JP2014144659A - Control unit of vehicular transmission system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control unit making it possible to suppress a delay in shifting gears of a mechanical gearshift mechanism or a shock derived from the shifting of gears, which occurs during the shifting of gears of the mechanical gearshift mechanism, even when charging or discharging of a battery is restricted.SOLUTION: When a variation in a power balance between charging and discharging of a battery 26 to be performed during shifting of gears of an automatic transmission 18 is deflected toward the charging side rather than the discharging side, a power balance target value ΔPaim (power balance target value during shifting of gears) is corrected to be a value on the discharging side. Therefore, the variation in the power balance between the charging and discharging of the battery 26 to be performed during the shifting of gears is displaced to the discharging side. A balance of the variation in the power balance between the charging and discharging of the battery, which are performed during a gear shifting period, between the charging side and discharging side is improved. Even when the charging or discharging of the battery 26 is restricted, a restriction imposed on torque control activities of a first electric motor MG1 and a second electric motor MG2 in order to suppress a variation in an output torque of the automatic transmission 18 during the shifting of gears of the automatic transmission 18 is further diminished. A delay in the shifting of gears of the automatic transmission 18 or a shock derived from the shifting of gears is further suppressed.

Description

  The present invention relates to a control device for a vehicle power transmission device including an electric transmission mechanism having a differential mechanism and a mechanical transmission mechanism in series, and in particular, the power balance of a battery is limited when shifting the mechanical transmission mechanism. The present invention also relates to a technique for suppressing the delay of the shift of the mechanical transmission mechanism and the occurrence of a shift shock.

  A first rotating element to which the engine is connected to transmit power, a second rotating element to which the first motor is connected to transmit power, and a third rotating element that is an output rotating member to which the second motor is connected to transmit power An electric transmission mechanism having a differential mechanism having three rotating elements, and a mechanical transmission mechanism constituting a part of a power transmission path between an output rotating member of the electric transmission mechanism and a drive wheel. A vehicular power transmission device is known. For example, the vehicle drive device described in Patent Document 1 is that. In such a vehicle power transmission device, the engine output torque at the time of shifting of the mechanical transmission mechanism, the torque of the first electric motor and the second electric motor, and the like are controlled, so that the output of the mechanical transmission mechanism called a shift shock is output. Torque fluctuations, that is, changes in vehicle driving torque are suppressed.

JP 2006009657 A

  By the way, a battery that supplies electric power to the first electric motor and the second electric motor or stores regenerative electric power that is output from the first electric motor and the second electric motor, In some cases, the maximum value of the power discharge amount is reduced, and the charging power and discharging power for the battery are limited more than usual. In such a case, the torque of the first electric motor and the second electric motor that are torque-controlled at the time of shifting of the mechanical transmission mechanism is limited, and fluctuations in the output torque of the mechanical transmission mechanism, that is, driving of the vehicle as intended. The torque change cannot be suppressed by the torque control of the first motor and the second motor, and it may not be possible to sufficiently suppress the shift time from being increased or the shift shock from being generated. In particular, when the rotational speeds of the first electric motor and the second electric motor greatly change during the shift of the mechanical transmission mechanism, such inconvenience becomes significant.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicular power transmission device including an electric transmission mechanism and a mechanical transmission mechanism when shifting the mechanical transmission mechanism. Another object of the present invention is to provide a control device capable of suppressing a shift delay and a shift shock of a mechanical transmission mechanism even when charging / discharging of a battery is restricted.

  To achieve the above object, the gist of the present invention is that: (a) a first rotating element to which the engine is connected so that power can be transmitted; and a second rotating element to which the differential motor is connected so that power can be transmitted; The difference is obtained by providing a differential mechanism having three rotating elements with a third rotating element that is an output rotating member to which the driving motor is connected so as to be able to transmit power, and controlling the operating state of the differential motor. An electric transmission mechanism in which a differential state of the dynamic mechanism is controlled, and a mechanical transmission mechanism that constitutes a part of a power transmission path between an output rotating member of the electric transmission mechanism and a drive wheel, Control of a vehicle power transmission device that performs torque control of the first motor and the second motor so that the charge / discharge power balance of the battery during shifting of the mechanical transmission mechanism converges to a predetermined power balance target value during shifting. A device, (b) The serial shift in power balance target value is to set therebetween based on the upper limit value and a predetermined lower limit value of the charge-discharge electric power of the battery.

  In this way, since the power balance target value during shifting is set between the upper and lower limits of the charging / discharging power of the battery, charging / discharging of the battery is limited. Even when the mechanical transmission mechanism shifts, there is less restriction on the torque control operation of the first motor and the second motor for suppressing the output torque fluctuation of the mechanical transmission mechanism, and the shift of the mechanical transmission mechanism is reduced. Delay and shift shock are suppressed.

  Here, preferably, when fluctuations in the charge / discharge power balance of the battery during shifting of the mechanical transmission mechanism are biased toward the charging side rather than the discharging side, the power balance target value during shifting is set to the value on the discharging side. Correct so that In this way, the fluctuation in the charge / discharge power balance of the battery during the shift of the mechanical transmission mechanism is shifted to the discharge side. Since the balance to the discharge side is improved, even when charging / discharging of the battery is restricted, the first electric motor and the second electric motor for suppressing the output torque fluctuation of the mechanical transmission mechanism during the shift of the mechanical transmission mechanism The restriction on the torque control operation of the electric motor is further reduced, and the shift delay and shift shock of the mechanical transmission mechanism are further suppressed.

  Preferably, the bias of fluctuation of the charge / discharge power balance of the battery during the shift of the mechanical transmission mechanism is based on at least one of an actual shift speed, a vehicle speed, and an accelerator opening from a previously stored relationship. Determined. In this way, there is an advantage that the bias of the fluctuation of the charge / discharge power balance of the battery during the shift is determined prior to the shift of the mechanical transmission mechanism.

  Preferably, the power balance target value during shifting is based on a median value of a predetermined upper limit value and lower limit value of charge / discharge power of the battery. In this way, even when the charging / discharging of the battery is restricted, the torque control operation of the first electric motor and the second electric motor for suppressing the output torque fluctuation of the mechanical transmission mechanism during the shift of the mechanical transmission mechanism. Thus, the delay of the shift of the mechanical transmission mechanism and the shift shock are suppressed.

