JP2010116108A - Controller of vehicle power transmission - Google Patents

Abstract

In a control device for a vehicle power transmission device having a stepped transmission unit, there is provided a control device for a vehicle power transmission device capable of reducing the possibility that a shift shock will increase due to power limitation.
When a shift torque control is executed during a shift of an automatic transmission unit, an electric power balance change means is configured to change the shift before starting the suppression of an output shaft torque _TOUT variation in the shift torque control. At least a part of the electric energy necessary for execution of the hour torque control is secured. Therefore, even when there is a shortage of electric energy supply to the second electric motor M2, such as when the remaining charge SOC of the power storage device 60 is insufficient, the electric power is supplied to the second electric motor M2 that is operated by the shift torque control. Therefore, the shift shock can be increased due to insufficient suppression of fluctuations in the output shaft torque T _OUT in the shift torque control due to the insufficient supply of the electric energy. Is reduced.
[Selection] Figure 6

Description

  The present invention relates to a control device for a vehicle power transmission device having a stepped transmission, and more particularly to reduction of shift shock of a stepped transmission.

  A power transmission device for a vehicle in which an engine as a main driving force source, a motor generator capable of assisting torque with the engine, a stepped transmission that is a stepped automatic transmission, and a drive wheel are connected in series. A so-called parallel hybrid vehicle is well known. For example, the vehicle power transmission device of Patent Document 1 is one of the vehicle power transmission devices of the parallel hybrid vehicle. In the vehicle power transmission device disclosed in Patent Document 1, the driving forces of the engine and the motor generator are torque-converted by the stepped transmission unit and output to driving wheels. Further, the stepped transmission unit includes a plurality of hydraulically operated friction engagement devices, and the control device for the vehicle power transmission device disclosed in Patent Document 1 is in a vehicle state determined from, for example, the vehicle speed or the accelerator opening degree. Based on this, the shift of the stepped transmission unit is performed by performing so-called clutch-to-clutch control that controls the timing of re-engaging the friction engagement device to be engaged and the friction engagement device to be released. This clutch-to-clutch control is widely known as a well-known technique.

Here, during the shift transition period of the stepped transmission unit, the input rotational speed of the stepped transmission unit does not change, and the output shaft torque of the stepped transmission unit (hereinafter referred to as “stepped transmission unit output shaft torque”). ) And a inertia phase in which a change in the input rotation speed occurs. Further, since the clutch-to-clutch control is performed in the shift of the stepped transmission unit, the stepped transmission unit output torque varies during the shift of the stepped transmission unit. On the other hand, the control device of Patent Document 1 performs torque compensation for controlling the output torque of the motor generator so as to cancel the fluctuation of the output torque of the stepped transmission unit, thereby changing the speed of the stepped transmission unit. In FIG. 4, the change in the stepped transmission output torque is moderated to reduce the shift shock.
JP 2004-316831 A JP 2005-96574 A

  However, since the control device of Patent Document 1 performs the torque compensation is to operate the motor generator, for example, the remaining charge of the battery that supplies power to the motor generator performs the torque compensation. In such a case, the output torque of the motor generator is limited, and there is a possibility that torque compensation that can appropriately reduce the shift shock may not be performed. Such a problem is not yet known.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to increase a shift shock due to power limitation in a control device for a vehicle power transmission device having a stepped transmission. Is to provide a control device for a vehicle power transmission device.

  In order to achieve such an object, in the invention according to claim 1, a vehicle including: (a) an electric motor coupled to a drive wheel so as to be capable of transmitting power; and a stepped transmission that forms part of the power transmission path. (B) the output shaft torque by compensating for the torque when the output shaft torque of the stepped transmission section temporarily falls within the shift transition period of the stepped transmission section. A torque compensation means for executing the shift torque control for suppressing the fluctuation of the output by the operation of the electric motor, and (c) executing the shift torque control before starting the suppression of the output shaft torque fluctuation in the shift torque control. It is characterized in that at least a part of necessary electric energy is secured.

  In the invention which concerns on Claim 2, it has (a) the differential mechanism connected between the engine and the driving wheel, and the 1st electric motor connected to the differential mechanism so that power transmission is possible, The 1st electric motor of An electric differential unit in which the differential state of the differential mechanism is controlled by controlling the driving state, a second electric motor coupled to the drive wheel so as to be able to transmit power, and a part of the power transmission path (B) an output shaft torque of the stepped transmission unit temporarily during a shift transition period of the stepped transmission unit; Including torque compensation means for executing torque control during shifting by operating the second electric motor to suppress fluctuations in the output shaft torque by compensating for torque at the time of depression, and (c) shifting of the stepped transmission unit is required. If it is determined that the As compared to the case where the control is not executed, and decreases the output of the second electric motor within a predetermined time until the suppression start of the variation of the output shaft torque.

