JP2010000958A - Control device for vehicular power transmission device - Google Patents

Abstract

In a vehicle power transmission device having a plurality of transmission units controlled by an electric motor, a control device for a vehicle power transmission device capable of improving the reliability of control in simultaneous opposed shifting of the plurality of transmission units. provide.
An oil pressure control value changing unit 84 performs a first shift so that a control amount decreases based on a control amount of a first electric motor M1 and / or a second electric motor M2 when simultaneous counter shifting is performed. The hydraulic control value _CTR for shifting the unit 16 and / or the second transmission unit 20 is changed by learning. Accordingly, the dependency on the control of the shift timing by the one or more electric motors M in the simultaneous counter shift is reduced, thereby reducing the control load of the electronic control device 40 and reducing the shift shock at the time of the simultaneous counter shift. However, it is possible to improve the reliability of the control in the simultaneous opposing shift.
[Selection] Figure 5

Description

  The present invention relates to a technique for improving the reliability of shift control in a control device for a vehicle power transmission device including a plurality of shift units and an electric motor.

  First transmission unit and second transmission unit that change speed by hydraulic control, and rotation elements of the first transmission unit or the second transmission unit so that the rotation speed changes with the transmission of the first transmission unit or the second transmission unit. 2. Description of the Related Art A vehicle power transmission device that includes at least one electric motor coupled to a vehicle is known. For example, the automatic transmission described in Patent Document 1 is this. According to this technique, a first transmission unit that can operate as an electric continuously variable transmission and a second transmission unit that can perform a step-variable transmission among a plurality of transmission stages are provided in series. Can be selectively switched between a continuously variable transmission state in which an electrical continuously variable transmission can be operated and a stepped transmission state in which a continuously variable transmission is not operated, and the gear ratio of the first transmission unit and the second transmission unit Can be controlled individually.

JP 2007-1389 A

  Here, in the conventional technique such as Patent Document 1 described above, it is not yet known that the first transmission unit and the second transmission unit are simultaneously shifted, and such a first transmission unit is not known. It is also not known that when the gears are simultaneously shifted between the first transmission unit and the second transmission unit, the transmission directions of the first transmission unit and the second transmission unit are opposite to each other. The inventors have put into practical use a simultaneous opposing shift in which a shift that changes the gear ratios of the two transmission units (the first transmission unit and the second transmission unit) in opposite directions is executed simultaneously by the two transmission units. I have continued my research as much as possible. In that process, considering the simultaneous counter shift with the prior art as described above, the direction of change of the gear ratio of the first transmission unit and the second transmission unit is opposite to each other. A new problem has been found that the engine rotational speed increases and decreases due to the timing shift, which may give the passenger an uncomfortable feeling as a shift shock.

  Therefore, the inventors of the present invention control the shift timing of the first transmission unit and / or the second transmission unit with the electric motor in the simultaneous opposing shift in order to eliminate the possibility of giving the passenger a sense of incongruity. An unknown invention was made. However, in the simultaneous opposing shift, both the first transmission unit and the second transmission unit are not dependent on the control by the electric motor, and should be shifted by hydraulic control at a predetermined shift timing. Reducing the dependence on the control by the motor, that is, reducing the control amount of the motor in the simultaneous counter shift reduces the control load of the control device, and improves the control reliability in the simultaneous counter shift. It was thought to be connected. This problem is also unknown.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide reliable control of the simultaneous opposed shift in the vehicle power transmission device in which the simultaneous opposed shift may be executed. An object of the present invention is to provide a control device for a vehicle power transmission device that can improve the performance.

  In order to achieve such an object, the invention according to claim 1 is: (a) a first transmission unit and a second transmission unit that change gears by hydraulic control, and a transmission that changes the gear ratios of the two transmission units in opposite directions. A simultaneous counter shift control means for controlling at least any one of the shift timings by one or two or more electric motors when simultaneous counter shifts executed at the same time in the both shift sections are performed, (B) a control device for a vehicular power transmission device, wherein the control amount is reduced based on a control amount of the one or more electric motors when the simultaneous opposing shift is performed. Hydraulic pressure control value changing means for changing the hydraulic pressure control value for shifting the first transmission portion and / or the second transmission portion by learning is included.

  In the invention according to claim 2, the hydraulic pressure control value changing means learns the hydraulic pressure control value by learning when the control amount of the one or more motors is equal to or greater than a predetermined control amount limit value. It is characterized by changing.

  Moreover, in the invention which concerns on Claim 3, the electrical storage apparatus which charges / discharges with respect to the said 1 or 2 or more electric motor is provided, (b) The control amount of the said 1 or 2 or more electric motor is The absolute value of the total charge / discharge power of the one or more electric motors with respect to the power storage device, and (c) the control amount limit value is a charge / discharge power determined in advance as an allowable charge / discharge power of the power storage device. It is a discharge power limit value.

  In the invention according to claim 4, the simultaneous opposed shift control means sets the start timing of one of the inertia phases of the first transmission unit and the second transmission unit by the one or more electric motors. It is characterized by being controlled so as to be earlier than the start time of the inertia phase.

  In the invention according to claim 5, the simultaneous opposing shift control means is configured such that the start timing of the one inertia phase of the first transmission portion and the second transmission portion is earlier than the start timing of the other inertia phase. As described above, the start of the other inertia phase is suppressed and delayed by the one or more electric motors.

  In the invention according to claim 6, the simultaneous opposed shift control means sets the end timing of the one inertia phase of the first transmission portion and the second transmission portion by the one or more electric motors. It is characterized by controlling so as to be later than the end time of the inertia phase.

  In the invention according to claim 7, the simultaneous opposing shift control means has an end timing of the one inertia phase of the first transmission portion and the second transmission portion that is later than an end timing of the other inertia phase. As described above, the one or more electric motors are used to suppress and delay the end of the one inertia phase.

  The invention according to claim 8 is characterized in that the one or more electric motors are supplementarily operated with respect to hydraulic control for shifting the first transmission unit and the second transmission unit. .

  In the invention according to claim 9, (a) the first transmission unit selectively selects a continuously variable transmission state in which an electric continuously variable transmission operation is possible and a stepped transmission state in which a stepwise gear shift operation is performed. (B) switching between the continuously variable state and the stepped state of the first transmission unit between the start and end of the inertia phase of the shift of the second transmission unit. Is executed.

  In the invention according to claim 10, (a) the first electric motor included in the one or more electric motors is provided so as to be able to control the rotational speed of the engine, and (b) During execution, the simultaneous opposing shift control means controls the change in the rotation speed of the engine so that the change direction of the rotation speed of the engine is not reversed by the first electric motor.

  In the invention according to claim 11, (a) the first electric motor is connected to a rotating element of the first transmission unit so that power can be transmitted, and the first transmission unit is connected to the engine so as to transmit power, The second transmission unit constitutes a part of a power transmission path from the first transmission unit to the drive wheels. (B) During the simultaneous counter shift, the simultaneous counter shift control means The rotational speed of the first electric motor is controlled in accordance with a change in the input rotational speed of the two speed change unit.

  In the invention according to claim 12, torque reduction control of the engine is executed during a changing phase of the rotational speed of the engine accompanying at least one of the first transmission unit and the second transmission unit. It is characterized by.

  In the invention according to claim 13, (a) the second transmission unit is a stepped transmission that selectively establishes a plurality of shift stages according to engagement and release of the plurality of engagement devices, (B) The shift stage of the second transmission unit is switched by changing the engagement devices.

  According to the control device for a vehicle power transmission device of the first aspect of the invention, the hydraulic control value changing means included in the control device includes the one or more electric motors when the simultaneous opposing shift is performed. Based on the control amount, the hydraulic control value for shifting the first transmission unit and / or the second transmission unit is changed by learning so that the control amount decreases. Alternatively, the dependency on the control of the shift timing by two or more electric motors is reduced, so that the control load of the control device is reduced, and the reliability of the control in the simultaneous facing shift can be improved.

  Here, the shift timing refers to a relative relationship and / or time difference at a point in time corresponding to the progress of the shift indicating the progress of the shift. For example, the shift timing in the simultaneous facing shift is the simultaneous facing. Elapsed time (time difference) from the start of shifting to the start of the inertia phase of the first transmission unit or the second transmission unit, the start of the inertia phase of the first transmission unit and the inertia phase of the second transmission unit The time difference between the start time of the first transmission part and the relative relationship between them, and the time difference between the end of the inertia phase of the first transmission part and the end of the inertia phase of the second transmission part, For example, relative context. In short, a general term for these is the shift timing in the simultaneous opposed shift.

  The hydraulic control value changed by the hydraulic control value changing means is a parameter for determining the relationship between the hydraulic pressure of the hydraulic actuator that operates to achieve the shift of each transmission unit and the elapsed time during the shift. (Variable).

  According to the control device for a vehicle power transmission device of the invention according to claim 2, the hydraulic pressure control value changing means is configured such that the control amount of the one or more electric motors is equal to or greater than a predetermined control amount limit value. Moreover, since the hydraulic control value is changed by learning, the frequency with which the hydraulic control value is changed can be suppressed to some extent, and the control load of the control device can be further reduced.

  Here, preferably, the control amount limit value is dependent on the control of the shift timing by the motor in order to reduce the control load in the simultaneous facing shift if the control amount of the motor is more than that. The limit value is determined to be lower.

  According to the control device for a vehicle power transmission device of the invention according to claim 3, in the invention according to claim 2, (a) the control amount of the one or more motors is the one or more motors. (B) The control amount limit value is a charge / discharge power limit value predetermined as charge / discharge power allowed for the power storage device. Therefore, by changing the hydraulic control value to the hydraulic control value changing means, it is possible to prevent the durability of the electrical components related to the driving of the one or more electric motors from being lowered.

  According to the control device for a vehicle power transmission device of the invention according to claim 4, the simultaneous opposing shift control means is either one of the first shift portion and the second shift portion by the one or more electric motors. Since the start time of the inertia phase is controlled to be earlier than the start time of the other inertia phase, the shift shock that can occur when the inertia phase starts in the simultaneous counter shift is dispersed, and the sense of incongruity that arises from the shift shock Is less likely to be given to the passenger.

  According to the control device for a vehicle power transmission device of the fifth aspect of the present invention, the simultaneous opposing shift control means is configured such that the start timing of the one inertia phase of the first transmission portion and the second transmission portion is the above. Since the start of the other inertia phase is suppressed and delayed by the one or more electric motors so as to be earlier than the start time of the other inertia phase, the shift shock can be distributed in a practical manner. It is.

  According to the control device for a vehicle power transmission device of the invention according to claim 6, the simultaneous opposing shift control means is the one of the first shift portion and the second shift portion by the one or more electric motors. Since the end timing of the inertia phase is controlled to be later than the end timing of the other inertia phase, the shift shock that can occur when the inertia phase ends in the simultaneous opposed shift is dispersed and generated from the shift shock. The possibility of giving the passenger a sense of incongruity is reduced.

  According to the control device for a vehicle power transmission device of the seventh aspect of the invention, the simultaneous opposing shift control means is configured such that the end time of the one inertia phase of the first transmission portion and the second transmission portion is the end time. Since the end of one inertia phase is suppressed and delayed by the one or more motors so as to be later than the end time of the other inertia phase, it is possible to disperse the shift shock in a practical manner. It is.

  According to the control device for a vehicle power transmission device of the invention according to claim 8, the one or more electric motors are complementary to the hydraulic control for shifting the first transmission unit and the second transmission unit. Therefore, the load applied to the one or more electric motors during the simultaneous counter shift can be reduced as compared with the case where the operation is not complementary.

  According to the control device for a vehicle power transmission device of the ninth aspect of the invention, (a) the first transmission unit performs a continuously variable transmission state in which an electrical continuously variable transmission operation is possible and a stepwise transmission operation. A differential device that can be selectively switched to a stepped speed change state; (b) a stepless speed change state of the first speed change portion between the start and end of the inertia phase of the speed change of the second speed change portion; Since the switching between the stepped shift states is executed, the shock that can be generated by the switching of the first transmission unit and the shock that can be generated by the shifting of the second transmission unit are avoided from overlapping in time. The occurrence of shock can be suitably suppressed.

  If the rotational speed of the engine repeatedly increases and decreases during a shift, it is considered that the passenger's comfort may be impaired. In this regard, according to the control device for a vehicle power transmission device of the invention according to claim 10, the simultaneous opposed shift control means is included in the one or more electric motors during execution of the simultaneous opposed shift. Since the change of the rotation speed of the engine is controlled by one electric motor so that the change direction of the rotation speed of the engine is not reversed, the comfort of the passenger can be maintained.

  According to the control device for a vehicle power transmission device of the invention according to claim 11, (a) the first electric motor is connected to a rotating element of the first transmission unit so as to be able to transmit power, and the first transmission unit is The second transmission unit is connected to the engine so as to be capable of transmitting power, and constitutes a part of a power transmission path from the first transmission unit to the drive wheels. (B) During execution of the simultaneous counter shift, The simultaneous counter shift control means controls the rotation speed of the first electric motor in accordance with the change in the input rotation speed of the second transmission section, so that the change in the input rotation speed of the second transmission section is the first transmission section. This can be reduced by controlling the rotational speed of the first electric motor.

  According to the control device for a vehicle power transmission device of the twelfth aspect of the present invention, during the changing phase of the rotational speed of the engine accompanying at least one of the first transmission unit and the second transmission unit, the engine Since the torque down control is executed, the load on the one or more motors for controlling the shift timing can be reduced during the torque down control, and the shift timing control can be easily performed. it can.

  According to the control device for a vehicle power transmission device of the invention according to claim 13, (a) the second transmission unit selectively selects a plurality of shift stages according to engagement and release of the plurality of engagement devices. (B) Switching of the gear position of the second transmission unit is performed by changing the engagement devices. That is, the second transmission unit performs a so-called clutch-to-clutch shift. Therefore, it is possible to increase the change width of the gear ratio of the second transmission unit.

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

  FIG. 1 is a skeleton diagram illustrating the configuration of a vehicle power transmission device 8 (hereinafter referred to as “power transmission device 8”) that constitutes a part of a drive device for a hybrid vehicle to which the present invention is preferably applied. . The power transmission device 8 shown in FIG. 1 is disposed on a common axis in a transmission case 12 (hereinafter referred to as “case 12”) as a non-rotating member attached to a vehicle body, and is a main power source. An input rotating member, that is, an input shaft 14 directly connected to the engine 10 or indirectly via a pulsation absorbing damper (vibration damping device) or the like (not shown), and a differential unit or a continuously variable transmission unit connected to the input shaft 14 And a stepped gear connected in series via a transmission member (transmission shaft) 18 in a power transmission path between the first transmission unit 16 and the first transmission unit 16 and the drive wheel 38 (see FIG. 5). A second transmission unit 20 as a type transmission unit and an output rotating member that transmits the output of the second transmission unit 20 to the subsequent stage, that is, an output shaft 22 are provided in series. In this power transmission device 8, the transmission 30 is constituted by the first transmission unit 16 and the second transmission unit 20 provided in series, and the axial dimension of the transmission 30 is relatively large. It is suitably used for an FR (front engine / rear drive) type vehicle that is vertically placed in the longitudinal direction. The power transmission device 8 is provided in a power transmission path from the engine 10 to the pair of drive wheels 38, and a differential gear device (final reduction gear) that constitutes a part of the power transmission path for the power from the engine 10. ) 36 and a pair of axles, etc. are sequentially transmitted to the pair of drive wheels 38.