  Preferably, the power balance target value during the shift is a basic value that is a median value of a predetermined upper limit value and a lower limit value of the charge / discharge power of the battery, and the fluctuation of the charge / discharge power balance during the shift. It is corrected based on the bias. In this way, even when the charging / discharging of the battery is restricted, the torque control operation of the first electric motor and the second electric motor for suppressing the output torque fluctuation of the mechanical transmission mechanism during the shift of the mechanical transmission mechanism. Therefore, the delay of the shift of the mechanical transmission mechanism and the shift shock are further suppressed.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining the schematic structure of the power transmission device for vehicles which comprises the vehicle to which this invention is applied, and is a figure explaining the principal part of the control system provided in the vehicle. It is a collinear diagram showing the relative relationship of the rotational speed of each rotation element in the vehicle power transmission device. It is an engagement action | operation chart explaining the relationship between the speed change action | operation of an automatic transmission, and the combination of the action | operation of the hydraulic friction engagement apparatus used for it. It is a functional block diagram explaining the principal part of the control function by an electronic control apparatus. It is a figure explaining the control which performs movement of an engine operating point, and shift control of an automatic transmission simultaneously. It is a time chart explaining the action | operation of the control which performs the movement control of an engine, and the shift control of an automatic transmission simultaneously. It is a figure explaining the input output limitation characteristic with respect to the temperature of the battery mounted in the vehicle of FIG. It is a flowchart explaining the principal part of the control action by the electronic control apparatus of FIG. It is a time chart explaining the principal part of the control action by the electronic controller of FIG.

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

  FIG. 1 is a diagram illustrating a hybrid vehicle (hereinafter referred to as a vehicle) 10 to which the present invention is preferably applied. A vehicle 10 shown in FIG. 1 includes a power distribution mechanism 16 that distributes power output from an engine 12 as a main power source to a first motor MG1 as a differential motor and a transmission member 14 as an output rotating member. , A second electric motor MG2 as a traveling motor operatively coupled to the transmission member 14 so that the power can be transmitted, and a power transmission path between the power distribution mechanism 16 (transmission member 14) and the drive wheels 22. A vehicle power transmission device (hereinafter referred to as a power transmission device) 11 having an automatic transmission 18 as a mechanical transmission mechanism that constitutes a part is configured. The power transmission device 11 is suitably used for an FR (front engine / rear drive) vehicle or the like, and torque output from the engine 12 or the second electric motor MG2 is transmitted to the transmission member 14, and the transmission member. Torque is transmitted from 14 to a pair of left and right rear wheels (drive wheels) 22 through an automatic transmission 18 and a differential gear device 20. Since the power transmission device 11 is configured symmetrically with respect to its center line, FIG. 1 does not show half of them. The transmission member 14 is also an AT input shaft 14 as an input rotation member of the automatic transmission 18. The first electric motor MG1 and the second electric motor MG2 are composed of, for example, a generator and a motor generator that can function as an electric motor.

  Further, the vehicle 10 is provided with an electronic control device 50 including a control device that executes various controls of the power transmission device 11, for example. The electronic control unit 50 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, for example, and the CPU stores a program stored in the ROM in advance using a temporary storage function of the RAM. Various control of the vehicle 10 is executed by performing signal processing according to the above. For example, the electronic control unit 50 is configured to execute output control of the engine 12, output control including regeneration control of the first motor MG1 and second motor MG2, shift control of the automatic transmission 18, and the like. Depending on the situation, it is divided into an engine control, a motor generator control, a shift control and the like.

  The engine 12 is a main power source of the vehicle 10, and is a known internal combustion engine that outputs power by burning predetermined fuel, such as a gasoline engine or a diesel engine. The engine 12 is controlled by an electronic control unit 50, for example, by electrically controlling the operating state such as the throttle valve opening θth or the intake air amount QAIR, the fuel supply amount, the ignition timing, and the like. ) Te is controlled.

  The first electric motor MG1 and the second electric motor MG2 are, for example, synchronous motors having at least one of a function as an electric motor (motor) for generating a drive torque and a function as a generator (generator), and preferably A motor generator that is selectively operated as a motor or a generator. The first motor MG1 and the second motor MG2 are connected to a battery 26 such as a lead battery, a nickel metal hydride battery, or a lithium ion battery via an inverter 24, for example, and the inverter 24 is controlled by the electronic control unit 50. Thus, the output torque or regenerative torque (MG1 torque Tg, MG2 torque Tm) of each of the first electric motor MG1 and the second electric motor MG2 is controlled.

  The power distribution mechanism 16 includes a sun gear S0, a ring gear R0 arranged concentrically with the sun gear S0, and a carrier CA0 that supports the sun gear S0 and the pinion gear P0 meshing with the sun gear S0 and the ring gear R0 so as to rotate and revolve. It is comprised from the well-known single pinion type planetary gear apparatus 28 provided as a rotating element (rotating member), and functions as a differential mechanism which produces a differential action. The planetary gear device 28 is provided concentrically with the engine 12 and the automatic transmission 18. In the power transmission device 11, the crankshaft 30 of the engine 12 is connected to the carrier CA0 of the power distribution mechanism 16 via a damper (not shown). On the other hand, the first motor MG1 is connected to the sun gear S0, and the transmission member 14 is connected to the ring gear R0. In the power distribution mechanism 16, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

  The relative relationship between the rotational speeds of the rotating elements in the power distribution mechanism 16 is shown by the alignment chart of FIG. In this alignment chart, the vertical axis S (generator axis; g axis), the vertical axis CA (engine axis; e axis), and the vertical axis R (motor axis; m axis) indicate the rotational speed of the sun gear S0 and the carrier CA0. The rotation speed and the rotation speed of the ring gear R0 are axes respectively represented by the vertical axis S, the vertical axis CA, and the vertical axis R, where the interval between the vertical axis S and the vertical axis CA is 1. The distance between the vertical axis CA and the vertical axis R is set to be ρ0 (that is, the gear ratio (planetary gear ratio) ρ0 of the planetary gear unit 28 ρ0 = the number of teeth Zs of the sun gear S0 / the number of teeth Zr of the ring gear R0). is there. In such a power distribution mechanism 16, when a reaction torque, which is a negative torque by the first electric motor MG1, is input to the sun gear S0 in a positive rotation with respect to the engine torque Te input to the carrier CA0, an output element is obtained. In the ring gear R0, an engine direct torque Td (= Te / (1 + ρ0) = (1 / ρ0) × Tg) that becomes a positive torque in the forward rotation appears. At this time, the first electric motor MG1 that generates negative torque in the positive rotation functions as a generator. That is, the carrier CA0 as the first rotating element RE1 to which the engine 12 is connected so that power can be transmitted and the sun gear S0 and the second motor MG2 as the second rotating element RE2 to which power can be transmitted are connected to the power. A power distribution mechanism 16 having three rotation elements with a ring gear R0 as a third rotation element RE3, which is an output rotation member connected so as to be able to transmit, is provided, and power is controlled by controlling the operating state of the first electric motor MG1. An electric continuously variable transmission 17 (see FIG. 1) is configured as an electric transmission mechanism (electric differential mechanism) in which the differential state of the distribution mechanism 16 is controlled. In other words, the engine 12 includes a power distribution mechanism 16 as a differential mechanism that is coupled so that power can be transmitted, and a first motor MG1 that is coupled to the power distribution mechanism 16 so that power can be transmitted. By controlling the state, an electric continuously variable transmission 17 is configured in which the differential state of the power distribution mechanism 16 is controlled. Therefore, the electric continuously variable transmission 17 has a speed ratio γ0 (= rotational speed of the engine 12 (hereinafter referred to as engine rotational speed) Ne / rotational speed of the AT input shaft 14 (hereinafter referred to as AT input rotational speed) Nat). It functions as an electric transmission mechanism that changes continuously in stages.

