JP2017094811A - Control apparatus for vehicular power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To limit deterioration of performance in noise suppression during an up-shift transition of a mechanical shift mechanism.SOLUTION: During an up-shift transition of an automatic transmission, an engine revolution speed is controlled at a during-shift rattling-noise prevention final target engine revolution speed NESFTGARA that is higher than a post-up-shift rattling-noise prevention engine revolution speed NETSFTGARA by a given value (equivalent to an increase in target engine revolution speed), thus suppressing or preventing the engine revolution speed from becoming lower than the post-up-shift rattling-noise prevention engine revolution speed NETSFTGARA even when the engine revolution speed is decreased during the up-shift transition. It is then possible to limit deterioration of performance in noise suppression during an up-shift transition of the automatic transmission.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a control device for a vehicle power transmission device including an electric transmission mechanism and a mechanical transmission mechanism in series.

  A differential mechanism coupled to the engine so as to be capable of transmitting power; and a differential motor coupled to the differential mechanism so as to be capable of transmitting power. The differential motor is controlled by controlling an operating state of the differential motor. A control device for a vehicle power transmission device comprising an electric transmission mechanism in which a differential state of the mechanism is controlled and a traveling motor connected to an output rotating member of the electric transmission mechanism so as to be able to transmit power is well known. It has been. For example, this is the electronic control unit for hybrid described in Patent Document 1. In Patent Document 1, by setting a lower limit rotational speed of an engine for suppressing abnormal noise in a drive system such as rattling noise called a rattling sound, and operating the engine at or above the lower limit rotational speed, It is described that the generation of abnormal noise is suppressed.

JP 2009-286301 A

  Incidentally, a vehicular power transmission device including a mechanical transmission mechanism that constitutes a part of a power transmission path between an output rotation member of the electric transmission mechanism and a drive wheel is also well known. In such a vehicle power transmission device that includes an electric transmission mechanism and a mechanical transmission mechanism in series, during the upshift transition of the mechanical transmission mechanism, the input rotational speed of the mechanical transmission mechanism (that is, the electric transmission mechanism) As the torque that reduces the engine rotation speed is applied to the engine shaft as the output rotation member's rotation speed decreases, the engine rotation speed temporarily decreases below the predetermined abnormal noise suppression engine rotation speed in the drive system. As a result, there is a risk that the noise suppression performance will deteriorate.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle that can suppress a reduction in noise suppression performance during an upshift transition of a mechanical transmission mechanism. It is in providing the control apparatus of the power transmission device for vehicles.

  The gist of the first invention is that: (a) a differential mechanism connected to an engine so as to be able to transmit power and a differential motor connected so as to be able to transmit power to the differential mechanism; An electric transmission mechanism in which a differential state of the differential mechanism is controlled by controlling an operating state of the electric motor, and a traveling motor connected to an output rotation member of the electric transmission mechanism so as to transmit power In a vehicle power transmission device including a mechanical transmission mechanism that constitutes a part of a power transmission path between the output rotating member and the drive wheel, shift control of the mechanical transmission mechanism is executed according to a predetermined relationship (B) during the upshift transition of the mechanical transmission mechanism, the control device for the vehicle power transmission device includes a shift control unit that The engine is driven at a high rotational speed by a predetermined value. In further comprising an engine control unit for controlling the rotation speed.

  According to a second aspect of the present invention, in the control device for a vehicle power transmission device according to the first aspect, the engine control unit is configured to start an inertia phase during an upshift transition of the mechanical transmission mechanism. Furthermore, the engine rotational speed is set to a rotational speed higher than the predetermined abnormal noise suppression engine rotational speed after the upshift by the predetermined value.

  According to a third aspect of the present invention, in the control device for a vehicle power transmission device according to the first aspect or the second aspect of the invention, the engine control unit is configured to perform the upshift when the upshift of the mechanical transmission mechanism is started. The engine rotational speed starts to increase toward the rotational speed that is higher than the predetermined abnormal noise suppression engine rotational speed after the shift by the predetermined value.

  According to a fourth aspect of the present invention, in the control device for a vehicle power transmission device according to any one of the first to third aspects, the engine control unit is configured to upshift the mechanical transmission mechanism. The change speed of the engine rotational speed is increased as the rotational speed difference between the engine rotational speed at the start and the rotational speed higher by the predetermined value than the predetermined abnormal noise suppression engine rotational speed after the upshift is larger. is there.

  According to a fifth aspect of the present invention, in the control device for a vehicle power transmission device according to any one of the first to fourth aspects, the predetermined value is a higher vehicle speed side of the mechanical transmission mechanism. The upshift at the gear ratio is made smaller than the upshift at the low vehicle speed side gear ratio of the mechanical transmission mechanism.

  According to a sixth invention, in the control device for a vehicle power transmission device according to any one of the first to fifth inventions, the predetermined abnormal noise suppression engine rotational speed is the mechanical type. The high vehicle speed side gear ratio of the transmission mechanism is higher than the low vehicle speed side gear ratio of the mechanical transmission mechanism.

  According to a seventh aspect of the present invention, in the control device for a vehicle power transmission device according to any one of the first to sixth aspects, the mechanical speed change mechanism is configured such that a plurality of shift speeds are selective. It is an automatic transmission formed in

  According to the first aspect of the present invention, during the upshift transition of the mechanical transmission mechanism, the engine speed is controlled to a rotational speed that is higher by a predetermined value than the predetermined abnormal noise suppression engine rotational speed after the upshift. Even if the engine rotation speed decreases during the upshift transition, the engine rotation speed is suppressed or avoided from becoming lower than the predetermined abnormal noise suppression engine rotation speed after the upshift. Therefore, it is possible to suppress a decrease in the noise suppression performance during the upshift transition of the mechanical transmission mechanism.

  In addition, according to the second aspect, after the inertia phase is started during the upshift transition of the mechanical transmission mechanism, there is a possibility that abnormal noise may be generated as a power transmission path after the upshift. Even if the engine rotational speed decreases during the inertia phase, the engine rotational speed is set to a rotational speed that is higher by a predetermined value than the predetermined abnormal noise suppression engine rotational speed after the upshift. Is suppressed or avoided from becoming lower than the predetermined abnormal noise suppression engine rotation speed after the upshift. This suppresses the generation of abnormal noise during the upshift transition.

  According to the third aspect of the invention, at the start of the upshift of the mechanical transmission mechanism, the engine rotation speed starts to increase toward a rotation speed that is higher by a predetermined value than the predetermined noise suppression engine rotation speed after the upshift. Therefore, after the start of the upshift, the engine rotation speed is quickly set to a rotation speed higher by a predetermined value than the predetermined abnormal noise suppression engine rotation speed after the upshift. As a result, the engine rotational speed is likely to be higher by a predetermined value than the predetermined abnormal noise suppression engine rotational speed after the upshift before the inertia phase is started.