  The engine 10 is a main power source for traveling the vehicle, and is constituted by an internal combustion engine such as a gasoline engine or a diesel engine, an external combustion engine, or the like. In the power transmission device 8, the engine 10 and the first transmission unit 16 may be coupled so as to be able to transmit power through a clutch or the like that functions as a power interrupting device, but in this embodiment, as shown in FIG. 1. The engine 10 is directly connected to the first transmission unit 16. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection through the pulsation absorbing damper is included in this direct connection. In addition, since the said power transmission device 8 is comprised symmetrically with respect to the axis, the lower side is abbreviate | omitted in the skeleton figure of FIG.

  The first transmission unit 16 is a first electric motor M1 provided such that its rotor rotates integrally with the sun gear S0 of the planetary gear unit 24, and the output of the engine 10 input to the input shaft 14 is mechanically transmitted. And a power distribution mechanism 32 as a differential mechanism that distributes the output of the engine 10 to the first electric motor M1 and the transmission member 18, and a rotor integrally with the transmission member 18. And a second electric motor M2 provided to rotate. The second electric motor M2 may be provided in any part constituting the power transmission path from the transmission member 18 to the drive wheel 38. The first electric motor M1 and the second electric motor M2 of the present embodiment are preferably so-called motor generators also having a power generation function, but the first electric motor M1 has a generator (power generation) function for generating a reaction force. The second electric motor M2 is an electric motor having at least a motor (electric motor) function for outputting a driving force as a driving power source for traveling. Hereinafter, when the first motor M1 and the second motor M2 are not particularly distinguished, they are simply referred to as the motor M.

  The power distribution mechanism 32 mainly includes, for example, a single pinion type planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.380”, a switching clutch C0, and a switching brake B0. The planetary gear device 24 includes, as rotating elements (elements), a sun gear S0, a planetary gear P0, a carrier CA0 that supports the planetary gear P0 so as to rotate and revolve, and a ring gear R0 that meshes with the sun gear S0 via the planetary gear P0. ing. When the number of teeth of the sun gear S0 is ZS0 and the number of teeth of the ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

In the power distribution mechanism 32, the carrier CA0 is connected to the input shaft 14, that is, the engine 10, the sun gear S0 is connected to the first electric motor M1, and the ring gear R0 is connected to the transmission member 18. The switching brake B0 is provided between the sun gear S0 and the case 12, and the switching clutch C0 is provided between the sun gear S0 and the carrier CA0. When the switching clutch C0 and the switching brake B0 are released (that is, switched to the released state), the power distribution mechanism 32 is such that the sun gear S0, the carrier CA0, and the ring gear R0, which are the three elements of the planetary gear unit 24, are relative to each other. Since the rotation is made possible and the differential action is operable, that is, the differential action works, the output of the engine 10 is distributed to the first electric motor M1 and the transmission member 18 and distributed. Since the engine 10 stores a part of the output of the engine 10 with the electric energy generated from the first electric motor M1, and the second electric motor M2 is rotationally driven, the first transmission unit 16 (power distribution mechanism 32) In a so-called continuously variable transmission state (electric CVT state), the rotation of the transmission member 18 continuously changes regardless of the predetermined rotation of the engine 10. Provoking. That is, when the power distribution mechanism 32 is in a differential state, the first transmission unit 16 has a gear ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed N _TR of the transmission member 18) of the minimum value γ0. _A continuously variable transmission state that functions as an electric continuously variable transmission that is continuously changed from _min to the maximum value γ0 _max is set.

  In this state, when the switching clutch C0 or the switching brake B0 is switched to the engaged state, the power distribution mechanism 32 is brought into a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the sun gear S0 and the carrier CA0 are integrally connected, the power distribution mechanism 32 includes the sun gear S0, the carrier CA0, The ring gear R0 is rotated, that is, is integrally connected, that is, in a locked state, ie, a non-differential state in which the differential action is not performed, and accordingly, the first transmission unit 16 is also in a non-differential state. At this time, since the rotation of the engine 10 and the rotation of the transmission member 18 coincide with each other, the first transmission unit 16 (power distribution mechanism 32) is a transmission in which the transmission ratio γ0 is fixed to “1”. A functioning non-stepless speed change state, for example, a constant speed change state, that is, a stepped speed change state is set.

  When the switching brake B0 is engaged instead of the switching clutch C0 and the sun gear S0 is connected to the case 12, the power distribution mechanism 32 is in a non-differential state where the sun gear S0 is in a non-rotating state. Accordingly, the first transmission unit 16 is also brought into a non-differential state. At this time, since the ring gear R0 is rotated at a higher speed than the carrier CA0, the power distribution mechanism 32 functions as a speed increasing transmission in which the speed ratio γ0 is fixed to a value smaller than “1”, for example, about 0.7. A continuously variable transmission state, for example, a constant transmission state, that is, a stepped transmission state is set.

  As described above, the first transmission unit 16 is a differential device (electrical device) that can be selectively switched between a continuously variable transmission state in which an electrical continuously variable transmission operation can be performed and a stepped transmission state in which a stepwise shift operation is performed. Function as an automatic transmission). In the switching clutch C0 and the switching brake B0, the shifting state of the first transmission unit 16 (power distribution mechanism 32) is changed into a differential state, that is, a non-locked state (non-connected state), and a non-differential state, that is, a locked state ( It functions as a differential state switching device that selectively switches to a connected state. In the differential state, the first transmission unit 16 (power distribution mechanism 32) can operate as an electric differential device. For example, the first transmission unit 16 (power distribution mechanism 32) operates as an electric continuously variable transmission in which a gear ratio can be continuously changed. The continuously variable transmission state in which the continuously variable transmission operation can be performed. Further, in the non-differential state, a non-stepless speed change state in which an electric stepless speed change operation is not performed, that is, a lock state in which a change in the speed ratio is fixed, for example, one or a plurality of constant speed ratios of one or more types. A constant shift state (non-differential state) is set to operate as a stage (two stages in this embodiment) transmission. In other words, the switching clutch C0 and the switching brake B0 set the power transmission mechanism 32 in a non-differential state to limit the differential action of the power distribution mechanism 32, thereby making the first transmission unit 16 infinitely variable. It functions as an electric differential device or a differential limiting device that restricts the operation of the first transmission unit 16 as a continuously variable transmission in the shift state.

  The second transmission unit 20 includes a single pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28, and functions as a four-speed stepped automatic transmission. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. The first ring gear R1 meshing with S1 is provided, and has a predetermined gear ratio ρ1 of about “0.529”, for example. The second planetary gear device 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to be capable of rotating and revolving, and a second sun gear via the second planetary gear P2. A second ring gear R2 meshing with S2 is provided, and has a predetermined gear ratio ρ2 of about “0.372”, for example. When the number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, and the number of teeth of the second ring gear R2 is ZR2, the gear ratio ρ1 is ZS1 / ZR1. The gear ratio ρ2 is ZS2 / ZR2.

  In the second transmission unit 20, the first sun gear S1 and the second sun gear S2 are integrally connected to each other and selectively connected to the transmission member 18 via the first clutch C1. Further, the second carrier CA2 and the second ring gear R2 are integrally connected to each other, selectively connected to the case 12 via the second brake B2, and the transmission member 18 via the third clutch C3. To be selectively connected. The first ring gear R1 is selectively connected to the case 12 via the first brake B1 and is selectively connected to the transmission member 18 via the second clutch C2. The second carrier CA2 is connected to the output shaft 22. Thus, the second transmission unit 20 and the transmission member 18 are connected via the first clutch C1, the second clutch C2, and the third clutch C3 that are used to establish the gear position of the second transmission unit 20. It is designed to be selectively connected. In other words, the first clutch C1, the second clutch C2, and the third clutch C3 are input clutches of the second transmission unit 20, and between the transmission member 18 and the second transmission unit 20, that is, the first clutch. 1 A power transmission path between the transmission 16 (transmission member 18) and the drive wheel 38 is selected between a power transmission enabling state that enables power transmission and a power transmission cutoff state that interrupts power transmission on the power transmission path. It functions as a power transmission cutoff engaging device that can be switched automatically. When at least one of the first clutch C1, the second clutch C2, and the third clutch C3 is engaged, the power transmission path is brought into a power transmission enabled state, and the first clutch C1, the second clutch C2, and When the third clutch C3 is released together, the power transmission path is brought into a power transmission cut-off state.

  The switching clutch C0, the first clutch C1, the second clutch C2, the third clutch C3, the switching brake B0, the first brake B1, and the second brake B2 are preferably generally used in conventional automatic transmissions for vehicles. A hydraulic frictional engagement device (engagement device), in which a plurality of friction plates stacked on each other are wound around a wet multi-plate type pressed by a hydraulic actuator or an outer peripheral surface of a rotating drum One end of one or two bands is constituted by a band brake or the like that is tightened by a hydraulic actuator, and selectively connects members on both sides in which the one or two bands are inserted. Hereinafter, when the switching clutch C0, the first clutch C1, the second clutch C2, and the third clutch C3 are not particularly distinguished, they are simply expressed as the clutch C. Further, when the switching brake B0, the first brake B1, and the second brake B2 are not particularly distinguished, they are simply expressed as the brake B.

  The power transmission device 8 configured as described above operates as a stepped transmission and the first transmission unit 16 that is in a constant transmission state by engaging any one of the switching clutch C0 and the switching brake B0. The stepped speed change state of the transmission 30 is configured with the second transmission unit 20 that performs the above operation, and neither the switching clutch C0 nor the switching brake B0 is engaged and operated (that is, both are in the released state). In the continuously variable transmission state, the first transmission unit 16 and the second transmission unit 20 constitute a continuously variable transmission state of the transmission 30 that operates as an electrical continuously variable transmission.

When the first transmission unit 16 is in a continuously variable transmission state and the transmission 30 functions as a stepped transmission, one of the switching clutch C0 and the switching brake B0 is engaged, and The first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 are selectively engaged in the combination shown in FIG. Any one of the speed gear stage (first gear stage) to the seventh speed gear stage (seventh gear stage), the reverse gear stage (reverse gear stage), or neutral is selectively established. As shown in FIG. 2, in the forward speed, the total gear ratio (total gear ratio) γT (= the rotational speed N _{IN of the} input shaft 14) of the transmission 30 changes between the gear ratios of adjacent gear stages in a substantially equal ratio. / The rotational speed N _OUT of the output shaft 22 is obtained stepwise for each gear stage, and the total gear ratio width (= the gear ratio γT1 of the first speed gear stage 1 / the gear ratio γT7 of the seventh gear stage). ) Is widely available. The total transmission ratio γT of the transmission 30 is the transmission ratio γ0 of the first transmission unit 16 and the transmission ratio γA of the second transmission unit 20 (= the rotational speed N _TR of the transmission member 18 / the rotational speed N _{OUT of the} output shaft 22). ) And the transmission ratio γT of the power transmission device 8 as a whole.

  As shown in the engagement operation table of FIG. 2, in the transmission 30, the gear ratio γT1 is set to a maximum value, for example, “3.683” due to the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. The first gear is established. Further, due to the engagement of the switching brake B0, the first clutch C1, and the second brake B2, the second speed gear stage in which the speed ratio γT2 is smaller than the first speed gear stage, for example, about “2.669” It is established. Further, due to the engagement of the switching clutch C0, the first clutch C1, and the first brake B1, the third speed gear stage in which the gear ratio γT3 is smaller than the second speed gear stage, for example, about “1.909”. It is established. Further, due to the engagement of the switching brake B0, the first clutch C1, and the first brake B1, the fourth speed gear stage in which the gear ratio γT4 is smaller than the third speed gear stage, for example, about “1.383”. It is established. Further, due to the engagement of the switching clutch C0, the first clutch C1, and the third clutch C3, the fifth speed gear stage in which the gear ratio γT5 is smaller than the fourth speed gear stage, for example, about “1.000”. It is established. Further, the engagement of the switching clutch C0, the third clutch C3, and the brake B1 establishes the sixth speed gear stage in which the speed ratio γT6 is smaller than the fifth speed gear stage, for example, about “0.661”. It is done. Further, due to the engagement of the switching brake B0, the third clutch C3, and the first brake B1, the seventh speed gear stage in which the gear ratio γT7 is smaller than the sixth speed gear stage, for example, about “0.479”. It is established. Further, due to the engagement of the first clutch C1 or the second clutch C2 and the second brake B2, the gear ratio γR is a value between the second speed gear stage and the third speed gear stage, for example, about “1.951”. The reverse gear for engine traveling or motor traveling is established. The reverse gear is normally established when the first transmission unit 16 is in a continuously variable transmission state. Further, when the neutral “N” state is set, for example, only the brake B2 is engaged.

  As is apparent from the above description and FIG. 2, in the transmission 30 of the present embodiment, in the first transmission unit 16, one of the switching clutch C0 and the switching brake B0 is released and the other is engaged. Two-stage shift by the clutch-to-clutch shift achieved and one of the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 in the second transmission unit 20. Seven forward shifts are performed by combining four shifts by clutch-to-clutch shift achieved by one release and the other engagement. Specifically, between the first speed gear stage and the second speed gear stage, between the second speed gear stage and the third speed gear stage, between the third speed gear stage and the fourth speed gear stage, Between the 4th speed gear stage and the 5th speed gear stage, and between the 6th speed gear stage and the 7th speed gear stage, the shift of the first transmission unit 16 and the shift of the second transmission unit 20 are parallel. Are switched within the same shift period. Then, the fifth gear stage and the sixth gear stage are switched exclusively by the clutch-to-clutch shift of the second transmission unit 20.

Here, when the shift of the first transmission unit 16 (replacement of the switching clutch C0 and the switching brake B0) and the shift of the second transmission unit 20 are executed in parallel within the same shift period, The gear ratio γ0 is changed by the clutch-to-clutch shift of the first transmission unit 16, and the gear ratio γA is changed by the clutch-to-clutch transmission of the second transmission unit 20. For example, the engine speed is changed by the shift of the first transmission unit 16. There is a case where the engine speed _NE is changed in the opposite direction, such that the engine speed _NE is increased by the speed change of the second transmission unit 20 at the same time as the speed _NE is lowered. Similarly, in the simultaneous switching in which the switching between the continuously variable transmission state and the stepped transmission state of the first transmission unit 16 and the shifting of the second transmission unit 20 are simultaneously performed, the first transmission unit The gear ratio γ0 is changed by switching from the continuously variable transmission state to the stepped transmission state, and the gear ratio γA is changed by the clutch-to-clutch transmission of the second transmission unit 20, for example, the first transmission unit The engine rotation speed _NE is lowered by the switching of 16 and at the same time the engine rotation speed _NE is increased by the shift of the second transmission unit 20 so that the engine rotation speed _NE is changed in the reverse direction. May occur. Note that the gear ratio γ0 changes when the first transmission unit 16 is switched from the continuously variable transmission state to the stepped transmission state. Therefore, the first transmission unit 16 changes from the continuously variable transmission state to the stepped transmission state. It can be said that the shift control in which the switching and the shift of the second transmission unit 20 are performed at the same time is a shift that changes the gear ratios of the first transmission unit 16 and the second transmission unit 20 at the same time.