  In the electric continuously variable transmission 17, the rotational state of the ring gear R 0 (the rotational speed of the second electric motor MG 2 (hereinafter referred to as MG 2 rotational speed) Nm) is controlled by controlling the differential state of the power distribution mechanism 16. When it is constant, the engine rotational speed Ne can be changed continuously (steplessly) by increasing or decreasing the rotational speed (hereinafter referred to as MG1 rotational speed) Ng of the first electric motor MG1. Further, by controlling the first electric motor MG1 and causing the power distribution mechanism 16 to function as a continuously variable transmission, for example, the operating point of the engine 12 with the best fuel efficiency (for example, the engine rotational speed Ne and the engine torque Te is determined). The engine 12 can be operated along an operating point of the engine 12 (hereinafter referred to as an engine operating point). Further, at this time, in the vehicle 10, for example, the electric energy generated by the first electric motor MG1 is supplied to the battery 26 and the second electric motor MG2 through the inverter 24, so that the main part of the power of the engine 12 is the machine direct torque Td. Is transmitted to the AT input shaft 14. On the other hand, a part of the motive power of the engine 12 is consumed for power generation by the first electric motor MG1 and converted there to electric energy, and part or all of the electric energy is passed to the battery 26 and the second electric motor MG2 through the inverter 24. The driving force output from the second electric motor MG2 is transmitted to the AT input shaft 14 by electric energy such as the generated electric power of the first electric motor MG1 and the electric power of the battery 26. A part of the motive power of the engine 12 is converted into electric energy by equipment related from generation of electric energy by the first electric motor MG1 related to power generation to consumption by the second electric motor MG2 related to driving, and the electric energy is converted into electric energy. An electrical path is formed until it is converted into mechanical energy.

  Returning to FIG. 1, the automatic transmission 18 is provided in series with the transmission member 14, which is the output rotation member of the electric continuously variable transmission 17, in the housing 32, which is a non-rotating member. This is a known planetary gear type multi-stage transmission that functions as a stepped automatic transmission that includes a gear device and mechanically sets a plurality of gear ratios (gear ratios) in stages. The automatic transmission 18 is shown in the engagement operation table of FIG. 3 according to the driver's accelerator operation, the vehicle speed V, etc. by the engagement release control of the clutches C1, C2 and the brakes B1, B2, B3, for example. Each of the four forward gears and the reverse one gear is established. The clutches C1, C2 and the brakes B1, B2, B3 are constituted by, for example, a hydraulic friction engagement device that is operated by a hydraulic actuator. As shown in the collinear diagram of FIG. 2, in the automatic transmission 18, when any of the shift stages is formed by the engagement release control of the hydraulic friction engagement device, the torque on the m-axis, that is, The input transmission (AT input torque) Tat of the automatic transmission 18 is increased or decreased in accordance with the speed ratio γat (= Nat / AT output shaft 34 rotational speed (hereinafter referred to as AT output rotational speed) Nout) at that time. The output torque of the automatic transmission 18, that is, the output torque Tout of the power transmission device 11 is transmitted to the AT output shaft 34, which is an output rotating member 18. The AT input torque Tat is a combined torque of a mechanically transmitted engine direct torque Td and an MG2 torque Tm driven by electric power transmitted via an electric path.

  Returning to FIG. 1, the electronic control unit 50 includes, for example, a signal indicating the engine rotation speed Ne (rpm) detected by the engine rotation speed sensor 52 and the MG1 rotation speed Ng (detected by the first motor rotation speed sensor 54. rpm), a signal representing the MG2 rotational speed Nm (rpm) detected by the second motor rotational speed sensor 56, that is, a signal representing the AT input rotational speed Nat (rpm), and the vehicle speed V detected by the output shaft rotational speed sensor 58. A signal representing the corresponding AT output rotation speed Nout (rpm), an accelerator opening that is an operation amount of an accelerator pedal as a driving force request amount (driver request output) to the vehicle 10 detected by the driver by the accelerator opening sensor 60 A signal indicating Acc (%), which is controlled to a degree of opening corresponding to the accelerator opening Acc by a throttle actuator (not shown). A signal representing the throttle valve opening θth (%), which is the opening of the electronic throttle valve detected by the throttle sensor 62, and a signal representing the intake air amount Q / N of the engine 12 detected by the intake air amount sensor 64 , A signal indicating a brake operation amount Bra, which is an operation amount of a brake pedal as a braking force request amount (driver required deceleration) for the vehicle 10 detected by the driver, detected by the foot brake sensor 66, and a battery detected by the battery sensor 68 26, a battery temperature Thb (° C.), a battery input / output current (battery charge / discharge current) Ib (A), a signal representing the battery voltage Vb (V), and the operation position Ps of the shift lever 72 detected by the operation position sensor 70. Signals representing P, R, N, D) are supplied, respectively. The electronic control unit 50 sequentially calculates the state of charge (charge capacity) SOC of the battery 26 based on, for example, the battery temperature Thb, the battery charge / discharge current Ib, and the battery voltage Vb.

  The electronic control unit 50 also receives, for example, an engine output control command signal Se for controlling the output of the engine 12, an electric motor control command signal Sm for controlling the operations of the first and second electric motors MG1 and MG2, and an automatic transmission. Hydraulic command signals Sp for operating the solenoid valves (solenoid valves) included in the hydraulic control circuit 74 to control the hydraulic actuators of the clutches C1, C2 and brakes B1, B2, B3 of the machine 18 Is output.

  FIG. 4 is a functional block diagram for explaining a main part of the control function by the electronic control unit 50. In FIG. 4, the hybrid control unit 76 functions as an engine drive control means for controlling the drive of the engine 12, and operates as a driving force source or a generator by the first electric motor MG <b> 1 and the second electric motor MG <b> 2 via the inverter 24. This function includes a function as a motor operation control means for controlling the motor, and by these control functions, hybrid drive control by the engine 12, the first motor MG1, and the second motor MG2 is executed. For example, the hybrid control unit 76 calculates the target (requested) output Pout * of the vehicle 10 from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and necessary from the target output Pout * and the required charging value. The total target output Pout * A is calculated, and the target engine output (required engine output) Pe is considered in consideration of transmission loss, auxiliary load, assist torque of the second electric motor MG2, etc. so that the total target output Pout * A is obtained. * Is calculated. Then, the hybrid control unit 76 aligns the engine operating point with the engine optimum fuel consumption line (fuel consumption map, relationship) stored in advance in the two-dimensional coordinates composed of the engine rotational speed Ne and the engine torque Te, The engine torque control and the engine rotation speed control are executed so that the target engine torque Te * and the target engine rotation speed Ne * for generating the engine output Pe * are obtained. Specifically, the hybrid control unit 76 controls opening and closing of an electronic throttle valve by a throttle actuator for throttle control, controls the fuel injection amount by the fuel injection device for fuel injection control, and controls ignition timing. The engine torque control is executed by controlling the ignition timing by an ignition device such as an igniter. Further, the hybrid control unit 76 performs engine rotation speed control by feedback control of the MG1 torque Tg that is a reaction torque against the engine torque Te so that the engine rotation speed Ne becomes the target engine rotation speed Ne *. To do.