  According to the fourth aspect of the invention, the rotational speed difference between the engine rotational speed at the start of the upshift of the mechanical transmission mechanism and the rotational speed higher by a predetermined value than the predetermined abnormal noise suppression engine rotational speed after the upshift. The larger the value, the faster the engine speed change speed. Regardless of the speed difference, the engine speed increases from the start of the upshift by a predetermined value higher than the predetermined noise suppression engine speed after the upshift. The time until the speed is reached can be made substantially constant. As a result, the engine rotational speed is likely to be higher by a predetermined value than the predetermined abnormal noise suppression engine rotational speed after the upshift before the inertia phase is started.

  According to the fifth aspect of the present invention, the upshift at the high vehicle speed side gear ratio of the mechanical transmission mechanism is at the inertia phase than the upshift at the low vehicle speed side gear ratio of the mechanical transmission mechanism. Since the engine speed is unlikely to decrease, the predetermined value when the engine speed is set higher than the predetermined abnormal noise suppression engine speed after the upshift is lower when the upshift is performed at the higher speed ratio. It is smaller than the upshift at the side gear ratio. As a result, the engine speed is prevented from being increased more than necessary.

  According to the sixth aspect of the invention, when the high speed side gear ratio of the mechanical speed change mechanism is higher than the low speed side speed ratio of the mechanical speed change mechanism, the predetermined noise suppression engine rotational speed is higher. Because there is a high possibility that abnormal noise will occur during the upshift transition, the engine speed will be higher by a predetermined value than the predetermined abnormal noise suppression engine speed after the upshift during the upshift transition of the mechanical transmission mechanism. It is useful to control the speed.

  According to the seventh aspect of the invention, when the mechanical transmission mechanism is a stepped automatic transmission, the engine rotational speed is likely to decrease due to a decrease in the input rotational speed of the mechanical transmission mechanism during the upshift transition. It is useful to control the engine rotational speed to a rotational speed that is higher by a predetermined value than the predetermined abnormal noise suppression engine rotational speed after the upshift during the upshift transition of the mechanical transmission mechanism.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining the schematic structure of the vehicle power transmission device with which the vehicle to which this invention is applied, and the principal part of the control function and various control systems for various control in a vehicle. It is a skeleton diagram explaining an example of an automatic transmission. 3 is an operation chart for explaining a relationship between a shift operation of the automatic transmission exemplified in FIG. 2 and a combination of operations of engagement devices used therefor. It is a collinear diagram showing the relative relationship of the rotational speed of each rotation element in an electric continuously variable transmission and an automatic transmission. It is a figure which shows an example in which the target engine rotation speed increase part which changes with the difference in the shift pattern of an automatic transmission is set. It is a flowchart explaining the control operation | movement for suppressing the principal part of the control action of an electronic controller, ie, the performance of noise suppression during the upshift transition of an automatic transmission. It is an example of the time chart at the time of performing the control action shown to the flowchart of FIG. It is an example of the time chart which shows the prior art example at the time of performing upshift of an automatic transmission during the rattle noise suppression control.

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

  FIG. 1 is a diagram illustrating a schematic configuration of a vehicle power transmission device 12 (hereinafter referred to as a power transmission device 12) provided in a vehicle 10 to which the present invention is applied, and for various controls in the vehicle 10. It is a figure explaining the principal part of a control system. In FIG. 1, a vehicle 10 is a hybrid vehicle including an engine 14, a first electric motor MG1, and a second electric motor MG2. The power transmission device 12 includes a power distribution mechanism 16 in which the engine 14, the first electric motor MG1, and the second electric motor MG2 are coupled to any one of a plurality of rotating elements (rotating members) so as to be able to transmit power, An automatic transmission (AT) 20 disposed between the drive wheels 18 is provided. In the power transmission device 12, the power output from the engine 14 and the second electric motor MG2 (the torque and the force are synonymous unless otherwise distinguished) is transmitted to the automatic transmission 20, and the automatic transmission 20 transmits the differential gear device. Is transmitted to the drive wheel 18 via 22 or the like.

  The engine 14 is a main power source of the vehicle 10 and is a known internal combustion engine such as a gasoline engine or a diesel engine. The engine 14 controls the engine torque Te by controlling an operating state such as a throttle valve opening θth or an intake air amount, a fuel supply amount, an ignition timing and the like by an electronic control unit 50 described later.

  The first electric motor MG1 and the second electric motor MG2 have a function as a motor and a function as a generator, and are motor generators that are selectively operated as a motor or a generator. Each of the first electric motor MG1 and the second electric motor MG2 is connected to a battery 26 provided in the power transmission device 12 via an inverter 24 provided in the power transmission device 12, and is controlled by an electronic control device 50 described later. By controlling the inverter 24, the MG1 torque Tg and the MG2 torque Tm that are output torques (or regenerative torques) of the first electric motor MG1 and the second electric motor MG2 are controlled. The battery 26 is a power storage device that transmits and receives electric power to each of the first electric motor MG1 and the second electric motor MG2.

  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 provided as a rotation element, and functions as a differential mechanism which produces a differential action. In the power transmission device 12, the engine 14 is coupled to the carrier CA0 via the damper 28 so that power can be transmitted, the first motor MG1 is coupled to the sun gear S0 so that power can be transmitted, and the second motor MG2 is coupled to the ring gear R0. It is connected so that power can be transmitted. 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 power distribution mechanism 16 includes a carrier CA0 to which the engine 14 is connected so as to be able to transmit power, a sun gear S0 to which a first motor MG1 as a differential motor is connected so as to be able to transmit power, and a second motor MG2 as a motor for traveling. It has three rotating elements with a ring gear R0 connected so as to be able to transmit power. That is, the power transmission device 12 includes a power distribution mechanism 16 that is coupled to the engine 14 so that power can be transmitted, and a first electric motor MG1 that is coupled to the power distribution mechanism 16 so that power can be transmitted. In the power transmission device 12, an electric continuously variable transmission as an electric transmission mechanism (electric differential mechanism) in which the differential state of the power distribution mechanism 16 is controlled by controlling the operating state of the first electric motor MG1. 30 is configured. The electric continuously variable transmission 30 is operated as an electric continuously variable transmission that changes the gear ratio γ0 (= engine rotational speed Ne / MG2 rotational speed Nm).

  The automatic transmission 20 is a mechanical transmission mechanism that constitutes a part of a power transmission path between a transmission member 32 that is an output rotation member of the electric continuously variable transmission 30 and the drive wheels 18. The transmission member 32 is integrally connected to the ring gear R0 and is also integrally connected to a transmission input shaft (AT input shaft) 34 that is an input rotation member of the automatic transmission 20. The transmission member 32 is connected to the second electric motor MG2 so that power can be transmitted. Therefore, the automatic transmission 20 is a mechanical transmission mechanism that constitutes a part of the power transmission path between the second electric motor MG2 and the drive wheels 18.