When the transmission 30 functions as a continuously variable transmission as the first transmission unit 16 is set to the continuously variable transmission state, both the switching clutch C0 and the switching brake B0 are released and the first transmission unit 16 is released. The first transmission unit 16 functions as a continuously variable transmission, and the second transmission unit 20 in series with the first transmission unit 16 functions as a stepped transmission with four forward speeds. As a result, the gear ratio is automatically selected from the four forward speeds of the second transmission unit 20, and the overall gear ratio γT continuously changes despite the gear ratio γA changing stepwise. as the rotational speed or that the speed ratio of the rotational speed N _TR is at its shift stage is varied continuously variable manner of the transmission member 18 is inputted to the second transmitting portion 20 is obtained. Accordingly, the total speed ratio γT of the transmission 30 can be obtained steplessly. That is, when the transmission 30 functions as a continuously variable transmission, the first speed, the second speed, and the second speed of the second transmission unit 20 with both the switching clutch C0 and the switching brake B0 released. The transmission gear ratio γ0 of the first transmission unit 16 is controlled so that the total transmission gear ratio γT changes continuously and continuously between the gear stages for the third and fourth gears. Thus, the total transmission ratio γT of the transmission 30 as a whole can be obtained steplessly.

FIG. 3 illustrates a transmission 30 that includes a first transmission unit 16 that functions as a continuously variable transmission unit or a differential unit and a second transmission unit 20 that functions as a stepped automatic transmission unit. The collinear diagram which can represent the relative relationship of the rotational speed of each rotation element from which a state differs on a straight line is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, and 28 and a vertical axis indicating the relative rotational speed. indicates horizontal line X1 rotation speed zero lower, upper horizontal line X2 indicates the rotating speed N _E of the relative rotational speed of "1.0" that is, the engine 10 which is connected to the input shaft 14, horizontal line XG shown in dashed lines Indicates the rotational speed of the transmission member 18.

  Three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution mechanism 32 constituting the first transmission unit 16 correspond to the second rotation element (second element) RE2 in order from the left side. The relative rotational speed of the ring gear R0 corresponding to the sun gear S0, the carrier CA0 corresponding to the first rotating element (first element) RE1, and the third rotating element (third element) RE3 is shown. It is determined according to the gear ratio ρ0 of the planetary gear unit 24. Further, the four vertical lines Y4, Y5, Y6, Y7 of the second transmission unit 20 are, in order from the left, the first ring gear R1, the fifth rotation element (the fourth rotation element RE4) corresponding to the fourth rotation element (fourth element) RE4. Fifth element) First carrier CA1 and second ring gear R2 corresponding to RE5 and connected to each other, second carrier CA2 corresponding to sixth rotation element (sixth element) RE6, seventh rotation element (seventh element) The relative rotational speeds of the first sun gear S1 and the second sun gear S2 corresponding to RE7 and connected to each other are shown respectively, and the distance between them is the gear ratio ρ1 of the first planetary gear unit 26 and the second planetary gear. It is determined in accordance with the gear ratio ρ2 of the device 28. In the relationship between the vertical axes of the nomograph, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear unit. . That is, in the first transmission unit 16, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ0. The Further, in the second transmission unit 20, the space between the sun gear and the carrier is set to an interval corresponding to “1” for each planetary gear device 26, 28, and the interval between the carrier and the ring gear is set to an interval corresponding to ρ. Is set.

  If expressed using the collinear diagram of FIG. 3, the transmission 30 of the present embodiment includes a first rotating element RE1 (carrier CA0) of the planetary gear unit 24 in the first transmission unit 16 (power distribution mechanism 32). ) Is coupled to the input shaft 14, that is, the engine 10, and is selectively coupled to the second rotating element (sun gear S0) RE2 via the switching clutch C0. Further, the second rotating element RE2 is connected to the first electric motor M1 and selectively connected to the case 12 via a switching brake B0. Further, a third rotating element (ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor M2, and transmits the rotation of the input shaft 14 to the second transmission unit 20 via the transmission member 18 (input). To be configured). At this time, the relative relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, when the switching clutch C0 and the switching brake B0 are released, the first rotation element RE1 to the third rotation element RE3 are brought into a continuously variable transmission state (differential state) in which they can rotate relative to each other. For example, when the second rotation element RE2 and the third rotation element RE3 are switched to a continuously variable transmission state (differential state) in which the second rotation element RE2 and the third rotation element RE3 can rotate at different speeds, the rotation speed of the first electric motor M1 is controlled. Thus, when the rotation of the sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered, the ring gear restrained by the vehicle speed V indicated by the intersection of the straight line L0 and the vertical line Y3. If R0 rotational speed of a substantially constant rotational speed, or the engine rotational speed N _E of the carrier CA0, represented by an intersecting point between the straight line L0 and the vertical line Y2 is increased or decreased. Further, when the sun gear S0 and the carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 32 is configured such that the three rotation elements RE1, RE2, and RE3 rotate together to rotate the second rotation element RE2 and the third rotation element. since the non-differential state do not allow rotating the rotary element RE3 at different speeds, the straight line L0 is aligned with the horizontal line X2, the transmission member 18 at a speed equal to the engine speed N _E is rotated. Further, when the sun gear S0 is coupled to the case 12 by the engagement of the switching brake B0, the power distribution mechanism 32 is brought into a non-differential state by stopping the rotation of the second rotation element RE2, and therefore, L0 is in the state shown in FIG. 3, and the first transmission unit 16 is caused to function as a speed increasing mechanism. The rotational speed of the ring gear R0 indicated by the intersection of the straight line L0 and the vertical line Y3, that is, the rotational speed of the transmission member 18 N _TR is input to the second transmitting portion 20 at a rotation speed higher than the engine speed N _E.

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

As shown in FIG. 3, in the second transmission unit 20, the switching clutch C <b> 0, the first clutch C <b> 1, and the second brake B <b> 2 are engaged, so that the vertical speed indicating the rotation speed of the seventh rotation element RE <b> 7 is shown. An oblique straight line L1 passing through the intersection of the line Y7 and the horizontal line X2 and the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotation speed of the fifth rotation element RE5, and a sixth rotation element RE6 connected to the output shaft 22 The rotational speed of the output shaft 22 at the first speed is indicated by the intersection with the vertical line Y6 indicating the rotational speed of the first speed. Similarly, a vertical straight line indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 and the oblique straight line L2 determined by engaging the switching brake B0, the first clutch C1, and the second brake B2. The rotation speed of the output shaft 22 at the second speed is shown at the intersection with the line Y6. In addition, an oblique straight line L3 determined by engaging the switching clutch C0, the first clutch C1, and the first brake B1, and a vertical line indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the third speed is shown at the intersection with Y6. Also, a straight line L4 determined by engaging the switching brake B0, the first clutch C1, and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 The rotation speed of the output shaft 22 at the fourth speed is shown at the intersection of Further, a vertical straight line indicating the rotation speed of the sixth rotation element RE6 connected to the output shaft 22 and a horizontal straight line L5 determined by engaging the switching clutch C0, the first clutch C1, and the third clutch C3. The rotation speed of the output shaft 22 at the fifth speed is shown at the intersection with Y6. In addition, an oblique straight line L6 determined by engaging the switching clutch C0, the third clutch C3, and the first brake B1, and a vertical line indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the sixth speed is shown at the intersection with Y6. Further, the diagonal line L7 determined by engaging the switching brake B0, the third clutch C3, and the first brake B1, and the vertical line indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the seventh speed is shown at the intersection with Y6. The first speed, third speed, fifth speed, the sixth speed, the result of the switching clutch C0 is engaged, the engine speed N _E fourth rotary element at the same rotational speed as RE4, fifth rotary element RE5 Alternatively, the power from the first transmission unit 16, that is, the power distribution mechanism 32, is input to the seventh rotation element RE7. On the other hand, at the second speed, the fourth speed, and the seventh speed, the switching brake B0 is engaged instead of the switching clutch C0. As a result, the first transmission unit 16 is connected to the fifth rotation element RE5 or the seventh rotation element RE7. power from is input at a higher speed than the engine rotational speed N _E.

  FIG. 4 illustrates a signal input to the electronic control device 40 for controlling the power transmission device 8 of the present embodiment and a signal output from the electronic control device 40. The electronic control device 40 as a control device of the power transmission device 8 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like. Signal processing in accordance with a program stored in advance, the drive control of the engine 10, the hybrid drive control related to the engine 10, the first electric motor M1, and the second electric motor M2, the continuously variable transmission unit or the stepped transmission unit Drive control such as shift control of the transmission 30 is executed.

The aforementioned electronic control unit 40, signals from the sensors and switches and the like, indicative of the engine coolant temperature TEMP _W signal representing a signal representing the shift position P _SH, the rotational speed of the engine 10 engine rotational speed N _E, the gear ratio A signal representing a column setting value, a signal for instructing an M mode (manual shift travel mode), a signal representing an operation of an air conditioner, a signal representing a vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22, the second transmission unit 20 represents a hydraulic oil temperature, a signal representing a side brake operation, a signal representing a foot brake operation, a signal representing a catalyst temperature, a signal representing an accelerator opening θ _ACC corresponding to an operation amount of an accelerator pedal, and a cam angle Signal, signal representing snow mode setting, signal representing vehicle longitudinal acceleration G, signal representing auto cruise traveling, signal representing vehicle weight (vehicle weight), wheel speed of each wheel A signal indicating whether or not there is a stepped switch operation for switching the first transmission unit 16 (power distribution mechanism 32) to a stepped shift state (locked state) in order to cause the transmission 30 to function as a stepped transmission. A signal indicates whether or not a continuously variable switch is operated to switch the first transmission unit 16 (power distribution mechanism 32) to a continuously variable transmission state (differential state) in order to cause the transmission 30 to function as a continuously variable transmission. A signal representing a rotation speed N _{M1 of} the first motor _M1 (hereinafter referred to as “first motor rotation speed N _M1 ”), a rotation speed N _{M2 of} the second motor _M2 (hereinafter referred to as “second motor rotation speed”). N _M2 ”), and a signal representing the charge capacity (charge state) SOC of the power storage device 62 (see FIG. 5) that charges and discharges each of the first motor M1 and the second motor M2 through the inverter 60. Etc. It is supplied from a sensor or the like.

Further, a control signal from the electronic control unit 40 to an engine output control unit 44 (see FIG. 5) for controlling the engine output, for example, the throttle valve opening degree of the electronic throttle valve 52 provided in the intake pipe 50 of the engine 10. Ignition of the engine 10 by the fuel supply amount signal for controlling the drive signal to the throttle actuator 54 for manipulating θ _TH , the fuel supply amount to the intake pipe 50 or the cylinder of the engine 10 by the fuel injection device 56, and the ignition device 58 Ignition signal for instructing timing, supercharging pressure adjustment signal for adjusting supercharging pressure, electric air conditioner drive signal for operating electric air conditioner, command signal for instructing operation of first electric motor M1 and second electric motor M2 , Shift position (operation position) display signal for operating the shift indicator, Gear ratio table for displaying gear ratio A signal, a snow mode display signal for displaying that it is in snow mode, an ABS operation signal for operating an ABS actuator that prevents slipping of wheels during braking, and an M mode that indicates that the M mode is selected A display signal and a valve command signal for operating an electromagnetic valve included in a hydraulic control circuit 42 (see FIG. 5) to control the hydraulic actuators of the hydraulic friction engagement devices of the first transmission unit 16 and the second transmission unit 20. A drive command signal for operating the electric hydraulic pump that is the hydraulic pressure source of the hydraulic control circuit 42, a signal for driving the electric heater, a signal to the cruise control control computer, and the like are output.

FIG. 5 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 40. The switching control means 70 shown in FIG. 5 switches the engagement / release of the switching clutch C0 or the switching brake B0 as the switching engagement device based on the vehicle state, whereby the differential of the first transmission unit 16 is switched. Switching between the state and the non-differential state (lock state). In other words, the transmission 30 is switched between a continuously variable transmission state and a stepped transmission state, and control for selectively establishing these states is performed. For example, from the relationship shown in FIG. 6 stored in advance in the storage unit 68, the vehicle state indicated by the required output shaft torque _Tout and the vehicle speed V is within the stepless region shown in FIG. Based on whether the transmission is in the stepped region, the transmission 30 is in a continuously variable transmission state (the first transmission unit 16 is in a differential state) or in a stepped transmission state (first step). By determining whether the transmission unit 16 is in a stepped region (which is in a non-differential state) and switching between engagement of the switching clutch C0 or switching brake B0 and release of the switching clutch C0 and switching brake B0, The transmission 30 is selectively switched between the continuously variable transmission state and the stepped transmission state.

That is, when the switching control means 70 determines that the vehicle state indicated by the required output shaft torque _Tout and the vehicle speed V is within the stepped shift control region of FIG. Alternatively, a signal for disabling or prohibiting the stepless speed change control is output, and the stepped speed change control means 74 is allowed to perform a speed change at the time of the preset step speed change. According to the determination, the switching clutch C0 or the switching brake B0 is engaged. At this time, the stepped shift control means 74, as will be described later, of the first transmission unit 16 and the second transmission unit 20 according to a shift diagram as shown in FIG. The automatic shift control for the seventh forward speed is executed. FIG. 2 described above shows a combination of operations of the hydraulic friction engagement devices, that is, C0, C1, C2, C3, B0, B1, and B2, which are selected in the shifting at this time. In this way, the entire transmission 30, that is, the first transmission unit 16 and the second transmission unit 20 function as a so-called stepped automatic transmission, and the gear stage is achieved according to the engagement table shown in FIG.

Further, if the switching control means 70 determines that the vehicle state indicated by the required output shaft torque _Tout and the vehicle speed V is within the continuously variable transmission control region of FIG. In order to obtain the state, a command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic control circuit 42 so that the first transmission unit 16 is in a continuously variable transmission state and can be continuously variable. . At the same time, the hybrid control means 72 outputs a signal permitting hybrid control, and the stepped shift control means 74 outputs a signal for fixing to a preset gear position at the time of continuously variable transmission, Alternatively, a signal for permitting automatic shift according to a shift diagram as shown in FIG. 6, for example, stored in advance in the storage unit 68 is output. In this case, the stepped shift control means 74 causes the fourth forward speed of the second transmission 20 to exclude the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. 1st gear stage achieved by engagement of 1 clutch C1 and 2nd brake B2 (gear ratio γA = 3.683), 2nd gear achieved by engagement of 1st clutch C1 and 1st brake B1 Stage (gear ratio γA = 1.909), third gear stage (gear ratio γA = 1.000) achieved by engagement of the first clutch C1 and the third clutch C3, the third clutch C3 and the first brake Any of the fourth gears (gear ratio γA = 0.661) achieved by engagement of B1 is selectively established. Thus, the first transmission unit 16 switched to the continuously variable transmission state by the switching control means 70 functions as a continuously variable transmission, and the second transmission unit 20 in series functions as a stepped transmission. As a result, an appropriate magnitude of driving force can be obtained, and at the same time, the rotation input to the second transmission unit 20 with respect to the first, second, third, and fourth gear stages of the second transmission unit 20 The speed, that is, the rotational speed _NTR of the transmission member 18 is changed steplessly, and each gear stage has a stepless speed ratio width. Accordingly, the gear ratio between the gear stages can be continuously changed continuously, so that the transmission 30 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

The hybrid control means 72 shown in FIG. 5 executes hybrid drive control by the engine 10, the first electric motor M1, and the second electric motor M2. The hybrid control unit 72 functions as a continuously variable transmission control unit when, for example, the continuously variable transmission mode is selected. The continuously variable transmission state of the transmission 30, that is, the differential state of the first transmission unit 16. The engine 10 is operated in an efficient operating range, while the distribution of driving force between the engine 10 and the second electric motor M2 and the reaction force generated by the power generation of the first electric motor M1 are changed to be optimal, The transmission gear ratio γ0 as an electric continuously variable transmission of the first transmission unit 16 is controlled, and the total transmission gear ratio γT of the transmission 30 is controlled steplessly. For example, at the traveling vehicle speed at that time, the target (request) output of the vehicle is calculated from the accelerator opening θ _ACC as the driver's required output amount and the vehicle speed V, and the total required from the target output and the required charging value of the vehicle. Calculate the target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second motor M2, etc. so as to obtain the total target output, and obtain the target engine output. The total speed ratio γT and the output of the engine 10 are controlled so that the speed N _E and the engine torque T _E are obtained, and the power generation amount of the first electric motor M1 is controlled.