  The shift control unit 80 is, for example, a known relationship (shift diagram, shift map) having an upshift line and a downshift line stored in advance with the vehicle speed V and the accelerator opening Acc (or the output torque Tout, etc.) as variables. From the actual vehicle speed V and the accelerator opening degree Acc, it is determined whether or not the shift of the automatic transmission 18 is to be executed, that is, the shift speed of the automatic transmission 18 is determined, and the determined shift speed is determined. Thus, the automatic transmission control of the automatic transmission 18 is executed. Alternatively, the automatic shift control of the automatic transmission 18 is executed so that the shift stage determined to obtain the required driving force is obtained in accordance with the shift command from the hybrid control unit 76. For example, the stepped shift control unit 80 engages and / or releases an engagement device involved in the shift of the automatic transmission 18 so that the shift stage is achieved according to the engagement operation table shown in FIG. Output command, hydraulic pressure command) Sp is output to the hydraulic pressure control circuit 74. In accordance with the command Sp, for example, the hydraulic control circuit 74 releases the disengagement side engagement device and engages the engagement side engagement device so that the shift of the automatic transmission 18 is executed. The hydraulic valve of the engagement device involved in the shift is operated by operating the solenoid valve.

  Here, the shift control unit 80 of the present embodiment simultaneously performs shift control by the electric continuously variable transmission 17 and the automatic transmission 18 as necessary. That is, the shift control unit 80 controls the operation of the first electric motor MG1 and the second electric motor MG2 in accordance with the traveling state of the vehicle 10 from a predetermined relationship, thereby changing the gear ratio γ0 of the electric continuously variable transmission 17. The stepless speed change control for changing the speed steplessly and the stepped speed change control for selectively establishing the speed step in the automatic transmission 18 are executed in parallel. That is, the shift control unit 80 simultaneously performs the movement of the engine operating point and the shift control of the automatic transmission 18. With regard to such control that simultaneously moves the engine operating point and shift control of the automatic transmission 18, the shift control unit 80 includes a rotational gradient ratio calculation unit 82, an engine torque value acquisition unit 84, a clutch torque value acquisition unit 86, a power A balance target value acquisition unit 88, a rotational gradient target value calculation unit 90, and an MG required torque calculation unit 92 are included.

  As shown in the 3 → 2 downshift in FIG. 5, when the engine operating point is moved in the power transmission device 11, the power required from the engine 12 is determined based on the predetermined fuel efficiency (optimum fuel efficiency) of the engine 12. Is output so that the engine torque Te and the engine speed Ne are changed. At this time, for example, when the movement of the engine operating point and the shift control of the automatic transmission 18 are performed simultaneously under traveling conditions that require a relatively high engine torque Te, the shift is performed while transmitting relatively large power. The motive power of the first electric motor MG1 and the second electric motor MG2 also increases accordingly, and the engine operating point will be greatly shifted in the torque direction if an attempt is made to adjust the amount of power generated simply by increasing the engine torque. Further, the deviation of the engine operating point may move according to the movement of the power balance (charge / discharge power balance). Therefore, in such a shift, an energy balance and the like of the entire transmission mechanism (power transmission device 11) including the electric continuously variable transmission 17 and the automatic transmission 18 are anticipated in advance, and the shift considering the overall balance is considered. Control is desired. The shift control unit 80 of this embodiment includes a rotational gradient ratio calculation unit 82, an engine torque value acquisition unit 84, a clutch torque value acquisition unit 86, a power balance target value acquisition unit 88, a rotation gradient target value calculation unit 90, and an MG required. The above-described shift control is realized by the torque calculation unit 92. Note that the 3 → 2 down simultaneous shift control shown in FIG. 5 is an engine for raising the engine power in response to the kickdown of the automatic transmission 18 due to, for example, an increase in the accelerator and the increase in the target power associated with the increase in the accelerator. A shift control is assumed in which the movement of the engine operating point along the optimal fuel consumption line (fuel consumption optimal line) is executed in parallel. On the other hand, the reverse 2 → 3 up simultaneous shift control, for example, moves the engine operating point along the engine optimum fuel consumption line (fuel consumption optimum line) to reduce engine power in response to an increase in vehicle speed during acceleration traveling. Are assumed to be executed in parallel.

  FIG. 6 shows the first rotation of this embodiment executed in the process of simultaneously shifting the engine operating point and the shift control of the automatic transmission 18 by the shift control unit 80 (for example, a shift transition period accompanied by a rotation change during the inertia phase). 4 is a time chart showing an example of rotation speed control of an element RE1, a second rotation element RE2, and a third rotation element RE3, and the shift stage of the automatic transmission 18 is changed from the third speed stage on the high speed side to the second speed stage on the low speed side. Corresponds to the downshift control to be switched. The clutch torque (engagement torque) Tb1 of the brake B1 and the clutch torque (engagement torque) Tb2 of the brake B2 shown in FIG. 6 are values converted on the m-axis.

  In the control shown in FIG. 6, first, at the time t1, it is determined that the start of the control that simultaneously performs the movement of the engine operating point and the shift control of the automatic transmission 18 is determined. Then, the shift control by the shift control unit 80 is executed, the engine torque Te is gradually increased, and the MG1 torque Tg and the MG2 torque Tm are increased to predetermined values (substantially zero in FIG. 6). Further, the clutch torque Tb1 of the brake B1 on the disengagement side is decreased to a predetermined value, is kept at a low pressure standby at the predetermined value, and is gradually decreased toward zero thereafter. In addition, the clutch torque Tb2 of the brake B2 on the engagement side starts increasing and the engagement of the brake B2 is started when the clutch torque Tb1 of the brake B1 is gradually decreased toward zero. Further, in accordance with the control of the engine 12, the first electric motor MG1, the second electric motor MG2, and the brake B1, the m-axis corresponding to the sun gear S0 (MG1) that is the second rotating element RE2 and the first rotating element RE1. The rotational speeds of the e-axis corresponding to a certain carrier C0 (engine 12) and the g-axis corresponding to the ring gear R0 (MG2) that is the third rotation element RE3 are gradually increased.

  Subsequently, the clutch torque Tb1 of the brake B1 is gradually reduced to zero, and the clutch torque Tb2 of the brake B2 is increased to a predetermined value. Further, the MG1 torque Tg is decreased to a predetermined value, and the MG2 torque Tm is increased to a predetermined value. With such control of the first electric motor MG1, the second electric motor MG2, the first brake B1, and the second brake B2, the rotational speeds of the m-axis, e-axis, and g-axis are the respective target values (targets after the shift). (Rotational speed) is reached. Then, the clutch torque Tb2 of the brake B2 is reduced to a predetermined value to obtain the target clutch torque value after the shift. In addition, the MG1 torque Tg is increased to a predetermined value, and the MG2 torque Tm is decreased to a predetermined value and both are set as target torques after shifting, and a series of simultaneous shift control is terminated at time t2. In the control shown in FIG. 6, after the rotational speeds of the m-axis, e-axis, and g-axis are blown up, they are converged to a target value (target rotational speed after shifting). Further, in the control shown in FIG. 6, the target value of the power balance value is set to, for example, zero. However, in actual control, a slight deviation occurs, so that the power balance varies around the target zero.