  The automatic transmission 20 has, for example, a plurality of planetary gear devices and a plurality of engagement devices, and by re-holding any of the plurality of engagement devices (that is, by switching between engagement and release of the engagement devices). This is a known planetary gear type automatic transmission that performs a so-called clutch-to-clutch shift, in which a shift is executed. That is, the automatic transmission 20 is shifted by engagement and disengagement of the engaging device, and a plurality of gear ratios (gear ratios) γat (= AT input shaft rotational speed Ni / AT output shaft rotational speed No) are different. This is a mechanical transmission mechanism in which the first gear (gear) is selectively formed.

  The plurality of engagement devices respectively include a transmission input shaft 34 that receives power from the engine 14 and the second electric motor MG2, and a transmission output that transmits power to the drive wheels 18 that are output rotating members of the automatic transmission 20. This is a hydraulic friction engagement device that transmits rotation and torque to and from a shaft (AT output shaft) 36. In these engagement devices, the torque capacity (clutch torque) is changed by adjusting the engagement hydraulic pressure (clutch hydraulic pressure) by a solenoid valve or the like in the hydraulic control circuit 38 provided in the automatic transmission 20. Engagement and release are controlled respectively. In the present embodiment, for convenience, the plurality of engaging devices are referred to as a clutch C, but the clutch C includes a known brake or the like in addition to the clutch.

  FIG. 2 is a skeleton diagram illustrating an example of the automatic transmission 20. The automatic transmission 20 is configured substantially symmetrically with respect to the axis C of the transmission input shaft 34, and the lower half of the axis C is omitted in FIG. In FIG. 2, the automatic transmission 20 is configured so that the rotating elements (sun gears S1 and S2, carriers CA1 and CA2, ring gears R1 and R2) of the first planetary gear device 40 and the second planetary gear device 42 are directly or clutched. C (clutch C1, C2, C3, brake B1, B2) and one-way clutch F1 are indirectly (or selectively) partially connected to each other, transmission input shaft 34, case as non-rotating member 44, or a transmission output shaft 36. As shown in the engagement operation table of FIG. 3, the automatic transmission 20 is established with each of the four forward gears, the reverse gear, or the neutral state by the engagement release control of the clutch C. In FIG. 3, “1st” to “4th” indicate first to fourth gears as forward gears, “Rev” indicates a reverse gear, and “N” indicates a neutral state. The engagement operation table of FIG. 3 summarizes the relationship between each gear stage and each operation state of the clutch C, where “◯” indicates engagement, “Δ” indicates engagement during engine braking, and blank indicates release. Respectively. Since the one-way clutch F1 is provided in parallel to the brake B2 that establishes the first speed gear stage “1st”, it is not necessary to engage the brake B2 when starting (acceleration).

  The power transmission path in the automatic transmission 20 includes a power transmission enabling state that enables power transmission through the engagement and release of the clutch C, and a power transmission interruption that interrupts power transmission. Switch between states. That is, in the automatic transmission 20, any one of the first to fourth gears and the reverse gear is established, so that the power transmission path is in a state capable of transmitting power. When the gear stage is not established (ie, when the neutral state is established), the power transmission path is set to the power transmission cutoff state.

  In the power transmission device 12, an automatic transmission 20 that functions as a stepped transmission is connected in series to a subsequent stage of the electric continuously variable transmission 30 that functions as a continuously variable transmission. As a whole, the automatic transmission 20 constitutes a continuously variable transmission.

  FIG. 4 is a collinear diagram showing the relative relationship between the rotational speeds of the rotary elements in the electric continuously variable transmission 30 and the automatic transmission 20. In FIG. 4, three vertical lines Y1, Y2, Y3 corresponding to the three rotating elements of the power distribution mechanism 16 constituting the electric continuously variable transmission 30 are sun gears corresponding to the second rotating element RE2 in order from the left side. This is an axis representing the rotation speed of S0, the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the rotation speed of the transmission input shaft 34). Further, the four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission 20 are connected in order from the left to the rotational speed of the sun gear S2 corresponding to the fourth rotating element RE4 and to the fifth rotating element RE5. The rotation speed of the ring gear R1 and the carrier CA2 (that is, the rotation speed of the transmission output shaft 36), the rotation speed of the carrier CA1 and the ring gear R2 connected to the sixth rotation element RE6, and the seventh rotation element RE7. It is an axis | shaft showing the rotational speed of corresponding sun gear S1, respectively. The intervals between the vertical lines Y1, Y2, and Y3 are determined according to the gear ratio (gear ratio) ρ0 of the power distribution mechanism 16. Further, the distance between the vertical lines Y4, Y5, Y6, Y7 is determined according to the gear ratios ρ1, ρ2 of the first and second planetary gear devices 40, 42. In the relationship between the vertical axes of the nomograph, if the distance between the sun gear and the carrier is an interval corresponding to “1”, the gear ratio ρ of the planetary gear unit between the carrier and the ring gear (= the number of teeth of the sun gear Zs / The interval corresponds to the number of teeth Zr) of the ring gear.

  4, in the power distribution mechanism 16 of the electric continuously variable transmission 30, the first rotating element RE1 is connected to the engine 14 and the second rotating element RE2 is connected to the first electric motor MG1. The third rotation element RE3 is connected to the transmission member 32 and the second electric motor MG2, and the rotation of the engine 14 is transmitted to the automatic transmission 20 via the transmission member 32. In the electric continuously variable transmission 30, the relationship between the rotational speed of the sun gear S0 and the rotational speed of the ring gear R0 is indicated by a straight line L0 that crosses the vertical line Y2.

  In the automatic transmission 20, the fourth rotation element RE4 is selectively connected to the transmission member 32 via the clutch C1, the fifth rotation element RE5 is connected to the transmission output shaft 36, and the sixth rotation element RE6 is It is selectively connected to the transmission member 32 via the clutch C2 and is selectively connected to the case 44 via the brake B2, and the seventh rotating element RE7 is selectively connected to the transmission member 32 via the clutch C3. And selectively connected to the case 44 via the brake B1. In the automatic transmission 20, “1st”, “2nd”, “3rd”, “3rd”, Each rotational speed of “4th” and “Rev” is indicated.