The hybrid control means 72 considers the gear stage of the second transmission unit 20 during the continuously variable transmission control in order to improve the power performance and fuel efficiency. In such hybrid control, the engine rotational speed _NE and the vehicle speed V determined to operate the engine 10 in an efficient operating range, and the rotational speed N _{TR of the} transmission member 18 determined by the speed of the second transmission unit 20 are determined. In order to match the above, the first transmission unit 16 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 72, the drivability and the fuel consumption, for example, in the case of continuously-variable shifting control in a two-dimensional coordinate composed of the engine rotational speed N _E and the output torque (engine torque) T _E of the engine 10 For example, a target is set so that the engine 10 is operated along an optimal fuel consumption rate curve (fuel consumption map, relationship) of the engine 10 (not shown) that is experimentally obtained in advance so as to achieve both of them and stored in the storage unit 68. The target of the total gear ratio γT of the transmission 30 so that the engine torque T _E and the engine speed N _E for generating the engine output necessary to satisfy the output (total target output, required driving force) are obtained. Determine the value. Then, the gear ratio γ0 of the first transmission unit 16 is controlled in consideration of the gear position of the transmission 30 so that the target value is obtained, and the total gear ratio γT falls within the changeable range of the gear, for example, 13 to Control within a range of 0.5. At this time, the hybrid control means 72 supplies the electric energy generated by the first electric motor M1 to the power storage device 62 and the second electric motor M2 through the inverter 60, so that the main part of the power of the engine 10 is mechanically Although transmitted to the transmission member 18, a part of the power of the engine 10 is consumed for power generation of the first electric motor M <b> 1 and converted into electric energy there, and the electric energy is passed through the inverter 60 to the second electric motor. The second electric motor M <b> 2 is driven and transmitted to the transmission member 18. Electricity from the generation of the electric energy to the consumption by the second electric motor M2 converts a part of the power of the engine 10 into electric energy, and converts the electric energy into mechanical energy. A pass is established.

  The hybrid control means 72 controls the opening / closing of the electronic throttle valve 52 by the throttle actuator 54 for throttle control via the engine output control device 44. Further, the fuel injection amount and the injection timing by the fuel injection device 56 are controlled for fuel injection control. Further, the ignition timing by the ignition device 58 such as an igniter is controlled for ignition timing control. By outputting such commands alone or in combination by the engine output control device 44, output control of the engine 10 is executed so as to generate necessary engine output. The engine output control device 44 controls the opening and closing of the electronic throttle valve 52 by the throttle actuator 54 for throttle control according to the command from the hybrid control means 72, and also by the fuel injection device 56 for fuel injection control. The engine torque control is executed by controlling the fuel injection and controlling the ignition timing by an ignition device 58 such as an igniter for the ignition timing control.

Moreover, the hybrid control means 72 can drive the vehicle by the electric CVT function (differential action) of the first transmission unit 16 regardless of whether the engine 10 is stopped or in an idle state. A solid line E in FIG. 6 is used for switching the driving force source for starting and traveling (hereinafter referred to as traveling) of the vehicle between the engine 10 and the electric motor, for example, the second electric motor M2, in other words, the engine 10 for traveling. Engine running for switching between so-called engine running for starting and running (hereinafter referred to as "running") as a driving force source for the vehicle and so-called motor running for running the vehicle using the second electric motor M2 as a driving force source for running. It is a boundary line between the area and the motor travel area. The relationship indicated by the boundary line (solid line E) in FIG. 6 is a driving force source switching diagram (driving force) composed of two-dimensional coordinates using the vehicle speed V and the output torque T _{OUT as} a driving force related value as parameters. It is an example of a source map. This driving force source switching diagram is stored in advance in the storage unit 68 together with, for example, a shift diagram (shift map) indicated by a solid line and a one-dot chain line in FIG. For example, the hybrid control means 72 determines whether the motor travel region or the engine travel region is based on the vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the driving force source switching diagram of FIG. Then, motor running or engine running is executed. Thus, the motor travel by the hybrid control means 72 is, as is apparent from FIG. 6, a relatively low output torque range where the engine efficiency is generally low compared to the high torque range, that is, a low engine torque range, Alternatively, it is executed in a relatively low vehicle speed range of the vehicle speed V, that is, a low load range. Therefore, usually but motor starting is performed in preference to engine starting, for example, is the required output torque T _OUT ie the required engine torque T _E exceeds the motor drive region of the drive power source switching diagram of Fig. 6 when the vehicle starts Depending on the vehicle state in which the accelerator pedal is depressed as much as possible, the engine is normally started.

The hybrid control means 72 uses an electric CVT function (differential action) of the first transmission unit 16 in order to improve drag while suppressing the dragging of the engine 10 that is stopped when the motor is running. The first motor rotation speed N _M1 is controlled at a negative rotation speed, for example, idling, and the engine rotation speed _{NE is set} to zero or substantially as required by the differential action of the first transmission section 16 as a differential section. It can also be maintained at zero.

  Further, the hybrid control means 72 supplies the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 62 to the second electric motor M2 by the electric path described above even in the engine traveling region. The so-called torque assist for assisting the power of the engine 10 is possible by driving the second electric motor M2 and applying torque to the drive wheels 38. Therefore, the engine traveling of this embodiment includes engine traveling + motor traveling.

Further, the hybrid control means 72 sets the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the first transmission unit 16 regardless of whether the vehicle is stopped or running. By controlling the engine speed NE, the engine speed _NE can be maintained substantially constant, or the rotational speed can be controlled to an arbitrary speed. For example, as can be seen from the nomograph of FIG. 3, the hybrid control means 72 restrains the vehicle speed V corresponding to the wheel speed of the drive wheel 38 when the engine speed _NE is raised while the vehicle is running. The first motor rotation speed N _M1 is increased while the second motor rotation speed N _M2 is maintained substantially constant.

The stepped shift control means 74 shown in FIG. 5 performs automatic shift control of the transmission 30 including the first transmission unit 16 and the second transmission unit 20. For example, the vehicle indicated by the vehicle speed V and the required output torque T _OUT of the second transmission unit 20 from the transmission diagram (relationship, transmission map) indicated by the solid line and the alternate long and short dash line as shown in FIG. Based on the state, it is determined whether or not the shift of the transmission 30 should be executed, and the automatic shift control of the transmission 30 is executed so that the determined shift speed is obtained. At this time, the stepped shift control means 74 is a hydraulic friction engagement device involved in a shift including the switching clutch C0 and the switching brake B0 so that the shift stage is achieved, for example, according to the engagement table shown in FIG. A command (shift output command, hydraulic command) for engaging and / or releasing the gear is output directly or indirectly to the hydraulic control circuit 42. The hydraulic control circuit 42 releases, for example, a release-side hydraulic friction engagement device that participates in a shift, and an engagement-side hydraulic friction engagement device that participates in a shift in accordance with a command from the electronic control unit 40. The hydraulic actuator of the hydraulic friction engagement device involved in the gear shift is operated by operating an electromagnetic valve provided in the hydraulic pressure control circuit 42 so that the gear shift of the transmission 30 is executed by engaging the gear. Operated.

FIG. 6 is a shift diagram (relationship, shift map) stored in advance in the storage unit 68, which is used for determining the shift of the transmission 30, and is a required output torque T _OUT that is a vehicle speed V and a driving force related value. Is an example of a shift diagram composed of two-dimensional coordinates with and as parameters. The solid line in FIG. 6 is an upshift line, and the alternate long and short dash line is a downshift line. A broken line indicates a determination vehicle speed V1 and a determination output torque T _OUT 1 for switching determination from the stepless control region to the stepped control region by the switching control means 70. That is, the broken line in FIG. 6 relates to a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining the high-speed traveling area of the hybrid vehicle, and the required driving force of the hybrid vehicle. A determination output torque T that is a preset high output travel determination value for determining a driving force related value, for example, a high output travel region in which the output torque T _OUT of the second transmission unit 20 is a high output and a high torque travel region. A high output travel determination line that is a series of _OUT 1 is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 6, hysteresis is provided for the determination of the stepped control region and the stepless control region. That is, FIG. 6 includes a vehicle-speed limit V1 and the upper output torque T _OUT 1, is either the step-variable control region and the continuously variable control area by the switching control means 70 and the vehicle speed V and the output torque T _OUT as a parameter FIG. 3 is a switching diagram (switching map, relationship) stored in advance for determining the region. This switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T _OUT 1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be.

Here, the shift diagram, the switching diagram, or the driving force source switching diagram is not a map, but a judgment formula for comparing the actual vehicle speed V with the judgment vehicle speed V1, output torque T _OUT and judgment output torque T. _It may be stored as a judgment formula or the like for comparing with _OUT 1. For example, in this case, the switching control means 70 determines whether or not the vehicle state, for example, the actual vehicle speed V exceeds the determination vehicle speed V1, and when the determination vehicle speed V1 is exceeded, the switching clutch C0 or the switching brake B0 is applied. The transmission 30 is brought into a stepped speed change state by engaging. Further, the switching control means 70, the when the output torque T _OUT of the vehicle condition such as, for instance, the second transmission portion 20 determines whether or not exceeds the determination output torque T _OUT 1, exceeds the determination output torque T _OUT 1 Engage the switching clutch C0 or the switching brake B0 to bring the transmission 30 into the stepped speed change state.

As described above, the vertical axis in FIG. 6 represents the output shaft torque T _out , but the vertical axis may be anything corresponding to the required driving force related value. The required driving force-related value is a parameter corresponding to the required driving force of the vehicle on a one-to-one basis, and includes not only the required driving torque or driving force at the driving wheels 38 but also the request of the second transmission unit 20, for example. output torque T _OUT, required engine torque T _E, and the required vehicle acceleration G, for example, the accelerator opening theta _ACC or a throttle valve opening theta _TH (or intake air quantity, air-fuel ratio, fuel injection amount) and the engine rotational speed N _{E Is} a value such as an engine torque TE calculated based on The driving torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by a torque sensor or the like, for example. The same applies to the other torques described above. Further, the determination vehicle speed V1 is such that, for example, when the transmission 30 is in a continuously variable transmission state during high-speed travel, the transmission 30 is in a step-variable transmission state during high-speed travel so as to suppress deterioration of fuel consumption. It is set to be. Further, the determination torque T _OUT 1 is, for example, in order to reduce the size of the first electric motor M1 without causing the reaction force torque of the first electric motor M1 to correspond to the high output range of the engine 10 in the high output traveling of the vehicle. It is set according to the characteristic of the first electric motor M1 that can be arranged with the maximum output of electric energy from the first electric motor M1 being reduced.

As shown in the relationship of FIG. 6, there is a high torque region in which the output torque T _OUT is set to a predetermined determination output torque T _OUT 1 or higher, or a high vehicle speed region in which the vehicle speed V is set to a predetermined determination vehicle speed V1 or higher. Since the stepped control region is set, the stepped variable speed traveling is executed at a time when the engine 10 has a relatively high torque or a high driving torque, or at a relatively high vehicle speed. The engine 10 is executed at a low driving torque, which is a relatively low torque, or at a relatively low vehicle speed, that is, in a normal output range of the engine 10. Therefore, for example, when the vehicle is running at low and medium speeds and low and medium power, the transmission 30 is in a continuously variable transmission state to ensure the fuel efficiency of the vehicle, but the second transmission unit 20 has four gear positions. Therefore, the maximum value of the electrical energy (electric energy transmitted by the first motor M1) to be generated by the first motor M1 can be reduced, and the first motor M1 or a vehicle drive device including the first motor M1 can be further reduced. Miniaturized. On the other hand, in high-speed traveling where the vehicle speed V exceeds the determination vehicle speed V1 or high-output traveling where the output torque T _OUT exceeds the determination torque T _OUT 1, the transmission 30 operates as a stepped transmission. Since the output of the engine 10 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path in a step-shift state, the power and electric energy generated when operating as an electric continuously variable transmission The conversion loss during the period is suppressed, and the fuel consumption is improved.

  FIG. 7 is a diagram showing an example of a shift switching device 46 for switching a plurality of types of shift positions by an artificial operation. The shift switching device 46 includes a shift lever 48 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions. The shift lever 48 is in a neutral state in which the power transmission path in the transmission 30 (second transmission unit 20) is interrupted so that neither the first clutch C1 nor the second clutch C2 is engaged. A parking position “P (parking)” for setting the neutral state and locking the output shaft 22 of the second transmission unit 20, a reverse traveling position “R (reverse)” for reverse traveling, power in the transmission 30 The neutral position “N (neutral)”, the forward automatic shift travel position “D (drive)”, or the forward manual shift travel position “M (manual)” to be in a neutral state with the transmission path cut off is manually operated. Is provided. For example, when the “D” position is selected by operating the shift lever 48, the shift control unit 70 shifts the shift state of the transmission 30 based on the shift map and the switch map stored in advance as shown in FIG. Of the first transmission section 16 is executed by the hybrid control means 72, and automatic transmission control of the transmission 30 is executed by the stepped shift control means 74. The This “D” position is also a shift position for selecting an automatic shift running mode (automatic mode) which is a control mode in which automatic shift control of the transmission 30 is executed. Further, when the shift lever 48 is operated to select the “M” position and the transmission 30 is switched to the stepped shift state, the gear shift is performed within the range of the designated upper limit gear range. The gear 30 is stepped and automatically controlled so as to obtain a designated gear stage. The “M” position is also a shift position for selecting a manual shift running mode (manual mode) which is a control mode in which manual shift control of the transmission 30 is executed.

Here, in the transmission 30 of this embodiment, as shown in FIG. 2, the transmission 30 is controlled to seven forward speeds for the purpose of a cross ratio and a wide transmission ratio width. In the stepped shift control in which the gear ratio γT is changed stepwise, the shift of the first transmission unit 16 (replacement of the switching clutch C0 and the switching brake B0) and the second transmission unit 20 of the second transmission unit 20 are changed as described above. Shifting may be executed in parallel with the same period. As described above, when the shift of the first transmission unit 16 and the shift of the second transmission unit 20 are performed simultaneously, the gear ratio is changed by the clutch-to-clutch shift of the first transmission unit 16. As γ0 changes, the gear ratio γA changes due to the clutch-to-clutch shift of the second transmission unit 20, and the changing directions of the transmission ratios γ0 and γA of the first transmission unit 16 and the second transmission unit 20 are opposite to each other. There are cases where In other words, when the shifting of the first transmission unit 16 and the second transmission unit 20 is performed at the same time, the engine speed _NE is decreased by the shifting of the first transmission unit 16 and at the same time the second shifting unit is changed. There is a case where the engine rotation speed _NE is changed in the reverse direction, such that the engine rotation speed _NE is increased by the shift of the unit 20. For example, in the shift from the second shift stage “2nd” to the third shift stage “3rd” shown in FIG. 2, the first shift portion 16 changes in the direction in which the gear ratio γ0 increases, while the second shift stage The speed change ratio change direction due to the speed change of the first speed change portion 16 and the speed change ratio change direction due to the speed change of the second speed change portion 20 are different so that the speed change ratio γA of the portion 20 changes. As described above, the simultaneous counter shift is performed in which the gear ratios γ0 and γA of the first transmission unit 16 and the second transmission unit 20 are changed in opposite directions by the transmission units 16 and 20 at the same time. case, up and down the engine speed N _E by slight timing shift, there is a possibility that it gives an uncomfortable feeling to the rider as the shift shock. In the present embodiment, in the transmission 30, the shift between the second shift stage “2nd” and the third shift stage “3rd” shown in FIG. 2 and the fourth shift stage “4th” and the fifth shift stage are shown. The shift between “5th” corresponds to the simultaneous facing shift.