  As shown in FIGS. 3 and 6, when the downshift from the third speed to the second speed is performed in the automatic transmission 18, the brake B1 is released and the brake B2 is engaged. Further, when an upshift from the second speed to the third speed is performed, the brake B2 is released and the brake B1 is engaged. That is, in the automatic transmission 18, the disengagement-side engagement device is released and the engagement-side engagement device is engaged in any of the shift from the high speed stage to the low speed stage and the shift from the low speed stage to the high speed stage. A so-called clutch-to-clutch shift is performed. In such a clutch-to-clutch shift, in order to suppress a shift shock, the gripping of the engaging device is executed at a timing when the rotational speed of each rotating element has exceeded the synchronous rotational speed (target rotational speed). This is also the case with the control shown in FIG.

  Hereinafter, the shift control shown in FIG. 6 will be described in detail. In the shift control by the shift control unit 80, the rotational gradient ratio calculation unit 82 includes three rotational elements in the power distribution mechanism 16, that is, the sun gear S0 (MG1) as the second rotational element RE2, and the carrier C0 (the first rotational element RE1). The ratio (rotational gradient ratio) between the rotational gradients of the engine 12) and the third rotational element RE3 of the ring gear R0 (MG2), that is, the first rotational element RE1, the second rotational element RE2, and the third rotational element. Ratio of the actual rotational speed time change rate of each RE 3, that is, the rotational speed time change rate d ω / dt (in the drawings or equations, the time differentiation, that is, the time change rate is indicated by a dot, the same in the following description). (Rotational speed time change rate ratio) is calculated. Specifically, the rotation gradient ratio calculation unit 82 performs the target rotation speed (synchronous rotation speed) of the second rotation element RE2 after the shift, that is, when performing the movement of the engine operating point and the shift control of the automatic transmission 18 simultaneously. The difference value Δωg (= ωgaim−ωg) between the target rotational speed ωgaim of the first electric motor MG1 and the actual rotational speed (hereinafter referred to as actual rotational speed) ωg at the present time, the target rotational speed (synchronized) of the first rotational element RE1 after the shift. Rotational speed), that is, the difference value Δωe (= ωeaim−ωe) between the target rotational speed ωeaim of the engine 12 and the actual rotational speed ωe at the current time, and the target rotational speed (synchronous rotational speed) of the third rotational element RE3 after the shift, The difference value Δωm (= ωmaim−ωm) between the target rotational speed ωmaim of the two-motor MG2 and the current actual rotational speed ωm is calculated. Then, a ratio between these difference values Δωg, Δωe, Δωm, that is, a difference value ratio Δωg: Δωe: Δωm is calculated. Further, the rotational gradient ratio calculation unit 82 has a rotational speed time change rate d ωg / dt as the rotational gradient of the second rotational element RE2, the rotational speed time change rate d ωe / dt of the first rotational element RE1, and the third rotation. The rotational speed time change rate d ωm / dt of the element RE3 is calculated, and the ratio between the respective rotational speed time change rates d ωg / dt, d ωe / dt, d ωm / dt, that is, the rotational speed time change rate ratio d ωg / dt: d ωe / dt: d ωm / dt is calculated.

  The engine torque value acquisition unit 84 acquires the current engine torque Te. For example, the engine torque value acquisition unit 84 determines the engine torque Te based on the values such as the actual engine speed Ne and the throttle valve opening θth of an electronic throttle valve (not shown) from a previously stored relationship (engine torque map). calculate. For example, the actual engine torque Te may be detected by a torque sensor or the like.

  The clutch torque value acquisition unit 86 acquires the respective clutch torques Tb1 and Tb2 at the present time of each friction engagement device, that is, the brake B1 and the brake B2 provided in the automatic transmission 18. For example, each clutch torque is determined based on a hydraulic pressure command value (for example, an output pressure command value of an electromagnetic control valve in a hydraulic control circuit (not shown)) at the present time from a previously stored relationship (engagement torque characteristic). Values Tb1 and Tb2 are calculated. Then, the clutch torque value acquisition unit 86 acquires the clutch torque value Tb converted on the m-axis as the sum of the clutch torques Tb1 and Tb2. For example, the actual hydraulic pressure of the hydraulic oil supplied to the first brake B1 and the second brake B2 may be detected by a hydraulic pressure sensor provided in the hydraulic pressure control circuit.

  The shift line vicinity determining means 87 indicates whether or not it is in the vicinity of a shift line that will soon start a shift, for example, a shift map that is stored in advance and a variable represented by a coordinate axis of a two-dimensional coordinate indicating the shift map, for example, A determination is made based on whether or not the position indicating the vehicle state is within a predetermined value with respect to the shift line, based on the vehicle state indicated by the vehicle speed V and the accelerator opening Acc.

  When it is determined by the shift line vicinity determining means 87 that the power balance target value acquisition unit 88 has reached the vicinity of the shift line, the power balance target value acquisition unit 88 relates to the power balance target values (that is, the battery) related to the first motor MG1 and the second motor MG2 during the shift. 26, the power balance target value during shift 26) ΔPaim [kW] is acquired and set before the shift is started. For example, the input side limit value Win and the output side limit value Wout are determined based on the battery temperature Thb from the relationship stored in advance shown in FIG. 7, and the input side limit value Win and the output side limit value Wout are obtained from the equation (1). Calculate based on In Expression (1), α is a correction value for correcting the basic value [(Wout + Win) / 2], and is based on the traveling state of the vehicle 10, the charge capacity SOC of the battery 26 provided in the power transmission device 11, and the like. Is set. For example, assuming that the input side limit value Win (lower limit value) is −30 [kW] and the output side limit value Wout (upper limit value) is 30 [kW], if the correction value α is zero, the power balance target value ΔPaim Is a zero value (± 0 [kW]) which is a median value (average value) of them. However, when there is a charge request for the battery 26, the correction value α is set to a preset value, for example, 5 [kW], and the power balance target value ΔPaim is calculated as 5 [kW]. When there is a discharge request to the battery 26, the correction value α is set to a preset value, for example, −5 [kW], and the power balance target value ΔPaim is calculated as −5 [kW].

  In general, the actual power balance fluctuation during a shift has a fluctuation range on the + side or the − side as shown in the time chart of the 2 → 3 upshift in FIG. For this reason, in the power balance target value acquisition unit 88, the correction value α is appropriately determined according to the bias of fluctuation of the power balance that is expected during the shift, particularly during the inertia phase. This bias characteristic of the fluctuation range of the power balance has properties related to the actual shift speed, the vehicle speed V, the accelerator opening degree Acc, and the road surface gradient. Therefore, the actual shift speed is determined based on the relationship obtained and experimentally obtained in advance. The correction value α is determined based on the vehicle speed V, the accelerator opening Acc, and the road surface gradient. This relationship is such that, as the deviation of the fluctuation range of the power balance is larger, the correction value α is increased, and the correction value α becomes a value on the opposite side to the deviation side, for example, the deviation is on the charge (+) side. In this case, the value is determined to be a value on the discharge (−) side. The correction value α may be a coefficient of 1 or less multiplied by [(Wout + Win) / 2].

