. A speed change portion in which a speed change is executed by engagement and release of a hydraulic friction engagement device and a plurality of speed change ratios are established stepwise, and a power source portion connected to an input shaft of the speed change portion so as to be able to transmit power The input shaft rotational speed of the transmission unit is changed from the synchronous rotational speed before the shift to the synchronous rotational speed after the shift by the input shaft torque of the transmission unit applied from the power source unit during the coast downshift. A control device for a vehicle power transmission device that executes rotation synchronous control.
At the time of the coast downshift, depending on at least one of the temperature of the hydraulic oil for operating the hydraulic friction engagement device, the vehicle deceleration, and the hydraulic control component of the transmission unit and the change over time of the hydraulic oil Then, the control device for the vehicle power transmission device is configured to change a change start time of the input shaft torque when the rotation synchronization control is executed.   The input shaft torque change start timing is delayed as the hydraulic oil temperature is lower, the vehicle deceleration is higher, or the hydraulic control component of the transmission unit or the change over time of the hydraulic oil is characterized. The control device for a vehicle power transmission device according to claim 5.   7. The vehicle power according to claim 1, wherein during the rotation synchronization control, the power transmission path in the transmission unit is released and the transmission unit is in a power transmission cutoff state. Control device for transmission device. The power source unit includes a motor as a driving force source, or includes a motor and an engine,
The rotation synchronization control is performed by controlling the output torque of the electric motor or the total torque of the output torque of the electric motor and the output torque of the engine as the input shaft torque. The control device for a vehicle power transmission device according to any one of 1 to 7.   The power source unit includes a differential unit having an electric motor connected to an input shaft of the transmission unit so as to be able to transmit power, and an engine connected to the differential unit so as to be able to transmit power. The control device for a vehicle power transmission device according to any one of claims 1 to 8.   The differential section includes 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, and the operating state of the differential motor is 10. The control device for a vehicle power transmission device according to claim 9, wherein the control device operates as an electric continuously variable transmission by being controlled to control a differential state of the differential mechanism.   9. The vehicle power according to claim 1, wherein the power source unit includes an engine and an electric motor that are coupled to an input shaft of the transmission unit so as to transmit power. 10. Control device for transmission device.   9. The control of a vehicle power transmission device according to claim 1, wherein the power source unit includes an electric motor connected to an input shaft of the transmission unit so as to be able to transmit power. apparatus.

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