In order to suppress the occurrence of the above-described shift shock, the hybrid control means 72 provided in the electronic control unit 40 includes the first transmission unit 16 and the second transmission unit 20 which are performed by the stepped transmission control unit 74. 1 or 2 so that characteristic control (shift control) of the first transmission unit 16 and the second transmission unit 20 by the hydraulic friction engagement device, that is, the brake B and the clutch C, is preferably maintained during the simultaneous counter shift. Supplementary control is performed through the above-described electric motor M, specifically, through the first electric motor M1 and / or the second electric motor M2. Accordingly, the hybrid control means 72 replaces one or more electric motors M (the first electric motor M1 and / or the second electric motor M2) with the first transmission unit 16 and the second transmission unit 20 when the simultaneous counter shifting is performed. The hydraulic control for shifting the gears is supplementarily operated, thereby controlling the shift timing of at least one of the two shifting portions 16 and 20, so that the function as a simultaneous opposing shift control means for performing the control is provided. Have. The shift timing refers to the relative relationship and / or time difference at the time corresponding to the shift progress indicating the shift progress. For example, the shift timing in the simultaneously facing shift refers to the execution of the simultaneously facing shift. The elapsed time (time difference) from the start to the start of the inertia phase of the first transmission unit 16 or the second transmission unit 20, the start of the inertia phase of the first transmission unit 16 and the start of the inertia phase of the second transmission unit 20 The time difference between them and their relative front-rear relationship, and the time difference between the end of the inertia phase of the first transmission unit 16 and the end of the inertia phase of the second transmission unit 20 and their relative Such as the context. In short, a general term for these is the shift timing in the simultaneous opposed shift. Then, the shift timing of the simultaneous counter shifting, in this embodiment, are detected from a change in the engine rotational speed N _E, is detected from the change, such as the first electric motor speed N _M1 and the second electric motor rotation speed N _M2 Alternatively, it may be detected from a change in hydraulic pressure of the clutch C or the brake B.

In order to perform such control, as shown in FIG. 5, the stepped shift control means 74 includes a shift timing determination means 76 and a gear ratio change direction determination means 78. The shift timing determination means 76 is a shift that is executed at the same time by the first transmission section 16 and the second transmission section 20 when the shift is determined by the stepped shift control means 74, that is, the first transmission section. It is determined whether or not the gear ratios γ0 and γA of the 16 and the second transmission unit 20 are changed at the same time. That is, for example, based on the vehicle state indicated by the vehicle speed V and the required output torque T _out from the relationship shown in FIG. 6, the determined shift corresponds to the shift that is executed at the same time by the two shifting portions 16 and 20. If it is equivalent to a shift executed at the same time by the two shifting units 16 and 20, the determination is affirmed. In addition, the switching between the continuously variable transmission state and the stepped transmission state of the first transmission unit 16 changes the gear ratio γ0 of the first transmission unit 16 and can be said to be a kind of transmission. If the switching between the 16 continuously variable transmission state and the stepped transmission state and the shift of the second transmission unit 20 are executed at the same time, the determination of the shift timing determination means 76 is affirmed.

Further, the gear ratio change direction determining means 78, when the gear change is determined by the stepped shift control means 74, is the change direction of the gear ratios γ0 and γA of the first speed change portion 16 and the second speed change portion 20. It is determined whether or not the speed change changes the directions in opposite directions. That is, for example, based on the relationship shown in FIG. 6 to the vehicle state shown in the vehicle speed V and the required output torque T _out, the determined shift is equivalent to a shift of the speed ratio [gamma] 0, the change direction of γA the opposite directions to each other If it corresponds to a shift in which the changing directions of the gear ratios γ0 and γA are opposite to each other, the determination is affirmed. Further, the gear ratio change direction determination means 78 also performs the determination when the first transmission unit 16 switches between the continuously variable transmission state and the stepped transmission state instead of the clutch-to-clutch transmission. Therefore, when the first transmission unit 16 is switched between the continuously variable transmission state and the stepped transmission state and the second transmission unit 20 is shifted at the same time, the first transmission unit 16 If the change direction of the transmission gear ratio γ0 due to the switching and the change direction of the transmission gear ratio γA due to the transmission of the second transmission unit 20 are opposite to each other, the determination of the transmission gear ratio changing direction determination means 78 is affirmed.

  When the determinations of the shift timing determination unit 76 and the transmission ratio change direction determination unit 78 are both affirmative, that is, the shifts of the first transmission unit 16 and the second transmission unit 20 are performed at the same time. The case where the changing directions of the transmission gear ratios γ0 and γA of the first transmission unit 16 and the second transmission unit 20 are opposite to each other is a case where the simultaneous opposed transmission is performed. When the simultaneous counter shift is performed, the hybrid control unit (simultaneously counter shift control unit) 72 uses the first transmission unit 16 by one or more electric motors M (the first electric motor M1 and / or the second electric motor M2). And the start timing of at least one of the inertia phases of the second transmission unit 20 is controlled. Specifically, the first electric motor M1 and / or the second electric motor M2 sets the start timing of the inertia phase of the second transmission unit 20 which is one of the first transmission unit 16 and the second transmission unit 20 to the other. The control is executed so as to be earlier than the start time of the inertia phase of the first transmission unit 16 that is the first transmission unit. More specifically, the first electric motor M1 and / or the second electric motor M2 causes the first phase of the inertia phase of the second transmission unit 20 to be earlier than the timing of the inertia phase of the first transmission unit 16. Control for limiting the start of the inertia phase of the transmission unit 16, in other words, the first motor M1 and / or the second motor M2 inhibits the start of the inertia phase of the shift of the first transmission unit 16 as the other transmission unit. Then, the delay control is executed. That is, the hybrid control means 72 executes a control to delay at least the start of the inertia phase of the first transmission unit 16 from the start timing of the inertia phase of the shift of the second transmission unit 20 when the simultaneous counter shift is performed.

  The hybrid control means 72 is preferably 1 when the simultaneous counter shift is performed, that is, when both the determination of the shift timing determination means 76 and the shift ratio change direction determination means 78 are affirmed. Alternatively, the end timing of the inertia phase of at least one of the first transmission unit 16 and the second transmission unit 20 is controlled by two or more motors M (the first motor M1 and / or the second motor M2). Specifically, control is executed to make the end timing of the inertia phase of the second transmission section 20 as the one transmission section later than the end timing of the inertia phase of the first transmission section 16 as the other transmission section. More specifically, the first phase is such that the inertia phase end timing of the second transmission unit 16 is later than the inertia phase end timing of the first transmission unit 16 during execution of the shift of the first transmission unit 16. Control for limiting the end of the inertia phase of the shift of the second transmission unit 20 by the electric motor M1 and / or the second electric motor M2, in other words, the one transmission unit by the first electric motor M1 and / or the second electric motor M2. Control for suppressing and delaying the end of the inertia phase of the shift of the second transmission unit 20 is executed. That is, the hybrid control means 72 executes control for delaying the end of the inertia phase of the second transmission unit 20 from the end timing of the inertia phase of the shift of the first transmission unit 16 when the simultaneous facing shift is performed.

  Further, the hybrid control means 72 is preferably configured so that when the simultaneous counter shift is performed, that is, when both the determination of the shift timing determination means 76 and the shift ratio change direction determination means 78 are affirmed. Control is performed so that the shift from the inertia phase start to the end of the shift of the first transmission unit 16 is performed between the start and end of the shift phase of the second transmission unit 20. That is, the start timing of the inertia phase of the shift of the second transmission section 20 is set earlier than the start timing of the inertia phase of the shift of the first transmission section 16, or the inertia phase start timing of the shift of the first transmission section 16 is the first. Control is performed to delay the shift so that it is later than the inertia phase start timing of the shift of the second transmission section 20, and the end timing of the inertia phase of the shift of the first transmission section 16 is set to the end of the inertia phase of the shift of the second shift section 20 Control is performed to delay the shift so that the inertia phase end timing of the shift of the second transmission portion 20 is later than the inertia phase end timing of the shift of the first transmission portion 16 so as to be earlier than the timing. With such control, a series of shifting operations of the first transmission unit 16 is put into the shifting operation of the second transmission unit 20.

  In addition, the hybrid control means 72 is preferably configured to perform the second operation when the simultaneous counter shift is performed, that is, when both the determination of the shift timing determination means 76 and the shift ratio change direction determination means 78 are affirmed. During the period from the start to the end of the inertia phase of the transmission of the transmission unit 20, the first transmission unit 16 is switched between the continuously variable transmission state and the stepped transmission state. That is, the start timing of the inertia phase of the shift of the second transmission unit 20 is set earlier than the substantial switching start timing of the first transmission unit 16, or the substantial switching start timing of the first transmission unit 16 is the first. Control is performed to delay the shift so that it is later than the inertia phase start timing of the shift of the second transmission section 20, and the substantial switching end timing of the first transmission section 16 is set to the inertia phase of the shift of the second transmission section 20. Control is performed to delay the shift so that the inertia phase end timing of the shift of the second transmission unit 20 is later than the substantial switch end timing of the first transmission unit 16 so as to be earlier than the end timing.

  Here, the first electric motor M1 is connected to the second rotating element RE2 (sun gear S0) of the first transmission unit 16 whose rotational speed changes with the shift of the first transmission unit 16, and is a hybrid control unit. 72 controls the inertia phase of the shift of the first transmission unit 16 by controlling the rotation of the second rotating element RE2 via the first electric motor M1. The second electric motor M2 is connected to the third rotating element RE3 (transmission member 18) of the second transmission unit 20 whose rotational speed changes with the shift of the second transmission unit 20, and is a hybrid control means. 72 controls the inertia phase of the shift of the second transmission unit 20 by controlling the rotation of the third rotating element RE3 via the second electric motor M2.

Preferably, the transient control by the first electric motor M1 during the shift is performed by feedback control based on the input rotation speed of the second transmission unit 20 (the rotation speed N _TR of the transmission member 18). Further, learning control may be applied to control the hydraulic pressure of each actuator, in particular, the release side or engagement side actuator (brake B, clutch C) from the progress of the previous shift.

Further, the hybrid control means 72 is preferably configured so that when the simultaneous counter shift is performed, that is, when both the determination of the shift timing determination means 76 and the shift ratio change direction determination means 78 are affirmed. during the execution of simultaneous opposite shift, as the direction of change of the rotational speed N _E of the engine 10 by the first electric motor M1 and / or the second electric motor M2 is always the same direction, in other words, the direction of change of the engine rotational speed N _E The rotational speed change of the engine 10 is controlled so that the engine speed is not reversed. As described above with reference to FIG. 3, the first electric motor M1, the second to control the rotation of the rotating element RE2, and the provided so as to control the rotational speed N _E of the engine 10, the hybrid The control means 72 preferably controls the rotational speed change of the engine 10 by the first electric motor M1 through the rotation control of the second rotation element RE2. That is, as shown in the time chart of FIG. 11 to be described later, when simultaneous opposite shift of the first transmitting portion 16 and the second transmitting portion 20, the change in the rotational speed N _E of the engine 10 through the speed change consistently positive ( by the first electric motor M1 such that the case of downshift) or negative (in the case of upshift) to control the rotational speed N _E of the engine 10. In other words, when simultaneous opposite shift of the first transmitting portion 16 and the second transmitting portion 20, monotonically increasing speed N _E through the shifting of the engine 10 (in the case of downshift) or monotonically decreases (for upshifts) by the first electric motor M1 so as to control the rotational speed N _E of the engine 10. Further, the engine rotational speed _NE is determined from the relative relationship between the input rotational speed of the second transmission unit 20 (the rotational speed N _TR of the transmission member 18) and the first motor rotational speed N _M1. During execution of the shift, the hybrid control means 72 controls the first motor rotation speed N _M1 according to the change in the input rotation speed of the second transmission unit 20.

Preferably, when the simultaneous counter shift is performed, that is, when both the determination of the shift timing determination unit 76 and the shift ratio change direction determination unit 78 are affirmed, the hybrid control unit 72 during execution of the opposite shift, to change phase of the engine rotational speed N _E with at least one of transmission of the first transmitting portion 16 and the second transmitting portion 20, that is, the engine rotational speed N _E as a result of such shifting changes within the period of time, performing the torque reduction control for reducing the output torque T _E of the engine 10 to a predetermined value.

  As described above, based on the determinations of the shift timing determination unit 76 and the transmission ratio change direction determination unit 78, the hybrid control unit (simultaneously opposed shift control unit) 72 performs the first shift when the simultaneously opposed shift is performed. The first electric motor M1 and / or the second electric motor M2 controls the shift timing of at least one of the unit 16 and the second transmission unit 20, but originally the first transmission unit 16 and the second transmission unit M2 in the simultaneous opposed transmission. Both the two speed change units 20 should be shifted at a predetermined shift timing by hydraulic control without depending on the control by the electric motor M (the first electric motor M1 and / or the second electric motor M2). It is possible to reduce the dependence on the control of the shift timing. The main part of the control function will be described below.

  The motor control determination unit 82 in FIG. 5 performs the operation of the motor M (the first motor M1 and / or the first motor M1 and / or the motor M) in the simultaneous counter shift when the simultaneous counter shift is performed. Alternatively, it is determined whether or not the control amount of the second electric motor M2) is equal to or greater than a predetermined control amount limit value Lm. As the control amount of the electric motor M, the output torque, the rotational speed, the control current value of the first electric motor M1 and / or the second electric motor M2, and the inverter 60 of the first electric motor M1 and / or the second electric motor M2 are used. The charge / discharge power for the power storage device 62 can be exemplified, and the control amount of the electric motor M determined by the electric motor control determining unit 82 is not particularly limited, but in the present embodiment, specifically, the electric motor control determining unit 82 When the simultaneous counter shift is started, the total motor power Wm_total, which is the absolute value of the total charge / discharge power with respect to the power storage device 62 of the first motor M1 and the second motor M2, is equal to or greater than the control amount limit value Lm. Determine if there was. Here, if the control amount is greater than the control amount limit value Lm for the control amount of the motor M, the control of the shift timing by the motor M to reduce the control load in the simultaneous facing shift is performed. It is an experimentally set limit value for which it is determined that the dependence should be reduced. Further, the specific value of the control amount limit value Lm is determined depending on the specific control amount of the electric motor M, which is the determination target of the electric motor control determining means 82.

In consideration of preventing the deterioration of the durability of the electrical components related to the driving of the motor M, the motor control determination unit 82 may make the determination. In such a case, the control amount limit value Lm is set to a charge / discharge power limit value W _{IN / OUT} that is predetermined as charge / discharge power allowed for the power storage device 62. That is, when the simultaneous counter shift is started, the motor control determination unit 82 is configured to control the total motor power that is a control amount of the motor M (the first motor M1 and / or the second motor M2) during the simultaneous counter shift. It is determined whether Wm_total is equal to or greater than the charge / discharge power limit value W _{IN / OUT} . The power storage device 62 supplies power to the electric devices of the vehicle other than the first electric motor M1 and the second electric motor M2. Therefore, the control amount limit value Lm is allowed for the electric power storage device 62 in consideration of that amount. Based on the charge / discharge power, the limit value may be a predetermined amount smaller than the allowable charge / discharge power. Further, as another concept, the charge / discharge power limit value W _{IN / OUT} is set to an allowable power range in which one of charge power and discharge power allowed for the power storage device 62 is an upper limit value and the other is a lower limit value. It is possible to replace it. If so replaced, when the simultaneous counter shift is started, the motor control determination means 82 determines the charge / discharge power to the power storage device 62 of the first motor M1 and the second motor M2 during the simultaneous counter shift. It is determined whether or not the total is out of the allowable power range of the power storage device 62.