  ΔPaim [kW] = [(Wout + Win) / 2] + α (1)

  The rotational gradient target value calculation unit 90 sequentially calculates target values of the respective rotational speed time change rates d ω / dt of the first rotational element RE1, the second rotational element RE2, and the third rotational element RE3. That is, the rotational gradient target value calculation unit 90 includes the rotational speed time change rate d ωg / dt of the sun gear S0 (MG1), the rotational speed time change rate d ωe / dt of the carrier C0 (engine 12), and the ring gear R0 (MG2). Each target value that is a target value for the control of the rotational speed time change rate d ωm / dt is calculated. Specifically, the rotational gradient target value calculation unit 90 performs the first rotation element RE1 and the second rotation element for at least a fixed period during the shift when the movement of the engine operating point and the shift control of the automatic transmission 18 are performed simultaneously. The ratio between the rotation speed change gradients of RE2 and the third rotation element RE3 is the ratio between the difference values (rotation speed change amounts) from the actual rotation speed to the target rotation speed at the present time, or in accordance therewith. To be equal to the calculated value. That is, the difference value ratio Δωg: Δωe: Δωm in the rotation elements RE1, RE2, and RE3 calculated by the rotation gradient ratio calculation unit 82 and the rotation speed time change rate ratio d ωg / dt: d in the rotation elements RE1, RE2, and RE3. ωe / dt: The target value of each rotation speed time change rate d ω / dt of the first rotation element RE1, the second rotation element RE2, and the third rotation element RE3 is calculated so that d ωm / dt becomes equal. .

  More specifically, the rotational gradient target value calculation unit 90, when the difference value ratio in the rotation elements RE1, RE2, and RE3 is expressed by the following equation (2), changes in the rotation speed time in the rotation elements RE1, RE2, and RE3. The rate ratio is controlled so as to satisfy the following expression (3). That is, the rotational gradient target value calculation unit 90 sequentially calculates the target value of the rotational speed time change rate d ω / dt of each of the rotational elements RE1, RE2, and RE3 so as to satisfy the following equation (4).

  In addition, the rotational gradient target value calculation unit 90 calculates the target value of the rotational speed time change rate d ω / dt based on the equations (2) to (4) based on the output power (engine power) of the engine 12 during the shift. , Based on a balance calculation of clutch transmission power (clutch power), target power balance value, and inertia power. That is, the rotational gradient target value calculation unit 90 corresponds to the difference value ratio Δωg: Δωe: Δωm in the rotational elements RE1, RE2, and RE3 (that is, equal to the ratio), based on a predetermined relationship. Rotational speed time change rate ratio in RE3 d ωg / dt: d ωe / dt: d ωm / dt, engine power during shifting, engagement device provided in automatic transmission 18 (ie, first brake B1 and second brake) B2) clutch power, that is, drive transmission power by the brakes B1 and B2, the target value ΔPaim of the power balance value for the first motor MG1 and the second motor MG2, and the balance calculation based on the inertia power, The target value of the rotational speed time change rate d ω / dt of each of the rotation element RE1, the second rotation element RE2, and the third rotation element RE3 is sequentially calculated.

  The rotational gradient target value calculation unit 90 satisfies, for example, the expression (3) and satisfies the following expression (5), and the rotational speed time change rate d of each of the first rotation element RE1, the second rotation element RE2, and the third rotation element RE3. The target value of ω / dt is calculated sequentially. In the lower left side of the equation (5), Te · ωe according to the first term is engine power, and Tb · ωm according to the second term is drive transmission power by the brakes B1 and B2 (in other words, power consumed by the drive system). ), And Ig · d ωg / dt · ωg + Ie · d ωe / dt · ωe + Im · d ωm / dt · ωm according to the third term is the power used for raising the inertia of each rotating element RE1, RE2, RE3. Correspond to each. The clutch torque Tb corresponds to, for example, the clutch torque of the engaging device related to the shift of the automatic transmission 18, and the clutch torque Tb1 of the brake B1 and the brake B2 during the shift transition converted on the m-axis. The combined torque with the clutch torque Tb2 (= Tb1 + Tb2). Therefore, the drive transmission power by the brakes B1 and B2 is the clutch power transmitted to the drive wheel 22 side in the automatic transmission 18 by the clutch torque (the above-mentioned combined torque) of the brakes B1 and B2, and the automatic transmission 18 is driven. This is the drive transmission power in the automatic transmission 18 corresponding to the output power transmitted to the wheel 22 side, that is, the power transmitted to the drive wheel 22 side via the automatic transmission 18. Since the lower right side of the equation (5) is the power balance target value ΔPaim, the rotational gradient target value calculation unit 90 uses the first rotation element RE1, the second rotation element RE2, and the second rotation element RE2 to obtain the power balance target value ΔPaim. The target value of the rotational speed time change rate dω / dt of each of the three rotation elements RE3 is sequentially calculated.

  The MG required torque calculator 92 calculates the target rotational speed time rate d ω / dt of each of the first rotation element RE1, the second rotation element RE2, and the third rotation element RE3 calculated by the rotation gradient target value calculation unit 90. The torques of the first electric motor MG1 and the second electric motor MG2 that realize the value are sequentially calculated. For example, the MG required torque calculation unit 92 calculates the target value of the rotational speed time change rate d ωg / dt of the second rotation element (MG1) calculated by the rotation gradient target value calculation unit 90, the first rotation element (engine 12). , The target value of the rotational speed time change rate d ωe / dt, the target value of the rotational speed time change rate d ωm / dt of the third rotational element (MG2), the engine torque value Te acquired by the engine torque value acquisition unit 84, MG1 torque Tg and MG2 torque Tm satisfying the equation of motion shown in the following equation (6) are obtained with respect to the clutch torque value Tb (m-axis converted value) acquired by the clutch torque value acquisition unit 86. Further, the shift control unit 80 controls the operation of the first electric motor MG1 and the second electric motor MG2 so that the MG1 torque Tg and the MG2 torque Tm calculated as described above are realized.