  FIG. 4 shows the relative speeds of the rotating elements in the hybrid travel mode in which the engine travels using at least the engine 14 as a drive source. In this hybrid travel mode, when the reaction force torque, which is a negative torque by the first electric motor MG1, is input to the sun gear S0 in the positive rotation with respect to the engine torque Te input to the carrier CA0 in the power distribution mechanism 16, In the ring gear R0, an engine direct torque Td (= Te / (1 + ρ) = − (1 / ρ) × Tg) that becomes a positive torque in the forward rotation appears. Then, according to the required driving force, the combined torque of the engine direct torque Td and the MG2 torque Tm is transmitted to the driving wheel 18 via the automatic transmission 20 as the driving force in the vehicle forward direction. At this time, the first electric motor MG1 functions as a generator that generates negative torque in the positive rotation. The generated electric power Wg of the first electric motor MG1 is charged in the battery 26 or consumed by the second electric motor MG2. The second electric motor MG2 outputs the MG2 torque Tm using all or part of the generated power Wg or using the power from the battery 26 in addition to the generated power Wg. In this hybrid travel mode, when the rotational speed of the sun gear S0 is increased or decreased by controlling the rotational speed of the first electric motor MG1 with respect to the rotational speed of the ring gear R0 constrained by the rotation of the drive wheels 18, the carrier The rotational speed of CA0, that is, the engine rotational speed Ne is increased or decreased. Accordingly, in engine running, the engine 14 can be operated at an efficient operating point.

  Although not shown, in the collinear chart in the motor travel mode in which the engine 14 is stopped and the motor travel is performed using the second electric motor MG2 as a drive source, the carrier CA0 is set to zero rotation in the power distribution mechanism 16. Then, the MG2 torque Tm that becomes a positive torque in the forward rotation is input to the ring gear R0. At this time, the first electric motor MG1 connected to the sun gear S0 is in a no-load state and is idled by negative rotation. That is, in the motor travel mode, the engine 14 is not driven, the engine rotational speed Ne is set to zero, and the MG2 torque Tm (here, the power running torque of the positive rotation) is the driving force in the vehicle forward direction via the automatic transmission 20. It is transmitted to the drive wheel 18.

  Returning to FIG. 1, the vehicle 10 includes an electronic control device 50 including a control device for the power transmission device 12, for example. Therefore, FIG. 1 is a diagram showing an input / output system of the electronic control device 50 and is a functional block diagram for explaining a main part of a control function by the electronic control device 50. The electronic control unit 50 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 50 is configured to execute output control of the engine 14, output control including regeneration control of the first motor MG1 and second motor MG2, shift control of the automatic transmission 20, and the like. Depending on the situation, the engine control, the motor control, the hydraulic control (shift control) and the like are divided.

  The electronic control device 50 includes various sensors (for example, an engine speed sensor 60, motor speed sensors 62 and 64 such as a resolver, a vehicle speed sensor 66, an accelerator opening sensor 68, a throttle valve opening sensor 70, etc.). Various actual values (for example, engine rotational speed Ne which is the rotational speed of the engine 14, MG1 rotational speed Ng which is the rotational speed of the first electric motor MG1, and AT which is the rotational speed of the transmission input shaft 34). MG2 rotational speed Nm that is the rotational speed of the second electric motor MG2 corresponding to the input shaft rotational speed Ni, AT output shaft rotational speed No that is the rotational speed of the transmission output shaft 36 corresponding to the vehicle speed V, and the driver's acceleration request amount Accelerator pedal opening degree θacc, which is the amount of operation of the accelerator pedal, and throttle valve opening degree θth, which is the opening degree of the electronic throttle valve). It is. The electronic control unit 50 also receives an engine output control command signal Se for controlling the output of the engine 14, a motor control command signal Smg for operating the inverter 24 for controlling the first motor MG1 and the second motor MG2, and automatic. A hydraulic control command signal Sp for controlling the clutch C related to the shift of the transmission 20 is output. This hydraulic control command signal Sp is, for example, a command signal (hydraulic command value) for driving each solenoid valve that regulates each clutch hydraulic pressure supplied to each hydraulic actuator of the clutch C, and is output to the hydraulic control circuit 38. Is done.

  The electronic control unit 50 includes hybrid control means, that is, a hybrid control unit 52, and shift control means, that is, a shift control unit 54.

  The hybrid control unit 52 functions as an engine control unit that controls the operation of the engine 14, that is, the engine control unit 55, and an electric motor control unit that controls the operation of the first electric motor MG1 and the second electric motor MG2 via the inverter 24. Functions as the control unit 56 are included, and hybrid drive control by the engine 14, the first electric motor MG1, and the second electric motor MG2 is executed by these control functions. Specifically, the hybrid control unit 52 applies the accelerator opening θacc and the vehicle speed V to a relationship (for example, a driving force map) that is obtained experimentally or design in advance and stored (that is, a predetermined driving force map, for example). Thus, the required driving force Fdem is calculated. The hybrid control unit 52 obtains the required driving force Fdem in consideration of the engine optimum fuel consumption point, transmission loss, auxiliary load, gear ratio γat of the automatic transmission 20, chargeable / dischargeable power Win, Wout of the battery 26, and the like. As shown, the command signals (the engine output control command signal Se and the motor control command signal Smg) for controlling the engine 14, the first motor MG1, and the second motor MG2 are output. As a result of this control, the gear ratio γ0 of the electric continuously variable transmission 30 is controlled.

  The shift control unit 54 obtains the required driving force Fdem in cooperation with the control of the gear ratio γ0 of the engine 14, the first electric motor MG1, the second electric motor MG2, and the electric continuously variable transmission 30 by the hybrid control unit 52. As a result, the shift control of the automatic transmission 20 is executed. Specifically, the shift control unit 54 determines whether or not to shift the automatic transmission 20 according to a predetermined relationship (shift map) as a predetermined relationship. When the shift control unit 54 determines that the shift of the automatic transmission 20 should be executed, the shift control unit 54 engages and / or engages the clutch C involved in the shift of the automatic transmission 20 so as to form the determined gear stage. Alternatively, the hydraulic control command signal Sp to be released is output to the hydraulic control circuit 38, and the shift control of the automatic transmission 20 is executed.