  In the invention which concerns on Claim 3, it has (a) the differential mechanism connected between the engine and the drive wheel, and the 1st electric motor connected to the differential mechanism so that power transmission is possible, The 1st electric motor of An electric differential unit in which the differential state of the differential mechanism is controlled by controlling the driving state, a second electric motor coupled to the drive wheel so as to be able to transmit power, and a part of the power transmission path (B) an output shaft torque of the stepped transmission unit temporarily during a shift transition period of the stepped transmission unit; Including torque compensation means for executing torque control during shifting by operating the second electric motor to suppress fluctuations in the output shaft torque by compensating for torque at the time of depression, and (c) shifting of the stepped transmission unit is required. If it is determined that the As compared to the case where the control is not executed, characterized in that the output of the second electric motor within a predetermined time until the suppression start of the variation of the output shaft torque is shifted toward the regeneration side.

  In the invention according to claim 4, when the determination that the shift of the stepped transmission unit is required is the determination that the upshift of the stepped transmission unit is required, the time until the start of the suppression is determined. The predetermined time is a time from when it is determined that the shift is required to when the torque phase starts within the shift transition period.

  In the invention according to claim 5, when the determination that the shift of the stepped transmission unit is required is the determination that the upshift of the stepped transmission unit is required, the shift is required. The power balance of the entire vehicle is converged to zero during the period from when it is determined until the shift output at which the shift execution of the stepped transmission unit is commanded.

  In the invention according to claim 6, when the determination that the shift of the stepped transmission unit is required is the determination that the upshift of the stepped transmission unit is required, the shift is required. Is determined when a shift determination is made to execute the shift of the stepped transmission unit.

  In the invention according to claim 7, if the determination that the shift of the stepped transmission unit is required is the determination that the downshift of the stepped transmission unit is required, the time until the start of the suppression is determined. The predetermined time is a time from when it is determined that the shift is required until the start of the inertia phase within the shift transition period.

  In the invention according to claim 8, suppressing the fluctuation of the output shaft torque by the torque control during the shift in the upshift of the stepped transmission unit means that the output shaft torque in the torque phase within the shift transition period. It is characterized by reducing the drop of the.

  In the invention according to claim 9, suppressing the fluctuation of the output shaft torque by the torque control during the shift in the downshift of the stepped transmission unit means that the output shaft torque in the inertia phase within the shift transition period. It is characterized by reducing the drop of the.

  The invention according to claim 10 is characterized in that all of the electric energy necessary for executing the shift torque control is ensured before the suppression of fluctuations in the output shaft torque is started.

  According to the control device for a vehicle power transmission device of the first aspect of the invention, (a) the control device is configured such that the output shaft torque of the stepped transmission unit is temporarily within the shift transition period of the stepped transmission unit. And (b) output shaft torque fluctuation in the shift time torque control, including torque compensation means for executing the shift time torque control that suppresses fluctuations in the output shaft torque by compensating for the torque when it falls to Before starting the suppression, at least a part of the electric energy necessary for executing the torque control during shifting is ensured. Therefore, even if there is a shortage of electric energy supply to the electric motor such as power supply limitation, the electric energy is secured, so the output shaft in the torque control during shifting is caused by the shortage of electric energy supply. The possibility of an increase in shift shock due to insufficient suppression of torque fluctuations is reduced.

  According to the control device for a vehicle power transmission device of the invention of claim 2, (a) the control device includes torque compensation means for executing the shift torque control by the operation of the second electric motor, ) When it is determined that shifting of the stepped transmission unit is required, the predetermined time until the start of suppression of fluctuations in the output shaft torque is compared with the case where the torque control during shifting is not executed. The output of the second electric motor is reduced within the time. Therefore, at least a part of the electric energy necessary for execution of the torque control at the time of shifting, that is, the necessary electric energy, is ensured before the start of suppressing the fluctuation of the output shaft torque, and the electric power supply limitation to the second electric motor has occurred. However, it is possible to reduce the possibility that the shift shock will increase due to insufficient torque of the second electric motor.