  As described above, in the shift control by the shift control unit 80, the difference value ratio Δωg: Δωe: Δωm in the rotation elements RE1, RE2, RE3 is calculated, and the rotational speed time rate change ratio d in the rotation elements RE1, RE2, RE3 is calculated. ωg / dt: d ωe / dt: d ωm / dt is calculated (rotational gradient ratio calculation unit 82), the current engine torque value Te is acquired (engine torque value acquisition unit 84), and the current times of the brake B1 and the brake B2 Is obtained (clutch torque value obtaining unit 86), and the power balance target value ΔPaim relating to the first electric motor MG1 and the second electric motor MG2 is obtained (power balance target value obtaining unit 88). The target values of the rotational speed time change rates d ωg / dt, d ωe / dt, and d ωm / dt of each rotating element are calculated (rotational gradient target value calculating unit 90), and the calculated values are used. MG1 torque Tg and MG2 torque Tm that achieve the target value of the rotational speed time change rate dω / dt of the rotating element are calculated (MG required torque calculating unit 92), and the calculated MG1 torque Tg and MG2 torque Tm are achieved. The operation command is output to the first motor MG1 and the second motor MG2 (shift control unit 80). That is, the degree of shift progress (change) in each of the first rotation element RE1, the second rotation element RE2, and the third rotation element RE3 is made the same by an algorithm corresponding to the above-described series of processes. Control the rotation. As a result, the actual power balance is converged to the power balance target value ΔPaim.

  In the above description, the first rotation element RE1, the second rotation element RE2, and the third rotation element RE3 are used for the shift control in which the downshift of the automatic transmission 18 and the movement of the engine operating point are performed in parallel. Although the shift control is applied so that the degree of shift progress in each is the same, the upshift of the automatic transmission 18 and the movement of the engine operating point are applied in parallel. Needless to say.

  FIG. 8 shows the main part of the control operation of the electronic control unit 50, that is, when the shift of the automatic transmission 18 is executed, the energy balance in the entire shift is converged to the power balance target value ΔPim, and the fluctuation of the power balance during the shift. It is a flowchart explaining the control operation | movement which correct | amends power balance target value (DELTA) Paim according to the bias | inclination of a width | variety, etc., for example, is repeatedly performed by the very short cycle time of about several msec thru | or tens msec. FIG. 9 is a time chart when the control operation shown in the flowchart of FIG. 8 is executed. Note that the start point in the flowchart of FIG. 8 is the start point of the shift control for executing the 2 → 3 upshift of the automatic transmission 18, for example.

  In FIG. 8, in step S <b> 1 (hereinafter, step is omitted), it is determined based on the battery temperature Thb from the relationship stored in advance as shown in FIG. 7, for example, whether or not the battery 26 is charged and discharged. Is done. For example, if the battery temperature Thb is within a preset normal (steady) temperature range Thbβ to Thbα in which the maximum value of the charging and discharging power of the battery 26 can be used, it is determined that there is no power limitation due to temperature. When the temperature exceeds the steady temperature range Thbβ to Thbα, it is determined that there is a power limitation due to temperature. If the determination in S1 is affirmative, normal shift control is executed in S2 corresponding to the shift control unit 80. In this normal shift control, a difference value ratio Δωg: Δωe: Δωm is calculated for the rotation elements RE1, RE2, RE3, and a rotation speed time rate change ratio dωg / dt: dωe / dt for the rotation elements RE1, RE2, RE3. : D ωm / dt is calculated, the current engine torque value Te is acquired, the current clutch torque value Tb of the brake B1 and the brake B2 is acquired, and the power balance target value for the first electric motor MG1 and the second electric motor MG2 ΔP aim is acquired without using the relationship shown in the equation (1) and FIG. 7, and using the values obtained above, the rotational speed time rate of change d ωg / dt, d ωe / dt, d ωm / dt target value is calculated, and MG1 torque Tg and MG2 torque Tm that achieve the target value of the calculated rotational speed time change rate d ω / dt of each rotary element are calculated, and these calculated MG1 torques are calculated. An operation command for achieving the torque Tg and the MG2 torque Tm is output to the first electric motor MG1 and the second electric motor MG2. As a result, the rotation of each rotation element is controlled so that the shift progress (change degree) of each of the first rotation element RE1, the second rotation element RE2, and the third rotation element RE3 is the same, and the actual power balance is thus controlled. Is converged to the power balance target value ΔPaim.

  On the other hand, if the determination in S1 is negative, in S3 corresponding to the shift line vicinity determination unit 87, for example, whether or not the vehicle state indicated by the vehicle speed V and the accelerator opening Acc has reached the vicinity of the shift line, That is, it is determined whether or not the gear shift will be started soon. If the determination in S3 is negative, this routine is terminated. If the determination is affirmative, in S4 corresponding to the power balance target value acquisition unit 88, in a state where the charge / discharge power of the steady battery is limited. , (1) and the relationship shown in FIG. 7, the power balance target value ΔPaim is calculated. This state is shown at time t1 in FIG. Next, in S5 corresponding to the shift control unit 80, shift control using the power balance target value ΔPaim determined in a state where there is a power limitation for charging and discharging the battery is executed. The broken line shown in the shift section from t1 to t3 in the lower part of FIG. 9 shows the change in the power balance due to this shift control.

  That is, in S5, the power balance target value ΔPaim determined by using the relationship shown in the equation (1) and FIG. 7 in a state where there is a power limit for charging and discharging the battery, the normal shift control in S2 is performed. On the other hand, the lower right side of Expression (5) is changed. As a result, Te · ωe (engine power) according to the first term on the lower left side of the equation (5) and Tb · ωm according to the second term (drive transmission power by the brakes B1 and B2, in other words, the drive system is consumed) ) And the third term Ig · d ωg / dt · ωg + Ie · d ωe / dt · ωe + Im · d ωm / dt · ωm (power used for raising the inertia of each rotating element RE1, RE2, RE3) ) Is changed so that the expression (5) is established. With the distribution of the engine power and the battery power changed, the shift control similar to S2 is executed. The solid line shown in the shift section from t1 to t3 in the lower part of FIG. 9 indicates the change in the power balance due to this shift control. In this solid line, as a result of setting the power balance target value ΔPaim to −10 KW, the fluctuation of the power balance to the discharge side is reduced by −10 KW.

  As described above, according to the electronic control unit 50 of the present embodiment, the power balance target value ΔPaim (the power balance target value during shifting) is based on the predetermined upper limit value and lower limit value of the charge / discharge power of the battery 26. Therefore, even when charging / discharging of the battery 26 is restricted, the output torque fluctuation of the automatic transmission 18 during the shifting of the automatic transmission (mechanical transmission mechanism) 18 is suppressed. Limitations on the torque control operation of the first electric motor MG1 and the second electric motor MG2 are reduced, and delays and shift shocks in the automatic transmission 18 are suppressed.

  Further, according to the electronic control unit 50 of the present embodiment, when the fluctuation of the charge / discharge power balance of the battery 26 during the shift of the automatic transmission 18 is biased toward the charge side rather than the discharge side, the power balance target value ΔPaim (shift) Medium power balance target value) is corrected to a value on the discharge side. For this reason, since the fluctuation of the charge / discharge power balance of the battery 26 during the shift of the automatic transmission 18 is shifted to the discharge side, the fluctuation of the charge / discharge power balance of the battery 26 during the shift period is changed to the charge side and the discharge side. Therefore, even when charging / discharging of the battery 26 is restricted, the first electric motor MG1 and the second electric motor for suppressing fluctuations in the output torque of the automatic transmission 18 during the shift of the automatic transmission 18 are restricted. The restriction on the torque control operation of the MG 2 is further reduced, and the shift delay and shift shock of the automatic transmission 18 are further suppressed.