The hydraulic control value changing means 84 decreases the control amount based on the control amount of one or more electric motors M (the first electric motor M1 and / or the second electric motor M2) when the simultaneous counter shift is performed. As described above, the hydraulic control value _CTR for shifting the first transmission unit 16 and / or the second transmission unit 20 is changed by learning. Desirably, the hydraulic control value _CTR is changed by learning so that the control amount decreases within a range where the shift shock is not increased. The hydraulic control value changing means 84 is not necessarily based on the determination of the electric motor control determining means 82. Preferably, however, the hydraulic control value changing means 84 is configured so that the control amount of the electric motor M during the simultaneous counter shift is the above-mentioned. When the motor control determining means 82 determines that the control amount limit value Lm is greater than or equal to the control amount limit value Lm, the hydraulic control value _CTR is changed by learning. When the hydraulic control value C _TR is changed, the switching control means 70 and the stepped speed change control means 74 are respectively changed to the first transmission section 16 and the second transmission section 20 according to the changed hydraulic control value C _TR. The shift control is executed. The hydraulic pressure control value _CTR may be changed by the hydraulic pressure control value changing means 84 during the execution of the simultaneous opposing shift. Preferably, the hydraulic control value CTR is newly set instead of the simultaneous opposing shift already started at the time of the change. The changed hydraulic control value _CTR is applied to the simultaneous opposing shifts from the next time that is started.

The hydraulic control value C _TR is a parameter (variable) for determining the relationship between the hydraulic pressure of the hydraulic actuator that operates to achieve the shift of each of the transmission units 16 and 20 and the elapsed time during the shift. Is a parameter (variable) for determining the relationship between the hydraulic pressure of the hydraulic friction engagement device (brake B, clutch C) engaged or released during the shift of each transmission unit 16, 20 and the elapsed time during the shift. ), And a learning value that is changed by learning according to an increase in the number of shifts so that a target predetermined shift state can be achieved. If this is described with reference to FIG. 8 illustrating a time chart of the hydraulic pressure command value for the brake B or the clutch C on the engagement side in the shift of the second transmission unit 20, the hydraulic pressure control value _CTR is, for example, 8, a command value P _SB for determining the low-pressure standby pressure, a command time T _L for holding the low-pressure standby pressure, a command value increase gradient X _S when increasing the engagement pressure toward completion of engagement, a quick apply command Time T _QA , command value P _QA for determining the quick apply pressure, and the like.

As described above, based on the determination by the motor control determining unit 82, the hydraulic control value changing unit 84 determines that the total motor power Wm_total during the simultaneous counter shift is equal to or greater than the charge / discharge power limit value W _{IN / OUT.} If it is determined by the determining means 82, the hydraulic control value C _TR may be changed by learning, Figure 9, the hydraulic pressure control value C _TR when the hydraulic control value C _TR is modified in that way 4 is a diagram conceptually showing a relationship between the total motor power Wm_total that is a control amount of the motor M (the first motor M1 and / or the second motor M2). The Figure 9, the total motor power Wm_total is the hydraulic control value C _TR in the region where the above charge-discharge power limit value W _{IN / OUT} or is changed, the total motor power Wm_total is too large hydraulic pressure control value C _TR Has been shown to change significantly. For example, in the simultaneous opposing shift from “2nd” to “3rd” in FIG. 2, if the inertia phase of the shift of the second transmission unit 20 is forcibly started by the second electric motor M <b> 2, Depending on the control amount of the electric motor M2, the start of the inertia phase of the shift of the second transmission unit 20 in the simultaneous opposite shift from “2nd” to “3rd” from the next time onward is made earlier than the current state by hydraulic control. The hydraulic pressure control value _CTR is changed so that the engagement hydraulic pressure of the first brake B1, which is the combined element, increases more quickly.

Next, the main part of the control operation of the electronic control unit 40 will be described with reference to FIGS. 10 to 12. First, with reference to FIGS. 10 and 11, the first electric motor M1 and / or Alternatively, after explaining the shift timing control by the second electric motor M2, the hydraulic control value _CTR for shifting the first transmission unit 16 and / or the second transmission unit 20 is changed by learning using FIG. The control operation to be performed will be described.

  FIG. 10 shows the control operation of the electronic control unit 40, that is, the shift timing is controlled by the first electric motor M1 and / or the second electric motor M2 in the above-mentioned simultaneous opposing shift of the first transmission unit 16 and the second transmission unit 20. It is a flowchart explaining the shift control operation | movement to perform, and is repeatedly performed with a predetermined period. FIG. 11 is a time chart showing the operation of each part corresponding to the control operation shown in FIG. 10, and will be described below together with the control of FIG. As will be described later with reference to FIG. 12, for example, the flowchart of FIG. 10 is executed in S102 of FIG.

  First, in steps (hereinafter, “step” is omitted) S1 corresponding to the operations of the shift timing determination unit 76 and the shift ratio change direction determination unit 78, the shifts of the first transmission unit 16 and the second transmission unit 20 are performed simultaneously. In addition, it is determined whether or not a simultaneous opposing shift has occurred in which the changing directions of the gear ratios γ0 and γA of the first transmission unit 16 and the second transmission unit 20 are opposite to each other. If the determination at S1 is negative, the routine is terminated accordingly, but if the determination at S1 is affirmative, the processing from S2 onward is executed. A time point t1 in FIG. 11 indicates a state in which this S1 is affirmed and the simultaneous opposed shift is determined. Here, the control after S2 will be described in the case where a shift from the second shift stage “2nd” to the third shift stage “3rd” shown in FIG.

  In S2, the shift of the transmission 30 is started. That is, in the second transmission unit 20, the hydraulic pressure reduction control for releasing the second brake B2 is started, and the hydraulic pressure rise control for engaging the first brake B1 is started. In consideration of the responsiveness of the shift, the first transmission portion 16 starts the hydraulic pressure rise control for engaging the switching clutch C0. A time point t2 in FIG. 11 indicates the state of S2.

  Next, in S3, control is performed in the first transmission unit 16 to reduce the hydraulic pressure corresponding to the switching brake B0 to a predetermined first hydraulic pressure. The first hydraulic pressure is predetermined so that the switching brake B0 does not slip. Further, here, control is performed via the first electric motor M1 so that the rotational speed of the sun gear S0 of the first transmission unit 16 becomes zero so that the inertia phase of the transmission of the first transmission unit 16 does not start.

Next, in S4, it is determined whether or not the input shaft rotation speed (the rotation speed N _TR of the transmission member 18) has changed due to the shift of the second transmission unit 20. That is, it is determined whether the inertia phase of the shift of the second transmission unit 20 has started. A time point t3 in FIG. 11 indicates a state where S4 is affirmed. If the determination of S4 is negative and if the determination of S4 is not affirmed within a predetermined time, in S5, the rotation of the third rotation element RE3 of the second transmission unit 20 is performed by the second electric motor M2. By being controlled (decreasing the input rotational speed of the second transmission unit 20), after the inertia phase of the shift of the second transmission unit 20 is forcibly started, the processing from S6 onward is executed. If the determination is affirmative, the processing from S6 onward is executed accordingly. Incidentally, from the time t4 shown in FIG. 11 to time t7, the engine torque reduction control for reducing to a predetermined value the output torque T _E of the engine 10 (the torque-down control) is executed.

  In S6, control for further reducing the hydraulic pressure corresponding to the switching brake B0 is performed, and control for increasing the hydraulic pressure corresponding to the switching brake C0 is performed. Thereby, substantial shift of the 1st transmission part 16 is started. In S7, the start of the inertia phase of the shift of the first transmission unit 16 is permitted. In other words, the start restriction of the inertia phase of the shift of the first transmission unit 16 is released.

Next, in S8, it is determined whether the inertia phase of the first transmission unit 16 has started. If the determination in S8 is negative, and if the determination in S8 is not positive within a predetermined time, the rotation of the second rotating element RE2 of the first transmission unit 16 is controlled by the first electric motor M1 in S9. Is performed (increasing the first motor rotation speed N _M1 ), and after the inertia phase of the shift of the first transmission unit 16 is forcibly started, the processing from S10 is executed, but the determination of S8 is affirmative If so, the processing from S10 onwards is executed. A time point t5 in FIG. 11 shows a state in which the inertia phase of the first transmission unit 16 is forcibly started in S9.

  In S10, it is determined whether or not the inertia phase of the shift of the first transmission unit 16 has ended. If the determination in S10 is affirmative, in S11, the end of the inertia phase of the shift of the second transmission unit 20 is permitted. In other words, after the restriction on the end of the inertia phase of the shift of the second transmission unit 20 is released, this routine is ended. A time point t7 in FIG. 11 indicates a state in which the inertia phase of the shift of the second transmission unit 20 is completed in S11 and the shift of the transmission 30 as a whole is completed.

If the determination in S10 is negative, in S12, the rotation of the second rotation element RE2 of the first transmission unit 16 is controlled by the first motor M1 (the first motor rotation speed N _M1 is increased). Then, the forced termination of the inertia phase of the shift of the first transmission unit 16 is started. A time point t6 in FIG. 11 shows a state in which the inertia phase of the first transmission unit 16 is forcibly terminated in S12. Next, in S13, the third rotation element RE3 is connected via the second electric motor M2 so that the inertia phase of the shift of the second transmission unit 20 does not end, in other words, the end of the inertia phase is delayed. After the rotation is controlled, the processing from S10 is executed again. Preferably, in S13, the rising of the engagement pressure of the first brake B1 is delayed.

Focusing on the engine rotational speed N _E from time t3 to time t7 in the time chart shown in FIG. 11, although the variation gradient of the engine speed N _E fluctuates, the change direction of the engine rotational speed N _E is always reduced since in the direction, the hybrid control means 72, during execution of the simultaneous counter gear, so that the change direction of the rotational speed N _E of the engine 10 by the first electric motor M1 and / or the second electric motor M2 is always in the same direction It turns out that the rotation speed change of the engine 10 was controlled. More specifically, the hybrid control means 72 is configured so that the rotational speed N of the engine 10 is controlled by the first electric motor M1 and / or the second electric motor M2 within the inertia phase of the first transmission unit 16 or the second transmission unit 20 in the simultaneous opposed transmission. as the direction of change of _E is always in the same direction, in other words, as the direction of change of the engine rotational speed N _E is not inverted, it can be seen that controlled the rotational speed variation of the engine 10.

  In the above control, S3 to S5 and S7 to S13 correspond to the operation of the hybrid control means 72. S2, S3, and S6 correspond to the operation of the stepped shift control means 74.

FIG. 12 illustrates a main part of the control operation of the electronic control unit 40, that is, a control operation in which the shift hydraulic control value _CTR is changed by learning based on the control amount of the electric motor M when the simultaneous counter shift is executed. It is a flowchart and is repeatedly performed with a predetermined period.

  First, in step S101 corresponding to the operation of the shift timing determination unit 76 and the shift ratio change direction determination unit 78 (hereinafter, “step” is omitted), the simultaneous counter shift occurs as in S1 of FIG. It is determined whether or not. If the determination in S101 is negative, the routine is terminated accordingly. However, if the determination in S101 is affirmative, the processing from S102 onward is executed.

  In S102, the shift timing control (timing control) of the simultaneous opposed shift by the electric motor M is performed. In short, the control operation of the flowchart of FIG. 10 described above is executed.

Next, in S103 corresponding to the operation of the motor control determination means 82, the control amount of the motor M (the first motor M1 and / or the second motor M2) during the above-mentioned simultaneous counter shift is equal to or greater than the control amount limit value Lm. It is determined whether or not there was. For example, whether or not the total motor power Wm_total, which is a control amount of the motor M (the first motor M1 and / or the second motor M2) during the simultaneous counter shift, is equal to or greater than the charge / discharge power limit value W _{IN / OUT.} As a result, when the total electric motor power Wm_total is equal to or greater than the charge / discharge power limit value W _{IN / OUT} , the determination in S103 is affirmed. Here, as shown in FIG. 5, the first electric motor M1 and the second electric motor M2 perform charging / discharging with respect to the power storage device 62 via the inverter 60. Therefore, in S103, the inverter 60 corresponding to the total electric motor power Wm_total. It may be determined whether the current value is equal to or greater than a predetermined inverter current determination value corresponding to the charge / discharge power limit value W _{IN / OUT} . If the determination in S103 is affirmative, that is, if the control amount of the electric motor M during the simultaneous opposing shift is equal to or greater than the control amount limit value Lm, the process proceeds to S104. On the other hand, if the determination in S103 is negative, this routine ends.

In S104 corresponding to the operation of the hydraulic control value changing means 84, based on the control amount of one or more electric motors M (the first electric motor M1 and / or the second electric motor M2) when the simultaneous counter shift is performed. The hydraulic control value _CTR is changed by learning so that the control amount decreases, and preferably, the control amount decreases within a range in which the shift shock is not increased. That is, when performing the simultaneous counter shift, the dependence on the timing control by the electric motor M is suppressed, and the basic shift characteristics of the first transmission unit 16 and the second transmission unit 20 are ensured by the hydraulic control. In short, in S104, the hydraulic control value _CTR is changed by learning so that the control amount is relatively decreased based on the control amount when the simultaneous counter shift is performed. Desirably, the changed hydraulic control value (learned value) _CTR is not changed to the simultaneous counter shift that has already been started at the time of execution of S104, but to the next and subsequent simultaneous counter shift that is newly started. Applied.

  When the simultaneous counter shift occurs in this way, the steps after S102 in FIG. 12 are executed. In short, in parallel with the shift control operation for executing the simultaneous counter shift shown in the flowchart of FIG. 12 is determined, and S104 is executed based on the determination.

The electronic control device 40 of this embodiment has the following effects (A1) to (A13). (A1) According to the present embodiment, the hydraulic pressure control value changing unit 84 controls one or more electric motors M (the first electric motor M1 and / or the second electric motor M2) when the simultaneous opposing shift is performed. Based on the amount, the first transmission unit 16 and / or the second transmission unit 20 is shifted so that the control amount decreases, and preferably, the control amount decreases within a range in which the shift shock is not increased. The hydraulic control value _CTR for this is changed by learning. Therefore, the control load of the electronic control unit 40 is reduced by reducing the dependence on the shift timing control by the one or more electric motors M in the simultaneous counter shift. Further, it is possible to improve the reliability of the control in the simultaneous counter shift while reducing the shift shock at the time of the simultaneous counter shift.

(A2) According to the present embodiment, preferably, the hydraulic control value changing unit 84 determines by the motor control determining unit 82 that the control amount of the motor M during the simultaneous facing shift is equal to or greater than the control amount limit value Lm. If it is, the hydraulic control value _CTR is changed by learning. In such a case, the frequency with which the hydraulic control value _CTR is changed is suppressed to a certain extent, and the control load of the electronic control device 40 can be further reduced.