  According to the control device for a vehicle power transmission device of the invention of claim 3, (a) the control device includes torque compensation means for executing the shift torque control by the operation of the second electric motor, ) When it is determined that shifting of the stepped transmission unit is required, the predetermined time until the start of suppression of fluctuations in the output shaft torque is compared with the case where the torque control during shifting is not executed. The output of the second electric motor is shifted toward the regeneration side within the time. Therefore, even if at least part of the amount of electric power necessary for execution of the torque control at the time of shifting is ensured before the start of suppression of fluctuations in the output shaft torque and the power supply restriction to the second electric motor occurs, 2. It is possible to reduce the possibility that the shift shock will increase due to insufficient torque of the electric motor.

  In the invention according to claim 2, at least a part of the electric energy necessary for executing the shift torque control is ensured by the decrease in the output of the second electric motor before the start of suppression of fluctuations in the output shaft torque. In the invention according to claim 3, the output of the second electric motor is shifted toward the regeneration side, so that at least a part of the electric energy necessary for the execution of the shift torque control is the output shaft torque. Secured before starting to suppress fluctuations. From these points, the invention according to claim 1, the invention according to claim 2, and the invention according to claim 3 have the same special technical features. Are linked to form a general inventive concept.

  Here, preferably, the first electric motor and the second electric motor are configured to be able to exchange power with each other. The vehicle power transmission device is provided with a power storage device capable of transferring power to each of the first motor and the second motor.

  According to the control device for a vehicle power transmission device of the invention according to claim 4, the determination that the shift of the stepped transmission unit is required is the determination that the upshift of the stepped transmission unit is required. In some cases, the predetermined time until the start of the suppression is the time from the determination that the shift is required to the start of the torque phase within the shift transition period. Here, in the upshift of the stepped transmission unit, a temporary drop in the output shaft torque of the stepped transmission unit within the shift transition period occurs mainly in the torque phase. Therefore, at least a part of the electric power required for the second electric motor is ensured before the second electric motor is operated to execute the torque control during shifting.

  According to the control device for a vehicle power transmission device of the fifth aspect of the invention, the determination that the shift of the stepped transmission unit is required is the determination that the upshift of the stepped transmission unit is required. In some cases, the power balance of the entire vehicle is converged to zero during the period from the determination that the shift is required until the shift output commanding the shift execution of the stepped transmission unit. The power balance can be shifted to the regenerative state continuously from the time of output until the start of the torque phase, and a larger amount of power required for execution of the torque control during shifting can be ensured.

  According to the control apparatus for a vehicle power transmission device of the sixth aspect of the invention, the determination that the shift of the stepped transmission unit is required is the determination that the upshift of the stepped transmission unit is required. In some cases, the time when it is determined that the speed change is required is the time when the speed change determination is made that the speed change of the stepped speed change portion should be executed. It is possible to improve the certainty that the torque control at the time of shifting is executed after at least a part of the amount of electric power is ensured, and avoid the waste of securing the electric energy.

  According to the control device for a vehicle power transmission device of the invention according to claim 7, it is determined that the shift of the stepped transmission unit is required when the downshift of the stepped transmission unit is required. In some cases, the predetermined time until the start of suppression is the time from the determination that the shift is required to the start of the inertia phase within the shift transition period. Here, in the downshift of the stepped transmission unit, a temporary drop in the stepped transmission unit output shaft torque during the shift transition period occurs mainly in the inertia phase. Therefore, at least a part of the electric power required for the second electric motor is ensured before the second electric motor is operated to execute the torque control during shifting.

  According to the control device for a vehicle power transmission device of the invention according to claim 8, suppressing the fluctuation of the output shaft torque by the shift torque control in the upshift of the stepped transmission unit is the shift transient. Since the drop in the output shaft torque in the torque phase within the period is reduced, the output shaft is controlled by executing the shift torque control in the upshift torque phase in which the drop in the output shaft torque is noticeable. Torque fluctuation (drop) is suppressed, and the shift shock can be effectively reduced in the upshift.

  According to the control device for a vehicle power transmission device of the invention according to claim 9, suppressing the fluctuation of the output shaft torque by the shift torque control in the downshift of the stepped transmission unit is the shift transient Since the drop in the output shaft torque in the inertia phase within the period is reduced, the output shaft is reduced by executing the shift torque control in the downshift inertia phase in which the drop in the output shaft torque is noticeable. Torque fluctuation (drop) is suppressed, and the shift shock can be effectively reduced in the downshift.

  According to the control device for a vehicle power transmission device of the invention according to claim 10, since all of the electric energy necessary for execution of the shift torque control is ensured before the output shaft torque fluctuation suppression starts, The possibility of insufficient suppression of output shaft torque fluctuation in the torque control during shift due to insufficient supply of electric energy can be more reliably eliminated.