  Here, in the power transmission device 12, when the torque transmission state becomes a specific state while the engine is running, vibrations due to engine rotation fluctuations are transmitted to the meshing portions between the meshing gears such as gear teeth. In the meshing portion, the tooth surfaces of the meshing teeth repeatedly collide with each other and strike each other, and abnormal noise (gear noise) in the drive system such as backlash rattling noise called rattling noise may occur. is there. In order to suppress or avoid the occurrence of such abnormal noise, the electronic control unit 50 operates the engine 14 when there is a traveling state in a predetermined abnormal noise generation region as a traveling state in which the abnormal noise is generated. The line is changed to an engine optimum fuel consumption line to make a rattle noise avoidance line, and the operating point of the engine 14 is made to be a rattle noise avoidance point. As described above, the electronic control unit 50 performs the rattle noise suppression control for changing the operating point of the engine 14 in order to suppress or avoid the generation of abnormal noise. The operating point of the engine 14 is an engine operating point determined by the engine speed Ne and the engine torque Te. Specifically, when there is no running state in the abnormal noise generation area, an engine optimum fuel consumption point at which the engine power Pe for obtaining the required driving force Fdem is obtained using a predetermined engine optimum fuel consumption line is obtained. The engine operating point is set in consideration of the engine optimum fuel consumption point and the like. When there is a running condition in the abnormal noise generation area, for example, a noise avoidance line for suppressing abnormal noise predetermined on the high engine rotation speed side and low engine torque side is used with respect to the engine optimum fuel consumption line. A rattling sound avoidance point at which the engine power Pe for obtaining the required driving force Fdem is obtained is set as the engine operating point. Thereby, the rattling noise avoidance engine rotation speed and the rattling noise avoidance engine torque for suppressing abnormal noise are set. The rattle noise avoidance engine rotational speed is a predetermined abnormal noise suppression engine rotational speed, and the rattle noise avoidance engine torque is a predetermined abnormal noise suppression engine torque. For example, a different rattling noise avoidance line is predetermined for each gear stage of the automatic transmission 20. For example, at a rattling noise avoidance point where the same engine power Pe is obtained, the rattling noise avoiding engine rotational speed is such that the high gear stage at which the automatic transmission 20 has a high vehicle speed side gear ratio has a lower vehicle speed side gear ratio of the automatic transmission 20. The rattle noise avoidance line is determined in advance so as to be higher than the low gear stage. In the present embodiment, the rattling noise avoidance engine rotation speed for each gear stage of the automatic transmission 20 is determined as the first-speed steady-state rattling noise avoidance engine rotation speed, the second-speed steady-state rattling noise avoidance engine rotation speed, and the third-speed steady-state rattling sound. Avoiding engine rotation speed, referred to as 4-speed steady-state rattling avoidance engine rotation speed. Note that the steady state is when the vehicle is not in a state where the automatic transmission 20 is shifting.

  By the way, in the power transmission device 12, during the upshift transition of the automatic transmission 20, the engine rotational speed Ne is reduced as the AT input shaft rotational speed Ni (that is, the MG2 rotational speed Nm that is the rotational speed of the transmission member 32) decreases. Since the torque to be reduced is applied to the first rotating element RE1 (carrier CA0) to which the engine 14 is connected (see the collinear diagram of FIG. 4), the engine rotation speed Ne is changed to avoid the rattling noise during engine noise suppression control. There is a risk that the performance of noise suppression (rattle noise suppression) may be reduced due to a temporary decrease in speed.

  FIG. 8 is an example of a time chart showing a conventional example when an upshift of the automatic transmission 20 is executed during the rattle noise suppression control. In FIG. 8, in a steady state during the rattling noise suppression control before the time point t1, the automatic transmission 20 is formed with the first speed gear stage, and the target value of the engine speed Ne (target engine speed Net). ) Is the 1st-speed steady sound avoiding engine rotation speed. During the rattling noise suppression control, a 1-2 upshift of the automatic transmission 20 is started at time t1. Here, since the torque transmission path after the shift is made when the inertia phase during the upshift transition is started, the shift transient rattling sound that uses the engine rotation speed Ne as the engine rotation speed after the upshift during the upshift. Suppression control (conventional example) is executed. Therefore, from the time t1, the target engine rotation speed Net is set to the second-speed steady-state rattling avoidance engine rotation speed that is the rattling avoidance engine rotation speed after the upshift. Until the time point t2 when the inertia phase starts and after the time point t3 when the upshift is completed, the actual value of the engine speed Ne (actual engine speed Ne) is made to substantially follow the target engine speed Net. However, during the inertia phase, the actual engine rotational speed Ne is decreased as the AT input shaft rotational speed Ni decreases (see from time t2 to time t3). Therefore, a rattling noise is generated during this inertia phase. At time t3 when the upshift is completed, the shift transient noise suppression control (conventional example) is terminated. As described above, in the power transmission device 12, there is a possibility that the performance of the rattling noise reduction is deteriorated during the upshift transition of the automatic transmission 20.

  Therefore, during the upshift transition of the automatic transmission 20, the engine control unit 55 controls the engine rotational speed Ne to a rotational speed that is higher by a predetermined value than the post-shift rattling avoidance engine rotational speed. Executes noise suppression control. The engine control unit 55 controls the engine rotation speed Ne so as to increase the engine rotation speed Ne by causing the motor control unit 56 to control the rotation speed of the first electric motor MG1 and increasing the rotation speed of the sun gear S0.

  The predetermined value is an increase in the engine rotation speed Ne that is set in advance as a value larger than the decrease in the engine rotation speed Ne that may cause the engine rotation speed Ne to be decreased during the upshift transition of the automatic transmission 20. . In the shift transient rattling suppression control, a target engine rotation speed Net that is higher than the rattling noise avoidance engine rotation speed after the upshift by a predetermined value is set. Therefore, the predetermined value is an increase in the target engine speed Net (target engine speed increase NEINC). The type of shift (shift pattern) such as 1-2 upshift or 2-3 upshift of the automatic transmission 20 is a parameter that may change the change speed of the AT input shaft rotation speed Ni during the upshift. It is considered that the engine rotational speed decrease during the upshift transition changes depending on the shift pattern. The engine speed Ne during the inertia phase is lower when the automatic transmission 20 is upshifted at a high gear stage (high gear stage) than when the automatic transmission 20 is upshifted at a low gear stage (low gear stage). It is hard to do. Therefore, as shown in FIG. 5, the target engine rotational speed increase NEINC is made smaller when the automatic transmission 20 is upshifted at the high gear stage than when the automatic transmission 20 is upshifted at the low gear stage. ing.

  During the inertia phase during the upshift transition of the automatic transmission 20, the AT input shaft rotational speed Ni decreases. Moreover, after the inertia phase starts, it becomes a power transmission path after the upshift, and there is a possibility that a rattling noise is generated. Therefore, the engine control unit 55 increases the engine rotation speed Ne by a predetermined value higher than the rattling noise avoidance engine rotation speed after the upshift until the inertia phase during the upshift transition of the automatic transmission 20 is started. And

  In order to make it easy for the engine rotation speed Ne to be a predetermined rotation speed higher than the rattling noise avoidance engine rotation speed after the upshift before the start of the inertia phase during the upshift transition of the automatic transmission 20, the engine control unit 55 At the start of the upshift of the automatic transmission 20 (that is, at the time of shift output by the shift control unit 54), the engine rotation speed Ne starts to increase toward a rotation speed that is higher by a predetermined value than the rattling noise avoidance engine rotation speed after the upshift. .