(A3) According to the present embodiment, when the simultaneous counter shift is started, the motor control determination means 82 determines the motor M (the first motor M1 and / or the second motor M2) in the simultaneous counter shift. It may be determined whether the total motor power Wm_total, which is a control amount, is equal to or greater than the charge / discharge power limit value W _{IN / OUT} . In such a case, the hydraulic pressure control value _CTR is changed in the hydraulic pressure control value changing means 84, so that it is possible to prevent the durability of the electrical components related to the driving of the electric motor M from being lowered.

  (A4) According to this embodiment, the hybrid control means (simultaneously opposed speed change control means) 72 in the simultaneous opposing speed change, the first speed change unit 16 and the second speed change by the first electric motor M1 and / or the second electric motor M2. Control is performed so that the inertia phase start timing of the second transmission section 20 as one transmission section of the section 20 is earlier than the inertia phase start timing of the first transmission section 16 as the other transmission section. As a result, the shift shock that may occur when the inertia phase starts in the simultaneous opposed shift is dispersed, and the possibility of giving the passenger a sense of discomfort arising from the shift shock is reduced.

  (A5) According to the present embodiment, in the simultaneous counter shift, the hybrid control means 72 specifically, the start timing of the inertia phase of the second transmission section 20 is earlier than the start timing of the inertia phase of the first transmission section 16. As described above, the first electric motor M1 and / or the second electric motor M2 executes control to suppress and delay the start of the inertia phase of the shift of the first transmission unit 16 which is the other transmission unit. Therefore, it is possible to disperse the shift shock in a practical manner.

  (A6) According to the present embodiment, preferably, in the simultaneous counter shift, the hybrid control means 72 indicates the end timing of the inertia phase of the second transmission unit 20 which is the one transmission unit at the other transmission unit. A control is executed to make the inertia phase of the first transmission unit 16 later than the end timing. In this way, the shift shock that can occur when the inertia phase ends in the simultaneous counter shift is reduced, and the possibility of giving the passenger a sense of discomfort arising from the shift shock is reduced.

  (A7) According to the present embodiment, preferably, the hybrid control means 72 determines that the inertia phase end time of the second transmission unit 20 is the first during the execution of the shift of the first transmission unit 16 in the simultaneous opposing shift. The first electric motor M1 and / or the second electric motor M2 prevents the end of the inertia phase of the shift of the second transmission unit 20 that is one of the transmission units so that it is later than the end timing of the inertia phase of the first transmission unit 16. Control to delay. In this way, it is possible to disperse the shift shock in a practical manner.

  (A8) According to the present embodiment, the hybrid control means 72 performs the first shift of one or more electric motors M (the first electric motor M1 and / or the second electric motor M2) when the simultaneous counter shift is performed. Since the hydraulic control for shifting the part 16 and the second transmission part 20 is supplementarily operated, thereby controlling at least one of the transmission timings of the transmission parts 16 and 20, the hydraulic pressure is controlled as described above. Compared with the case where the control is not complementary, the load on the first electric motor M1 and / or the second electric motor M2 during the simultaneous counter shift can be reduced.

  (A9) According to the present embodiment, the first transmission unit 16 can be selectively switched between a continuously variable transmission state in which an electrical continuously variable transmission operation can be performed and a stepped transmission state in which a stepwise shift operation is performed. It is a differential device. Preferably, the hybrid control unit 72 ends from the start of the inertia phase of the shift of the second transmission unit 20 when the determinations of the shift timing determination unit 76 and the shift ratio change direction determination unit 78 are both affirmative. In the meantime, switching between the continuously variable transmission state and the stepped transmission state of the first transmission unit 16 is executed. In this way, it is possible to avoid the occurrence of a shift shock suitably by avoiding a time overlap between a shock that can be generated by switching the first transmission unit 16 and a shock that can be generated by the shift of the second transmission unit 20. Can do.

(A10) if the engine rotational speed N _E is repeated rise and fall during shifting of the transmission 30, it is considered that there is a risk of impairing the comfort of the occupants. In this regard, according to the present embodiment, preferably, when the simultaneous counter shift is performed, the hybrid control unit 72 performs the first motor M1 and / or the second motor during the simultaneous counter shift. change direction of speed N _E of the engine 10 by M2 controls the rotational speed variation of the engine 10 so as not inverted. In this way, it is possible to prevent the passenger's comfort from being impaired.

(A11) According to this embodiment, as shown in FIG. 1, the first electric motor M1 is connected to the second rotating element RE2 of the first transmission unit 16 so as to be able to transmit power, and the first transmission unit 16 is connected to the engine 10. The second transmission unit 20 constitutes a part of a power transmission path from the first transmission unit 16 to the drive wheels 38 (see FIG. 5). Preferably, during the execution of the simultaneous opposing shift, the hybrid control unit 72 is configured to change the first motor rotation speed in accordance with the change in the input rotation speed of the second transmission unit 20 (the rotation speed N _TR of the transmission member 18). N _M1 is controlled. In this way, by controlling the first electric motor speed N _M1, that a change in the input rotational speed of the second transmission portion 20 affects the transmission of the first transmitting portion 16, the first electric motor speed N _M1 Can be reduced by control.

(A12) According to the present embodiment, preferably, the hybrid control means 72 is an engine that accompanies at least one of the first transmission unit 16 and the second transmission unit 20 during execution of the simultaneous opposed transmission. During the changing phase of the rotational speed N _E , torque down control is performed to reduce the output torque T _E of the engine 10 to a predetermined value. In this way, the load applied to the first electric motor M1 and / or the second electric motor M2 for controlling the shift timing can be reduced during the torque-down control. Therefore, it is easy to control the shift timing. can do.

  (A13) According to the present embodiment, the second transmission unit 20 selectively selects a plurality of gears (gears) according to the engagement and release of the plurality of engagement devices C1, C2, C3, B1, and B2. It is a stepped transmission to be established. The second transmission unit 20 performs a so-called clutch-to-clutch shift. Therefore, it is possible to increase the change width of the gear ratio of the second transmission unit.

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

  FIG. 13 is a skeleton diagram illustrating a configuration of another vehicle power transmission device 90 (hereinafter, referred to as “power transmission device 90”) to which the present invention is preferably applied. FIG. 14 is an engagement table showing the relationship between the gear position of the power transmission device 90 and the combination of engagements of the hydraulic friction engagement device. FIG. 15 shows the speed change operation of the power transmission device 90. It is an alignment chart to explain.

  As shown in FIG. 13, the power transmission device 90 of this embodiment is preferably housed in a transaxle case 92 (hereinafter referred to as “case 92”) mounted on an FF (front engine front drive) type vehicle. In order to shorten the axial dimension in consideration of the above, the first electric motor M1, the power distribution mechanism 32, and the second electric motor M2 similar to those in the above-described embodiment are provided on the first axial center RC1. The transmission unit 16 and a second transmission unit 94 as a stepped four-stage transmission unit provided on a second axis RC2 parallel to the first axis RC1 are provided. The power distribution mechanism 32 shown in FIG. 13 has a single pinion type planetary gear device 24 having a predetermined gear ratio ρ0 of about “0.300”, the switching clutch C0 and the switching clutch, as in the above-described embodiment. And a brake B0. The second transmission unit 94 includes a single pinion type first planetary gear unit 26 having a predetermined gear ratio ρ1 of, for example, “0.522” and a predetermined gear ratio ρ2 of, for example, “0.309”. And a single-pinion type second planetary gear device 28 having The first sun gear S1 of the first planetary gear device 26 and the second sun gear S2 of the second planetary gear device 28 are integrally connected to each other, the first clutch C1, a pair of counter drive gears 34 and a counter driven gear that mesh with each other. It is selectively connected to the transmission member 18 via 35 and selectively connected to the case 92 via the second brake B2. Further, the first carrier CA1 of the first planetary gear unit 26 is selectively connected to the transmission member 18 via the second clutch C2, a pair of counter drive gears 34 and a counter driven gear 35 that are engaged with each other, and a third brake. It is selectively connected to the case 92 via B3. Further, the first ring gear R1 of the first planetary gear device 26 and the second carrier CA2 of the second planetary gear device 28 are integrally connected to an output gear 96 that is an output member. . The second ring gear R2 of the second planetary gear device 28 is selectively connected to the case 92 via the first brake B1. The output gear 96 is engaged with a differential drive gear 98 of the differential gear device (final reduction gear) 36, thereby transmitting power to the pair of drive wheels 38 through a pair of axles or the like in sequence. The counter drive gear 34 and the counter driven gear 35 are provided on the first axis RC1 and the second axis RC2, respectively, and are connected to operatively connect the transmission member 18, the first clutch C1, and the second clutch C2. It functions as a device.

In the power transmission device 90 configured as described above, the transmission 100 includes the first transmission unit 16 and the second transmission unit 94. In this transmission 100, for example, as shown in the engagement operation table of FIG. 14, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, the second brake B2, When the third brake B3 is selectively engaged, either the first gear (first gear) to the seventh gear (seventh gear) or the reverse gear (reverse gear) Stage) or neutral is selectively established, and the total gear ratio γT (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _{OUT of the} output gear (output member) 96), which changes substantially in a ratio, is set to each gear. It can be obtained for each stage. In particular, in the present embodiment, the power distribution mechanism 32 is provided with a switching clutch C0 and a switching brake B0, and any one of the switching clutch C0 and the switching brake B0 is engaged to operate the first shift. In addition to the above-described continuously variable transmission state that operates as a continuously variable transmission, the unit 16 can constitute a constant transmission state that operates as a multi-stage transmission having a constant gear ratio. Therefore, in the transmission 100, the stepped transmission is configured by the first transmission unit 16 and the second transmission unit 94 that are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0. The first transmission unit 16 and the second transmission unit 94, which are in a continuously variable transmission state by engaging neither of the switching clutch C0 and the switching brake B0, are electrically connected. A continuously variable transmission state operating as a typical continuously variable transmission is configured.

  When the transmission 100 functions as a stepped transmission, as shown in FIG. 14, the gear ratio γT1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the first brake B1,” The first speed gear stage of about 4.241 "is established. Further, due to the engagement of the switching brake B0, the first clutch C1, and the first brake B1, the second speed gear stage in which the speed ratio γT2 is smaller than the first speed gear stage, for example, about “2.986”. It is established. Further, due to the engagement of the switching clutch C0, the second clutch C2, and the first brake B1, the third speed gear stage in which the gear ratio γT3 is smaller than the second speed gear stage, for example, about “2.111”. It is established. Further, due to the engagement of the switching brake B0, the second clutch C2, and the first brake B1, the fourth speed gear stage in which the gear ratio γT4 is smaller than the third speed gear stage, for example, about “1.482”. It is established. Further, due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, the fifth speed gear stage in which the gear ratio γT5 is smaller than the fourth speed gear stage, for example, about “1.000”. It is established. Further, due to the engagement of the switching clutch C0, the second clutch C2, and the second brake B2, the sixth speed gear stage in which the gear ratio γT6 is smaller than the fifth speed gear stage, for example, about “0.657” It is established. Further, due to the engagement of the switching brake B0, the second clutch C2, and the second brake B2, the seventh speed gear stage in which the gear ratio γT7 is smaller than the sixth speed gear stage, for example, about “0.463”. It is established. Further, when driven by the engine 10, the first clutch C1 and the third brake B3 are engaged, and when driven by the second electric motor M2, the first clutch C1 and the first brake B1 are engaged. A reverse gear stage in which the speed ratio γR is a value between the third speed gear stage and the fourth speed gear stage, for example, about “1.917” is established. Note that when the neutral "N" state is set, for example, only the first clutch C1 is engaged.

On the other hand, when the transmission 100 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 14 are released. As a result, the first transmission unit 16 functions as a continuously variable transmission, and the second transmission unit 94 connected in series to the first transmission unit 16 functions as a four-stage stepped transmission. first speed, second speed, third speed, the rotational speed N _TR is stepless varying the fourth speed rotational speed, that the transmission member 18 for each gear is inputted to the second transmitting portion 94 As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission 100 as a whole can be obtained continuously.

  FIG. 15 is a diagram showing a state in which the transmission 100 includes the first transmission unit 16 that functions as a continuously variable transmission unit or a differential unit and the second transmission unit 94 that functions as a stepped transmission unit. The collinear chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which (2) differs is shown. The rotational speed of each element of the power distribution mechanism 32 when the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged is the same as that described above. .

  The four vertical lines Y4, Y5, Y6, Y7 of the second transmission unit 94 in FIG. 15 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. The second sun gear S2, the first carrier CA1 corresponding to the fifth rotating element (fifth element) RE5, the second carrier CA2 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other. The second ring gear R2 corresponding to the ring gear R1 and the seventh rotating element (seventh element) RE7 is shown. In the second transmission unit 94, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the first clutch C1 and is selectively connected to the case 92 via the second brake B2. Is done. The fifth rotation element RE5 is selectively connected to the transmission member 18 via the second clutch C2 and is selectively connected to the case 92 via the third brake B3. The sixth rotating element RE6 is connected to the output gear 96 of the second transmission unit 94, and the seventh rotating element RE7 is selectively connected to the case 92 via the first brake B1. .

  As shown in FIG. 15, in the second transmission portion 94, the rotational speed of the seventh rotation element RE7 (R2) is achieved by engaging the switching clutch C0, the first clutch C1, and the first brake B1. An oblique straight line L1 passing through the intersection of the vertical line Y7 indicating the horizontal line X1 and the intersection of the vertical line Y4 indicating the rotational speed of the fourth rotation element RE4 (S1, S2) and the horizontal line X2, and the output gear 96 The rotation speed of the first-speed output gear 96 is indicated at the intersection with the vertical line Y6 indicating the rotation speed of the connected sixth rotation element RE6 (R1, CA2). Similarly, a vertical line indicating the rotational speed of the sixth rotation element RE6 connected to the oblique straight line L2 and the output gear 96 determined by engaging the switching brake B0, the first clutch C1, and the first brake B1. The rotation speed of the second-speed output gear 96 is indicated at the intersection with the line Y6. Further, a slant straight line L3 determined by engaging the switching clutch C0, the second clutch C2, and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output gear 96. The rotational speed of the third-speed output gear 96 is shown at the intersection with. A vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the oblique straight line L4 and the output gear 96 determined by engaging the switching brake B0, the second clutch C2, and the first brake B1. The rotational speed of the fourth-speed output gear 96 is shown at the intersection with. Further, a slant straight line L5 determined by engaging the switching clutch C0, the first clutch C1, and the second clutch C2, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output gear 96. The rotational speed of the fifth-speed output gear 96 is shown at the intersection with. Further, an oblique straight line L6 determined by engaging the switching clutch C0, the second clutch C2, and the second brake B2, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output gear 96. The rotational speed of the sixth-speed output gear 96 is shown at the intersection with. Further, an oblique straight line L7 determined by engaging the switching brake B0, the second clutch C2, and the second brake B2, and a vertical line Y7 indicating the rotational speed of the sixth rotating element RE6 connected to the output gear 96. The rotational speed of the seventh-speed output gear 96 is shown at the intersection with.

Also in the power transmission device 90 (transmission 100) of the present embodiment configured as described above, as shown in FIG. 14, it is controlled to a forward seven stage for the purpose of a cross ratio and a wide gear ratio width. Therefore, as described above, the first transmission unit 16 and the second transmission unit 94 are shifted at the same time, and the gear ratios γ0 and γA of the first transmission unit 16 and the second transmission unit 94 are changed. It is conceivable that the directions are opposite to each other. That is, the case where the simultaneous counter shift is performed can be considered. For this reason, as in the above-described embodiment, the engine rotational speed _NE is increased by one downshift, and at the same time the engine rotational speed _NE is decreased by the other upshift. engine rotational speed N _E is vertical due to a deviation, it may give an uncomfortable feeling to the rider as the shift shock. In order to prevent such a problem, the control function as described above with reference to FIG. 5 is applied, the first transmission unit 16 and the second transmission unit 94 are shifted at the same time, and the first transmission unit. 16 and the second transmission unit 94 start the inertia phase of at least one of the first transmission unit 16 and the second transmission unit 94 when the change ratios of the transmission ratios γ0 and γA are opposite to each other. By controlling (earlying or delaying) the timing or the end timing, it is possible to suppress the occurrence of a shift shock.