  In addition, according to the electronic control unit 50 of the present embodiment, the deviation of the fluctuation of the battery charge / discharge power balance during the shift of the automatic transmission 18 can be caused by the actual shift speed, vehicle speed, accelerator opening from the previously stored relationship. Determined based on at least one of the degrees. For this reason, there is an advantage that, prior to the shift of the automatic transmission 18, the bias of fluctuations in the charge / discharge power balance of the battery 26 during the shift is determined.

  Further, according to the electronic control unit 50 of the present embodiment, the power balance target value ΔPaim (the power balance target value during shifting) is based on the median value of the predetermined upper limit value and lower limit value of the charge / discharge power of the battery. Value. In this way, even when charging / discharging of the battery 26 is restricted, torque control of the first electric motor and the second electric motor for suppressing fluctuations in the output torque of the mechanical transmission mechanism during shifting of the mechanical transmission mechanism. The restriction on the operation is reduced, and the delay and shift shock of the mechanical transmission mechanism are suppressed.

  Further, according to the electronic control unit 50 of the present embodiment, the power balance target value ΔPaim (the power balance target value during shifting) is the median value of the predetermined upper limit value and lower limit value of the charge / discharge power of the battery 26. The basic value is corrected based on the bias of fluctuation of the charge / discharge power balance during the shift. For this reason, even when charging / discharging of the battery 26 is restricted, the torque control operation of the first electric motor MG1 and the second electric motor MG2 for suppressing the output torque fluctuation of the automatic transmission 18 during the shift of the automatic transmission 18 Thus, the delay of the automatic transmission 18 and the shift shock are further suppressed.

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

  For example, in the above-described embodiment, the engine output torque during shifting is constant. However, in the torque phase during shifting, the engine power Pe is temporarily increased by temporarily increasing the engine rotational speed Ne to reduce the drop in the transmission output torque Tout of the torque phase (torque phase compensation). After the control, in the inertia phase, the amount of power consumed or stored in the torque phase (torque phase compensation energy balance) Wt and the target amount of power consumed or stored during the upshift (target energy balance during shift) Ws The difference energy ΔW (= Ws * −Wt) with respect to * is satisfied by performing the shift control so that the shift progresses in the first rotating element RE1, the second rotating element RE2, and the third rotating element RE3 are the same. The energy consumed or stored in the torque phase may be recovered or consumed in the inertia phase. In this way, while maintaining the power balance, the amplitude of the output torque of the automatic transmission 18 is reduced and the shift shock is further alleviated.

  In addition, according to the electronic control unit 50 of the present embodiment, the deviation of the fluctuation of the battery charge / discharge power balance during the shift of the automatic transmission 18 can be caused by the actual shift speed, vehicle speed, accelerator opening from the previously stored relationship. Although it is determined based on at least one of the degrees, learning correction may be performed on the relationship at the next shift based on the deviation at the actual shift.

  Further, in the automatic transmission 18 described above, for example, a plurality of gear stages (shift stages) are alternatively achieved by selectively connecting the rotating members of one or more sets of planetary gear units by an engagement device. For example, it may be various planetary gear type multi-stage transmissions having two forward speeds, three forward speeds, and more.

  Further, the planetary gear device 28 described above is composed of one set of planetary gear devices, but may be composed of a plurality of sets of planetary gear devices. Further, the planetary gear device 28 described above is configured by a single pinion type planetary gear device, but may be configured by a double pinion type planetary gear device. Any of the three rotating elements of the planetary gear device 28 may be connected to the engine 12, the first electric motor MG1, and the second electric motor MG2.

  Further, the power transmission device 11 described above is FR (front engine / rear drive) in which the axis of the drive device is in the front-rear direction of the vehicle, but FF (front engine and rear drive) in which the axis of the drive device is in the width direction of the vehicle. Front drive) Horizontal type such as a vehicle may be used.

  The engine 12 and the power distribution mechanism 16 may be operatively connected. For example, between the engine and the power distribution mechanism 16, a pulsation absorbing damper (vibration damping device), a direct connection clutch, a direct connection clutch with a damper, Alternatively, a fluid transmission device such as a torque converter or a fluid coupling may be interposed, or the engine 12 and the power distribution mechanism 16 may be constantly connected. A torque converter may be used between the first electric motor MG1 and the second electric motor MG2 instead of the power distribution mechanism 16.

  As the engine 12, the internal combustion engine such as a gasoline engine or a diesel engine is widely used. Furthermore, an electric motor or the like may be used in addition to the engine 12 as an auxiliary driving force source for traveling.

  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: Hybrid vehicle 11: Vehicle power transmission device 12: Engine 16: Power distribution mechanism (differential mechanism)
17: Electric continuously variable transmission (electric transmission mechanism)
18: Automatic transmission (mechanical transmission mechanism)
22: Drive wheel 26: Battery 50: Electronic control device (control device)
RE1, RE2, RE3: first rotation element, second rotation element, third rotation element MG1: first electric motor MG2: second electric motor B1, B2: first brake, second brake (friction engagement device)
ΔPaim: Power balance target value (power balance target value during shifting)

Claims (5)

A third rotation which is an output rotating member in which a first rotating element to which the engine is connected to transmit power, a second rotating element to which the differential motor is connected to transmit power, and a traveling motor are connected to transmit power An electric transmission mechanism including a differential mechanism having three rotating elements and an operation state of the differential motor by controlling the operation state of the differential motor, and the electric transmission mechanism A mechanical transmission mechanism that constitutes a part of a power transmission path between the output rotating member of the transmission mechanism and the drive wheel, and a charge / discharge power balance of the battery during the shift of the mechanical transmission mechanism is predetermined. A control device for a vehicle power transmission device that performs torque control of the first motor and the second motor so as to converge to an electric power balance target value during shifting,
The control device for a vehicle power transmission device, wherein the shift power balance target value is set between predetermined upper and lower limits of charge / discharge power of the battery.   When fluctuations in the charge / discharge power balance of the battery during shifting of the mechanical transmission mechanism are biased toward the charging side rather than the discharging side, the power balance target value during shifting is corrected to be a value on the discharging side. The control device for a vehicle power transmission device according to claim 1.   The bias of fluctuations in the charge / discharge power balance of the battery during the shift of the mechanical transmission mechanism is based on at least one of an actual shift speed, vehicle speed, accelerator opening, and road surface gradient from a previously stored relationship. The control device for a vehicle power transmission device according to claim 2, wherein the control device is determined.   4. The shift power balance target value is determined based on a median value of a predetermined upper limit value and lower limit value of charge / discharge power of the battery as a basic value. Control device for vehicle power transmission device.   The power balance target value during the shift is corrected based on a bias of fluctuations in the charge / discharge power balance during the shift with a basic value that is a median value of the predetermined upper limit value and lower limit value of the charge / discharge power of the battery. The control device for a vehicle power transmission device according to claim 4, wherein

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