  In order to make it easy for the engine rotation speed Ne to be a predetermined rotation speed higher than the rattling noise avoidance engine rotation speed after the upshift before the start of the inertia phase during the upshift transition of the automatic transmission 20, the engine control unit 55 As the rotational speed difference between the engine speed Ne at the start of the upshift of the automatic transmission 20 and the rotational speed higher than the engine speed after the upshift by a predetermined value is larger, the change speed of the engine speed Ne is larger. Make it faster.

  In order to realize the above-described shift transient rattling suppression control, the electronic control unit 50 further includes a flag setting / determination unit, that is, a flag setting / determination unit 58, and a rotation change determination unit, that is, a rotation change determination unit 59. .

  When the shift control unit 54 determines that the automatic transmission 20 is upshifting during the rattling noise suppression control by the electronic control unit 50, the flag setting / determination unit 58 performs the shift transient rattling noise suppression control. The in-shifting rattling suppression flag that indicates whether or not it is being executed is set to “1” that indicates that the shifting transient rattling suppression control is being executed. If the shift control unit 54 determines that the automatic transmission 20 is not upshifting during the rattle noise suppression control by the electronic control unit 50, the flag setting / determination unit 58 performs the shift noise suppression execution flag. It is determined whether or not “1” is “1”.

  When it is determined by the shift control unit 54 that the automatic transmission 20 is upshifting during the rattling noise suppression control by the electronic control unit 50, the engine control unit 55 performs the rattling noise avoidance engine rotation after the upshift. The target engine rotational speed increase NEINC is added to the speed NETSFTGARA, and the final target engine rotational speed NESFTGARA (= NETSFTGARA + NEINC) for avoiding the rattling noise during the shift is calculated. Then, from the start of the upshift of the automatic transmission 20, the engine control unit 55 changes the rattle noise avoidance target engine speed NEGARA (i) during the rattle noise suppression control to the rattle noise avoidance final target engine speed NESFTGARA during the shift. Therefore, the engine speed increase amount ΔNEUP (> 0) is increased for each control cycle. The engine control unit 55 sets the engine rotation speed increase amount ΔNEUP to a level where the sound noise avoidance target engine rotation speed NEGARA (i) during the noise suppression control is being shifted before the start of the inertia phase during the upshift transition of the automatic transmission 20. The value is set so that the final target engine speed NESFTGARA is reached. Therefore, the change speed of the engine rotational speed Ne increases as the rotational speed difference between the engine rotational speed Ne at the start of the upshift of the automatic transmission 20 and the rattling-avoidance final target engine rotational speed NESFTGARA during the shift increases. When the initial value of the rattling noise avoidance target engine speed NEGARA (i) during the rattling noise suppression control is set during the shift transient noise suppression control, the rattling noise one cycle before the control cycle is avoided. The target engine speed NEGARA (i-1) is a rattling noise avoidance engine speed NETGARA before the upshift (that is, the target engine speed Net at the steady state before the upshift).

  The engine control unit 55 determines that the automatic transmission 20 is not upshifted by the shift control unit 54 during the control of the rattling noise by the electronic control unit 50, and the flag setting / determination unit 58 executes the suppression of the rattling noise during the shift. When it is determined that the middle flag is “1”, the rattling sound avoidance target engine speed NEGARA (i) during the rattling suppression control is changed from the end of the upshifting of the automatic transmission 20 to the rattling after the upshifting. Toward the sound avoidance engine rotation speed NETSFTGARA, the engine rotation speed decrease amount ΔNEDW (> 0) is decreased every control cycle. It should be noted that during the execution of the shift transient rattling noise suppression control, the rattling noise avoidance target engine speed NEGARA (i) during the rattling noise suppression control after the end of the upshift of the automatic transmission 20 is initially set. The rattle noise avoidance target engine speed NEGARA (i-1) one cycle before in the control cycle is the rattle noise avoidance final target engine speed NESFTGARA during the shift. Further, the engine rotation speed decrease amount ΔNEDW may be the same value as the engine rotation speed increase amount ΔNEUP or may be a predetermined value.

  The rotation change determination unit 59 determines whether or not the rattling noise avoidance target engine rotational speed NEGARA (i) during the rattling noise suppression control is equal to or higher than the rattling avoidance final target engine speed NESFTGARA during the shifting during the shift transient rattling suppression control. Determine whether or not. Further, during the shift transient noise suppression control, the rotation change determination unit 59 has a rattle noise avoidance target engine speed NEGARA (i) during the noise suppression control that is less than the rattle noise avoidance engine speed NETSFTGARA after the upshift. It is determined whether or not.

  When the rotation change determination unit 59 determines that the rattle noise avoidance target engine rotation speed NEGARA (i) is greater than or equal to the rattling noise avoidance final target engine rotation speed NESFTGARA during the shift. The rattle noise avoidance target engine speed NEGARA (i) is guard-processed at the rattle noise avoidance final target engine speed NESFTGARA (that is, NEGARA (i) = NESFTGARA). Further, the engine control unit 55 sets the final target engine rotational speed NETAG as the rattling noise avoiding target engine rotational speed NEGARA (i) during the rattling noise suppression control. This final target engine speed NETAG is the target engine speed Net during execution of the shift transient noise suppression control. In addition, the engine control unit 55 has determined by the rotation change determination unit 59 that the rattle noise avoidance target engine rotation speed NEGARA (i) during the rattle noise suppression control is less than the rattle noise avoidance engine rotation speed NETSFTGARA after the upshift. In this case, the final target engine rotational speed NETAG is not set, and the target engine rotational speed Net is set to the rattling-avoided engine rotational speed NETSFTGARA after upshifting (that is, the target engine rotational speed Net at the steady state after upshifting). .

  The flag setting / determination unit 58 has determined by the rotation change determination unit 59 that the rattling noise avoidance target engine speed NEGARA (i) during the rattling suppression control is less than the rattling noise avoidance engine speed NETSFTGARA after the upshift. In this case, the shift noise suppression execution flag is set to “0” indicating that the shift transient noise suppression control is not being executed.

  FIG. 6 is a flowchart for explaining the control operation for suppressing the deterioration of the noise suppression performance during the upshift transition of the automatic transmission 20, that is, the main part of the control operation of the electronic control unit 50. It is repeatedly executed during sound suppression control. FIG. 7 is an example of a time chart when the control operation shown in the flowchart of FIG. 6 is executed.