  In addition to the effects (A1) to (A13) of the first embodiment described above, this embodiment has the following effects. According to the present embodiment, the power distribution mechanism 32 and the second transmission portion 94 are not disposed on the same axis as compared with the power transmission device 8 of FIG. The dimension in the center direction is further shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles whose dimensions in the axial direction of the speed change mechanism are generally restricted by the vehicle width, that is, the first axis RC1 and the second axis RC2 are parallel to the vehicle width direction. It can be suitably used as a mountable speed change mechanism. Further, since the power distribution mechanism 32 and the second transmission unit 94 are disposed between the engine 10 (the differential drive gear 32) and the counter gear pair, the dimension of the transmission 100 in the axial direction is further increased. Shortened. Further, since the second electric motor M2 is disposed on the first axis RC1, the dimension of the second axis RC2 in the axial direction is shortened.

  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 hydraulic pressure control value changing means 84 changes the hydraulic pressure control value _CTR by learning, but a predetermined guard range that is a changeable range of the hydraulic pressure control value _CTR is provided, Within the guard range, the hydraulic control value changing means 84 may change the hydraulic control value _CTR by learning.

  Further, in the above-described embodiment, in the flowchart of FIG. 10 and the time chart of FIG. 11, the control of the present invention is applied to the shift from the second shift stage “2nd” to the third shift stage “3rd” shown in FIG. However, it is needless to say that the present invention is not limited to this example and is preferably applied to a downshift. For example, in the shift from the third shift stage “3rd” to the second shift stage “2nd” or the shift from the fifth shift stage “5th” to the fourth shift stage “4th”, the shift of the first shift section 16 is performed. The first electric motor M1 and / or the second electric motor executed by the hybrid control means 72 corresponds to the simultaneous counter shift in which the gear ratio γA of the second transmission units 20 and 94 increases while the ratio γ0 decreases. By applying the control of the shift timing by M2, the shift shock at that time is suitably suppressed.

  In the above-described embodiment, the present invention is applied to the transmissions 30 and 100 including the first transmission unit 16 that functions as a continuously variable transmission and the second transmission units 20 and 94 that are stepped transmissions. However, the present invention is not limited to this example, and the rotational speed changes as the first transmission unit, the second transmission unit, and the first transmission unit or the second transmission unit shift. Thus, the present invention can be widely applied to a vehicle power transmission device including one or more electric motors connected to the rotating elements of the first transmission unit or the second transmission unit.

  Further, in the time chart of FIG. 11 of the above-described embodiment, when the simultaneous counter shift is performed, the shift of the first transmission 16 is changed between the start and end of the inertia phase of the shift of the second transmission 20. The control is performed so that the inertia phase starts and ends. However, the reverse phase, that is, the inertia phase of the shift of the second transmission unit 20 between the start and the end of the inertia phase of the shift of the first transmission unit 16 is controlled. From the start to the end may be performed.

  In the above-described embodiment, the engine 10 is directly connected to the input shaft 14. However, the engine 10 only needs to be operatively connected via a gear, a transmission chain, a transmission belt, etc., on a common axis. There is no need to be placed. In the embodiment of FIG. 13, a pair of sprockets around which a transmission chain is wound may be provided instead of the counter drive gear 34 and the counter driven gear 35.

  In the power distribution mechanism 32 of the above-described embodiment, the carrier CA0 is connected to the engine 10, the first sun gear S0 is connected to the first electric motor M1, and the ring gear R0 is connected to the transmission member 18. The connection relationship is not necessarily limited thereto, and the engine 10, the first electric motor M1, and the transmission member 18 are connected to any of the three elements CA0, S0, and R0 of the first planetary gear device 24. There is no problem.

  Further, the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 in the above-described embodiment are magnetic powder, electromagnetic, and mechanical engagement devices such as a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing dog clutch. You may be comprised from.

  In the power distribution mechanism 32 as the differential mechanism of the above-described embodiment, for example, a pinion that is rotationally driven by the engine 10 and a pair of bevel gears that mesh with the pinion are operatively connected to the first electric motor M1 and the second electric motor M2. It may be a differential gear device connected to the.

  Further, the power distribution mechanism 32 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and is three or more stages in the non-differential state (constant speed change state). It may function as a transmission.

  In the above-described embodiment, the operating state of the first electric motor M1 is controlled, so that the first transmission unit 16 (power distribution mechanism 32) continuously changes its speed ratio γ0 from the minimum value γ0min to the maximum value γ0max. Although it functions as an electric continuously variable transmission that can be changed, for example, the gear ratio γ0 of the first transmission unit 16 is not changed continuously but is changed stepwise using a differential action. May be.

  In the power transmission devices 8 and 90 of the above-described embodiments, the engine 10 and the first transmission unit 16 are directly connected. However, the engine 10 transmits power to the first transmission unit 16 via an engagement element such as a clutch. It may be connected as possible.

  In the power transmission devices 8 and 90 of the above-described embodiments, the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected. The first electric motor M1 may be connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor M2 may be connected to the third rotating element RE3 via an engaging element such as a clutch.

  In the above-described embodiment, in the power transmission path from the engine 10 to the drive wheels 38, the second transmission units 20 and 94 are connected after the first transmission unit 16, but the second transmission units 20 and 94 are connected to each other. Next, the order in which the first transmission unit 16 is connected may be used. In short, the second transmission units 20 and 94 may be provided so as to constitute a part of the power transmission path from the engine 10 to the drive wheels 38.

  Further, according to FIGS. 1 and 13 of the above-described embodiment, the first transmission unit 16 and the second transmission unit 20 are connected in series as a power transmission path. Machine 30, 100) as long as it has an electric differential function capable of electrically changing the differential state and a function of shifting on the principle different from the shift by the electric differential function. The present invention is applied even if 16 and the second transmission unit 20 are not mechanically independent.

  In the above-described embodiment, the power distribution mechanism 32 is a single planetary, but may be a double planetary.

  In the above-described embodiment, the engine 10 is connected to the first rotating element RE1 constituting the planetary gear device 24 so that power can be transmitted, and the first electric motor M1 is connected to the second rotating element RE2 so that power can be transmitted. The third rotation element RE3 is connected to a power transmission path to the drive wheel 38. For example, in a configuration in which two planetary gear devices are connected to each other by a part of the rotation elements constituting the planetary gear device, Engines, electric motors, and driving wheels are connected to the rotating elements of the planetary gear device so that power can be transmitted, and stepped and continuously variable transmissions are controlled by the clutch or brake connected to the rotating elements of the planetary gear device. The present invention is also applied to a switchable configuration.

  In the above-described embodiment, the second transmission unit 20 is a transmission unit that functions as a stepped automatic transmission, but may be a continuously variable CVT.

  In the above-described embodiment, the second electric motor M2 is connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited thereto, and the second electric motor M2 is connected to the output shaft 22. Alternatively, it may be connected to a rotating member in the second transmission unit 20 or 94. Further, the second electric motor M2 does not need to be directly connected to the output shaft 22 or the rotating member in the second transmission unit 20, 94, for example, via a transmission, a planetary gear device, an engagement device, or the like. It may be indirectly connected.

  Further, the first electric motor M1 and the second electric motor M2 of the above-described embodiment are disposed concentrically with the input shaft 14, the first electric motor M1 is connected to the sun gear S0, and the second electric motor M2 is connected to the transmission member 18. However, it is not necessarily arranged as such, and for example, the first electric motor M1 is operatively connected to the sun gear S0 and the second electric motor M2 is connected to the transmission member 18 through gears, belts, speed reducers, and the like. May be.

  Further, the second electric motor M2 of the above-described embodiment is connected to the transmission member 18 that constitutes a part of the power transmission path from the engine 8 to the drive wheel 38, but the second electric motor M2 is connected to the power transmission path. In addition, the power distribution mechanism 32 can be connected via an engagement element such as a clutch, and the differential state of the power distribution mechanism 32 is changed by the second electric motor M2 instead of the first electric motor M1. The power transmission devices 8 and 90 that can be controlled may be used.

  In the above-described embodiment, the first transmission unit 16 includes the first electric motor M1 and the second electric motor M2, but the first electric motor M1 and the second electric motor M2 transmit power separately from the first transmission unit 16. The devices 8 and 90 may be provided.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which the present invention is preferably applied. FIG. 2 is an operation chart for explaining a relationship between a shift operation and a combination of operations of a hydraulic friction engagement device used in the case where the transmission of the vehicle power transmission device of FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the transmission of the vehicle power transmission device of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for vehicles of FIG. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 4 was equipped. In the vehicle power transmission device of FIG. 1, a shift map stored in advance and used for shift determination, which is configured with the same two-dimensional coordinates using vehicle speed and output torque as parameters, and shift determination of the shift state of the transmission are used. FIG. 6 is a diagram illustrating an example of a switching diagram stored in advance and used and a driving force source switching diagram stored in advance having a boundary line used for switching determination between engine traveling and motor traveling. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. In order to explain the hydraulic control value changed by the hydraulic control value changing means of FIG. 5, a time chart of the hydraulic command value for the brake or clutch on the engagement side in the shift of the second transmission unit shown in FIG. FIG. A conceptual representation of the relationship between the hydraulic control value and the total motor power when the hydraulic control value is changed by learning when the total motor power during simultaneous counter shifting is greater than or equal to the charge / discharge power limit value. FIG. The main part of the control operation of the electronic control device of FIG. 4, that is, the shift control operation for controlling the shift timing by the first motor and / or the second motor in the simultaneous facing shift of the first transmission unit and the second transmission unit will be described. This is a flowchart, for example, executed in S102 of FIG. FIG. 11 is a time chart showing the operation of each part corresponding to the control operation shown in FIG. 10, in the case where a shift from the second gear stage “2nd” to the third gear stage “3rd” shown in FIG. It is the time chart which used as an example. FIG. 5 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 4, that is, a control operation in which a hydraulic control value of the shift is changed by learning based on a control amount of the electric motor when executing the simultaneous counter shift. FIG. 4 is a skeleton diagram illustrating another configuration example of a vehicle power transmission device to which the present invention is preferably applied, and is a skeleton diagram of a second embodiment corresponding to FIG. 1. FIG. 14 is an operation chart for explaining the relationship between the gear position in the stepped transmission state of the transmission of the vehicle power transmission device of FIG. 13 and the operation combination of the hydraulic friction engagement device for achieving the same. It is an operation | movement diagram of 2nd Example equivalent to. FIG. 14 is a collinear diagram for explaining the relative rotational speeds of the respective gear stages when the transmission of the vehicle power transmission device of FIG. FIG.

Explanation of symbols

8, 90: Power transmission device for vehicle 10: Engine 16: First transmission unit 20, 94: Second transmission unit 38: Drive wheel 40: Electronic control device (control device)
62: Power storage device 72: Hybrid control means (simultaneously opposed shift control means)
84: Hydraulic control value changing means M1: First electric motor (electric motor)
M2: Second electric motor (electric motor)
C1: First clutch (engagement device)
C2: Second clutch (engagement device)
C3: Third clutch (engagement device)
B1: First brake (engagement device)
B2: Second brake (engagement device)
B3: Third brake (engagement device)

Claims (13)

When the first transmission unit and the second transmission unit that perform transmission by hydraulic control, and the simultaneous counter-shifting in which the transmissions that change the gear ratios of the two transmission units in opposite directions are performed at the same time in the two transmission units are performed. And a simultaneous opposing shift control means for controlling at least one shift timing of the two shift portions by one or more electric motors.
Based on the control amount of the one or more electric motors when the simultaneous counter shift is performed, the first transmission portion and / or the second transmission portion is shifted so that the control amount decreases. A control device for a vehicle power transmission device, comprising: a hydraulic control value changing means for changing the hydraulic control value by learning. The hydraulic pressure control value changing means changes the hydraulic pressure control value by learning when the control amount of the one or more electric motors is equal to or greater than a predetermined control amount limit value. The control apparatus of the power transmission device for vehicles described in 2. A power storage device that charges and discharges the one or more electric motors is provided,
The control amount of the one or more electric motors is the absolute value of the total charge / discharge power for the power storage device of the one or more electric motors,
The control device for a vehicle power transmission device according to claim 2, wherein the control amount limit value is a charge / discharge power limit value predetermined as charge / discharge power allowed for the power storage device. The simultaneous opposing shift control means uses the one or more electric motors to make the start timing of one of the first transmission section and the second transmission section earlier than the start timing of the other inertia phase. It controls. The control apparatus of the power transmission device for vehicles of any one of Claim 1 to 3 characterized by the above-mentioned. The simultaneous opposed speed change control means is configured so that the start time of the one inertia phase of the first speed change portion and the second speed change portion is earlier than the start time of the other inertia phase. The control device for a vehicle power transmission device according to claim 4, wherein the start of the other inertia phase is suppressed and delayed by an electric motor. The simultaneous opposing shift control means causes the end timing of the one inertia phase of the first transmission portion and the second transmission portion to be delayed from the end timing of the other inertia phase by the one or more electric motors. The control device for a vehicle power transmission device according to claim 4 or 5, wherein The simultaneous opposed speed change control means is configured so that the end timing of one inertia phase of the first speed change portion and the second speed change portion is later than the end time of the other inertia phase. The control device for a vehicle power transmission device according to claim 6, wherein the end of the one inertia phase is suppressed and delayed by an electric motor. The one or more electric motors are supplementarily operated with respect to hydraulic control for shifting the first transmission unit and the second transmission unit. 8. The control apparatus of the power transmission device for vehicles described in 2. The first transmission unit is a differential device that can be selectively switched between a continuously variable transmission state in which an electrical continuously variable transmission operation can be performed and a stepped transmission state in which a stepwise shift operation is performed,
The switch between a continuously variable transmission state and a stepped transmission state of the first transmission unit is executed between the start and end of the inertia phase of the transmission of the second transmission unit. The control device for a vehicle power transmission device according to any one of claims 1 to 8. A first electric motor included in the one or more electric motors is provided so as to control an engine rotation speed;
The simultaneous counter shift control means controls the engine speed change so that the change direction of the engine speed is not reversed by the first electric motor during execution of the simultaneous counter shift. Item 10. The control device for a vehicle power transmission device according to any one of Items 1 to 9. The first electric motor is coupled to a rotating element of the first transmission unit so as to be able to transmit power, the first transmission unit is coupled to be able to transmit power to the engine, and the second transmission unit is driven from the first transmission unit. Part of the power transmission path to the wheel,
11. The simultaneous opposed shift control means controls the rotational speed of the first electric motor according to a change in the input rotational speed of the second transmission unit during execution of the simultaneous opposed shift. The control apparatus of the power transmission device for vehicles as described. The torque-down control of the engine is executed during a changing phase of the engine speed associated with at least one of the first transmission unit and the second transmission unit. The control apparatus of the power transmission device for vehicles of any one of Claims. The second transmission unit is a stepped transmission that selectively establishes a plurality of shift stages according to engagement and release of a plurality of engagement devices,
The control device for a vehicle power transmission device according to any one of claims 1 to 12, wherein switching of the gear position of the second transmission unit is performed by gripping the engaging devices.

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