  In FIG. 6, first, in step (hereinafter, step is omitted) S10 corresponding to the function of the shift control unit 54, it is determined whether or not the automatic transmission 20 is upshifting. If the determination in S10 is affirmative, in S20 corresponding to the function of the flag setting / determination unit 58, the in-shifting rattling suppression flag is “1” indicating that the shifting transient rattling suppression control is being performed. It is said. Next, in S30 corresponding to the function of the engine control unit 55, the rattling noise avoidance target is obtained by adding the engine rotation speed increase amount ΔNEUP (> 0) to the rattling noise avoidance target engine speed NEGARA (i-1) one cycle before. The engine speed NEGARA (i) (= NEGARA (i-1) + ΔNEUP) is calculated. Next, in S40 corresponding to the function of the rotation change determination unit 59, the rattling-avoidance target engine speed NEGARA (i) is changed to the rattling-avoidance final target engine speed NESFTGARA (= the rattling-avoidance engine rotation after the upshift). It is determined whether or not the speed is greater than or equal to speed NETSFTGARA + target engine speed increase NEINC). If the determination in S40 is affirmative, the rattle noise avoidance target engine speed NEGARA (i) is set to the rattle noise avoidance final target engine speed NESFTGARA in S50 corresponding to the function of the engine control unit 55. On the other hand, if the determination in S10 is negative, it is determined in S60 corresponding to the function of the flag setting / determination unit 58 whether or not the in-shift rattling suppression flag is “1”. If the determination at S60 is negative, this routine is terminated. If the determination in S60 is affirmative, in S70 corresponding to the function of the engine control unit 55, the engine speed reduction amount ΔNEDW (> 0) from the rattle noise avoidance target engine speed NEGARA (i-1) one cycle before. Is subtracted to calculate the rattle noise avoidance target engine speed NEGARA (i) (= NEGARA (i-1) −ΔNEDW). Next, in S80 corresponding to the function of the rotation change determination unit 59, it is determined whether or not the rattle noise avoidance target engine speed NEGARA (i) is less than the rattle noise avoidance engine speed NETSFTGARA after the upshift. If the determination in S40 is negative, or subsequent to S50, or if the determination in S80 is negative, in S90 corresponding to the function of the engine control unit 55, the shift transient noise suppression control is performed. The final target engine speed NETAG, which is the target engine speed Net during execution, is set as the rattling-avoidance target engine speed NEGARA (i). If the determination in S80 is affirmative, in S100 corresponding to the function of the flag setting / determination unit 58, the in-shift rattling suppression flag is set to “0” indicating that the shift transient rattling suppression control is not being performed. Is done. If the determination in S80 is affirmative, the target engine rotational speed Net is set to the rattle noise avoiding engine rotational speed NETSFTGARA after upshifting (that is, the target engine rotational speed Net at the steady state after upshifting).

  In FIG. 7, a time point t1 indicates a time point when a shift command (hydraulic control command signal Sp) for executing a 1-2 upshift of the automatic transmission 20 is output and the upshift is started. Prior to the time point t1, the target engine rotational speed Net is the first-speed steady-state rattle avoidance engine rotational speed that is the rattle avoidance engine rotational speed NETGARA before the upshift. From time t1, the shift transient noise suppression control is executed, and the target engine rotation speed Net (the final target engine rotation speed NETAG during the shift transient noise suppression control) is the rattle avoidance engine rotation speed NETSFTGARA after the upshift. It is gradually increased toward the final target engine rotational speed NESFTGARA during shifting, in which the increase NEINC of the target engine rotational speed is added to the engine rotational speed at the second speed steady state. At this time, the engine rotational speed increase amount ΔNEUP (> 0) so that the target engine rotational speed Net reaches the rattling-avoided final target engine rotational speed NESFTGARA by the start of the inertia phase (see time t2) during the upshift transition. Is set. As a result, during the inertia phase (see the time t2 to the time t3), the actual engine speed Ne is suppressed or avoided to be lower than the second-speed steady-state rattle avoidance engine speed. Or it is avoided. From the time when the upshift ends (see time t3), the target engine speed Net is changed from the final target engine speed NESFTGARA during the shifting noise avoidance to the second-speed steady-state avoiding engine speed ΔNEDW. It is gradually reduced at. The time point t4 indicates a point in time when the target engine rotation speed Net is set to the second-speed steady-state rattling noise avoiding engine rotation speed and the shift transient rattling suppression control is finished.

  As described above, according to the present embodiment, during the upshift transition of the automatic transmission 20, the rotation is higher by a predetermined value (the target engine rotation speed increase NEINC) than the rattling noise avoidance engine rotation speed NETSFTGARA after the upshift. Since the engine speed Ne is controlled to the final target engine speed NESFTGARA to avoid the rattling noise during speed change, even if the engine speed Ne decreases during the upshift transition, the engine speed Ne is upshifted. It is suppressed or avoided to be lower than the rattling noise avoiding engine rotational speed NETSFTGARA. Therefore, it is possible to suppress a decrease in the noise suppression performance during the upshift transition of the automatic transmission 20.

  Further, according to the present embodiment, after the inertia phase is started during the upshift transition of the automatic transmission 20, there is a possibility that an abnormal noise may be generated as a power transmission path after the upshift. Therefore, the inertia phase is started. By setting the engine rotation speed Ne to the final target engine rotation speed NESFTGARA to avoid the rattling noise during shifting, even if the engine rotation speed Ne is reduced during the inertia phase, the engine rotation speed Ne is not changed after the upshift. The lowering of the sound avoidance engine speed NETSFTGARA is suppressed or avoided. This suppresses the generation of abnormal noise during the upshift transition.

  In addition, according to the present embodiment, when the upshift of the automatic transmission 20 starts, the engine rotation speed Ne starts to increase toward the final target engine rotation speed NESFTGARA during the shifting noise, so that after the upshift starts The engine rotation speed Ne is quickly set to the rattling-avoidance final target engine rotation speed NESFTGARA. As a result, the engine rotational speed Ne is likely to be the final target engine rotational speed NESFTGARA avoiding the rattling noise before the start of the inertia phase during the upshift transition.

  Further, according to the present embodiment, the larger the rotational speed difference between the engine rotational speed Ne when the automatic transmission 20 starts upshifting and the final target engine rotational speed NESFTGARA during the shifting noise avoidance, the larger the engine rotational speed Ne. Therefore, the time from when the upshift is started until the engine rotational speed Ne is set to the rattling-avoided final target engine rotational speed NESFTGARA can be made substantially constant regardless of the rotational speed difference. As a result, the engine rotational speed Ne is likely to be the final target engine rotational speed NESFTGARA avoiding the rattling noise before the start of the inertia phase during the upshift transition.

  Further, according to the present embodiment, the engine speed Ne in the inertia phase is less likely to decrease during the upshift at the high gear stage of the automatic transmission 20 than during the upshift at the low gear stage. The predetermined value (target engine speed increase NEINC) when making the engine speed higher than the engine speed NETSFTGARA after upshifting is higher at the high gear stage of the automatic transmission 20 at the lower gear stage. It is smaller than when upshifting. As a result, the engine speed Ne is prevented from being increased more than necessary.

  Further, according to this embodiment, when the rattling noise avoidance engine rotation speed NETSFTGARA after the upshift is higher than the rattling noise avoidance engine rotation speed NETGARA before the upshift, an abnormal noise is generated during the upshift transition. Since the possibility increases, it is useful to control the engine rotational speed Ne to the final target engine rotational speed NESFTGARA during the shifting operation during the upshift transition of the automatic transmission 20.

  Further, according to this embodiment, when the automatic transmission 20 is a stepped automatic transmission, the engine speed Ne is likely to decrease due to a decrease in the AT input shaft rotational speed Ni during the upshift transition. It is useful to control the engine rotational speed Ne to the final target engine rotational speed NESFTGARA during gear shift during the upshift transition of the machine 20.

  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 predetermined value (target engine rotational speed increase NEINC) when the engine rotational speed Ne is made higher than the post-shift rattling avoidance engine rotational speed NETSFTGARA is the high gear stage of the automatic transmission 20. Although the upshift at the time of the upshift is made smaller than the upshift at the low gear stage, it is not limited to this mode. For example, the predetermined value may be substantially the same value at the time of upshifting at the high gear stage of the automatic transmission 20 and at the time of upshifting at the low gear stage. The predetermined value may be changed based on the AT input shaft rotational speed Ni before the upshift. The AT input shaft rotational speed Ni before the upshift is a parameter that may change the changing speed of the AT input shaft rotational speed Ni during the upshift, similarly to the shift pattern of the automatic transmission 20. This is because it is considered that the engine rotational speed decrease during the upshift transition changes due to the difference in the AT input shaft rotational speed Ni. Note that the relationship between the magnitude of the predetermined value and the level of the AT input shaft rotational speed Ni before the upshift is determined in advance by adaptation for each vehicle 10.

  Further, in the above-described embodiment, the rattling sound avoidance engine rotation speed NETSFTGARA after the upshift is set higher than the rattling sound avoidance engine rotation speed NETGARA before the upshift, but the present invention is not limited to this mode. For example, the same rattle avoidance line is predetermined for a certain gear stage and a different gear stage, and the rattle avoidance engine speed NETSFTGARA after the upshift and the rattle avoidance engine speed NETGARA before the upshift Even if the values are substantially the same, the present invention can be applied.

  In the above-described embodiment, the automatic transmission 20 that is a planetary gear type automatic transmission is exemplified as the mechanical transmission mechanism that constitutes a part of the power transmission path between the transmission member 32 and the drive wheel 18. It is not restricted to this aspect. The mechanical transmission mechanism is, for example, a known synchronous mesh type parallel two-shaft transmission having a plurality of pairs of transmission gears that are always meshed between two shafts, and the engagement and release of the dog clutch (that is, the mesh clutch) by the actuator. Synchronous meshing parallel two-shaft automatic transmission that is automatically controlled and the gear stage is automatically switched, and a well-known DCT (Dual Clutch Transmission) that is a synchronous meshing parallel two-shaft automatic transmission with two input shafts. A known continuously variable transmission (CVT) may be used.

  Further, in the above-described embodiment, the power distribution mechanism 16 is configured such that two or more planetary gear devices are connected to each other by a part of the rotating elements constituting the engine, and each rotating element of the planetary gear device has an engine, It may be a mechanism in which the electric motor and the driving wheel are coupled so as to be able to transmit power. The power distribution mechanism 16 is a single planetary gear unit, but may be a double planetary planetary gear unit. The power distribution mechanism 16 may be a differential gear device in which a pinion rotated by the engine 14 and a pair of bevel gears meshing with the pinion are operatively connected to the first electric motor MG1 and the transmission member 32. good.

  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.

12: Vehicle power transmission device 14: Engine 16: Power distribution mechanism (differential mechanism)
18: Drive wheel 20: Automatic transmission (mechanical transmission mechanism)
30: Electric continuously variable transmission (electric transmission mechanism)
32: Transmission member (output rotation member of electric transmission mechanism)
50: Electronic control device (control device)
54: Shift control unit 55: Engine control unit MG1: First electric motor (differential electric motor)
MG2: Second electric motor (traveling motor)

Claims (7)

A differential mechanism coupled to the engine so as to be capable of transmitting power; and a differential motor coupled to the differential mechanism so as to be capable of transmitting power. The differential motor is controlled by controlling an operating state of the differential motor. An electric transmission mechanism in which a differential state of the mechanism is controlled, a traveling motor connected to an output rotating member of the electric transmission mechanism so as to be able to transmit power, and power transmission between the output rotating member and a drive wheel A vehicle power transmission device including a mechanical transmission mechanism that constitutes a part of a path, wherein the vehicle power transmission device includes a transmission control unit that performs shift control of the mechanical transmission mechanism according to a predetermined relationship. A control device,
An engine control unit is further provided for controlling the engine rotational speed to a rotational speed higher than a predetermined abnormal noise suppression engine rotational speed after the upshift by a predetermined value during an upshift transition of the mechanical transmission mechanism. A control device for a vehicle power transmission device.   The engine control unit increases the engine rotation speed by a predetermined value higher than a predetermined abnormal noise suppression engine rotation speed after the upshift until the inertia phase during the upshift transition of the mechanical transmission mechanism is started. The control device for a vehicle power transmission device according to claim 1, wherein the control device is a rotational speed.   The engine control unit starts increasing the engine rotational speed toward a rotational speed that is higher by a predetermined value than the predetermined abnormal noise suppression engine rotational speed after the upshift when the mechanical transmission mechanism starts upshifting. The control device for a vehicle power transmission device according to claim 1 or 2.   The engine control unit has a large rotational speed difference between the engine rotational speed at the start of the upshift of the mechanical transmission mechanism and the rotational speed higher by a predetermined value than the predetermined abnormal noise suppression engine rotational speed after the upshift. 4. The control device for a vehicle power transmission device according to claim 1, wherein the change speed of the engine rotation speed is increased.   The predetermined value is smaller at the time of upshifting at the high vehicle speed side gear ratio of the mechanical transmission mechanism than at the time of upshifting at the low vehicle speed side gear ratio of the mechanical transmission mechanism. The control device for a vehicle power transmission device according to any one of claims 1 to 4.   2. The predetermined abnormal noise suppression engine rotational speed is such that a high vehicle speed side gear ratio of the mechanical transmission mechanism is higher than a low vehicle speed side gear ratio of the mechanical transmission mechanism. 6. The control device for a vehicle power transmission device according to any one of items 1 to 5.   7. The control device for a vehicle power transmission device according to claim 1, wherein the mechanical transmission mechanism is an automatic transmission in which a plurality of shift stages are selectively formed.

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