  Here, preferably, in the power transmission path between the engine and the drive wheel, the engine, the electric differential unit, the stepped transmission unit, and the drive wheel are connected in this order.

  Preferably, the differential mechanism is configured to transmit power to the first rotating element coupled to the engine so as to transmit power, to the second rotating element coupled to transmit power to the first motor, and to the drive wheel. A planetary gear device having a third rotating element operatively coupled thereto, wherein the first rotating element is a carrier of the planetary gear device, and the second rotating element is a sun gear of the planetary gear device, The three-rotating element is a ring gear of the planetary gear device. In this way, the axial direction dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one planetary gear device.

  Preferably, the planetary gear device is a single pinion type planetary gear device. In this way, the axial direction dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one single pinion type planetary gear device.

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

  The control device of the present invention is used in, for example, a hybrid vehicle. FIG. 1 is a skeleton diagram illustrating a vehicle power transmission device 10 (hereinafter, referred to as “power transmission device 10”) to which a control device of the present invention is applied. In FIG. 1, a power transmission device 10 includes an input shaft 14 as an input rotating member 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 a differential portion 11 directly connected to the input shaft 14 or via a pulsation absorbing damper (vibration damping device) (not shown), and the differential portion 11 and the drive wheel 38 (see FIG. 6). An automatic transmission unit 20 connected in series via a transmission member (transmission shaft) 18 in a power transmission path between the automatic transmission unit 20 and an output shaft 22 as an output rotation member of the power transmission device 10 in series. In preparation. The power transmission device 10 is preferably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine, and a pair of driving wheels 38 (see FIG. 6) are provided to drive the power from the engine 8. The transmission is transmitted to the left and right drive wheels 38 sequentially through a differential gear device (final reduction gear) 36 and a pair of axles that constitute a part of the transmission path.

  Thus, in the power transmission device 10 of the present embodiment, the engine 8 and the differential unit 11 are directly connected. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection via the pulsation absorbing damper is included in this direct connection. Since the power transmission device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.

  The differential unit 11 corresponding to the electric differential unit of the present invention is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the input shaft 14, and outputs the output of the engine 8 to the first electric motor M <b> 1 and A power distribution mechanism 16 serving as a differential mechanism that distributes to the transmission member 18, a first electric motor M <b> 1 connected to the power distribution mechanism 16 so as to be able to transmit power, and the transmission member 18 are provided so as to rotate integrally. And a second electric motor M2. The first motor M1 and the second motor M2 are so-called motor generators that also have a power generation function, but the first motor M1 that functions as a differential motor for controlling the differential state of the power distribution mechanism 16 is: At least a generator (power generation) function for generating a reaction force is provided. The second electric motor M2 connected to the drive wheel 38 so as to be able to transmit power is provided with at least a motor (electric motor) function in order to function as a traveling motor that outputs driving force as a driving force source for traveling. Further, the first electric motor M1 and the second electric motor M2 are configured to be able to exchange power with each other.

  The power distribution mechanism 16 is a differential mechanism connected between the engine 8 and the drive wheel 38, and is a single pinion type differential unit planetary gear having a predetermined gear ratio ρ0 of, for example, about “0.418”. The device 24 is mainly provided with a switching clutch C0 and a switching brake B0. The differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). If the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

  In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing. The switching brake B0 is provided between the differential sun gear S0 and the case 12, and the switching clutch C0 is provided between the differential sun gear S0 and the differential carrier CA0. When the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 includes a differential unit sun gear S0, a differential unit carrier CA0, and a differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, respectively. Since the differential action is enabled, that is, the differential action is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, A part of the output of the distributed engine 8 is stored by the electric energy generated from the first electric motor M1, or the second electric motor M2 is rotationally driven, so that the differential unit 11 (power distribution mechanism 16) is electrically For example, the differential unit 11 is set in a so-called continuously variable transmission state (electric CVT state) so that the transmission member 18 continuously rotates regardless of the predetermined rotation of the engine 8. It is varied. That is, when the power distribution mechanism 16 is in the differential state, the differential unit 11 is also in the differential state, and the differential unit 11 has a gear ratio γ0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18). A continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max is obtained. When the power distribution mechanism 16 is set to the differential state in this way, the operation state of the first electric motor M1 and / or the second electric motor M2 connected to the power distribution mechanism 16 so as to be able to transmit power is controlled, so that the power The differential state of the distribution mechanism 16, that is, the differential state of the rotational speed of the input shaft 14 and the rotational speed of the transmission member 18 is controlled.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 does not perform the differential action, that is, enters a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the differential sun gear S0 and the differential carrier CA0 are integrally engaged, the power distribution mechanism 16 is connected to the differential planetary gear unit 24. Since the differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0, which are the three elements, are all in a locked state where they are rotated, that is, integrally rotated, the differential action is disabled. The differential unit 11 is also in a non-differential state. Further, since the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other, the differential unit 11 (power distribution mechanism 16) is a constant functioning as a transmission in which the speed ratio γ0 is fixed to “1”. A shift state, that is, a stepped shift state is set. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the differential sun gear S0 is connected to the case 12, the power distribution mechanism 16 locks the differential sun gear S0 in a non-rotating state. Since the differential action is impossible because the differential action is impossible, the differential unit 11 is also in the non-differential state. Further, since the differential portion ring gear R0 is rotated at a higher speed than the differential portion carrier CA0, the power distribution mechanism 16 functions as a speed increase mechanism, and the differential portion 11 (power distribution mechanism 16) has a gear ratio. A constant speed change state, that is, a stepped speed change state in which γ0 functions as a speed increasing transmission with a value smaller than “1”, for example, about 0.7, is set.

  Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 change the shift state of the differential unit 11 (power distribution mechanism 16) between the differential state, that is, the non-locked state, and the non-differential state, that is, the locked state. That is, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electric differential device, for example, an electric continuously variable transmission operation that operates as a continuously variable transmission whose speed ratio can be continuously changed is possible. A continuously variable transmission state and a gearless state in which an electric continuously variable transmission does not operate, for example, a lock state in which a continuously variable transmission operation is not operated without being operated as a continuously variable transmission, that is, one or more types are locked. A constant speed state (non-differential state) in which an electric continuously variable speed operation is not performed, that is, an electric continuously variable speed operation is not possible. one Functions as selectively switches the differential state switching device in the fixed-speed-ratio shifting state to operate as a transmission of one-stage or multi-stage.

Automatic transmission portion 20 functions as a speed ratio automatic transmission of stepped capable of stepwise changing (= rotational speed N _{18 /} rotational speed N _OUT of the output shaft 22 of the transmission member _18), the engine 8 is a stepped transmission that forms part of the power transmission path between the drive wheel 8 and the drive wheel 38. The automatic transmission unit 20 includes a single pinion type first planetary gear device 26, a single pinion type second planetary gear device 28, and a single pinion type third planetary gear device 30. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. 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, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, If the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

  In the automatic transmission unit 20, the first sun gear S1 and the second sun gear S2 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case 12 via the first brake B1. The first carrier CA1 is selectively connected to the case 12 via the second brake B2, the third ring gear R3 is selectively connected to the case 12 via the third brake B3, The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the output shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18. As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38, with its power. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, at least one of the first clutch C1 and the second clutch C2 is engaged so that the power transmission path can be transmitted, or the first clutch C1 and the second clutch C2 are disengaged. The power transmission path is in a power transmission cutoff state.

  The switching clutch C0, first clutch C1, second clutch C2, switching brake B0, first brake B1, second brake B2, and third brake B3 are often used in conventional stepped automatic transmissions for vehicles. 1 or 2 bands wound around the outer peripheral surface of a rotating drum, or a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator One end of each is constituted by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides of the band brake.

In the power transmission device 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, second brake B2, and third brake B3 are selectively engaged and operated, so that any one of the first speed gear stage (first gear stage) to the fifth speed gear stage (fifth gear stage) is selected. Alternatively, the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratio γ (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 22) that changes approximately equi-ratioally. It can be obtained for each gear stage. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the power transmission device 10, the differential unit 11 and the automatic transmission unit 20 that are brought into the constant transmission state by engaging any of the switching clutch C 0 and the switching brake B 0 operate as a stepped transmission. A stepped speed change state is configured, and the differential part 11 and the automatic speed changer 20 that are brought into a continuously variable speed state by operating neither the switching clutch C0 nor the switching brake B0 are operated as an electric continuously variable transmission. The continuously variable transmission state is configured. In other words, the power transmission device 10 is switched to the stepped shift state by engaging any of the switching clutch C0 and the switching brake B0, and does not engage any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

  For example, when the power transmission device 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. A first gear that is approximately “3.357” is established, and the gear ratio γ2 is smaller than the first gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the second brake B2. A second gear that is about "2.180" is established, and the gear ratio γ3 is smaller than the second gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the first brake B1. For example, the third speed gear stage of about “1.424” is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. The fourth speed gear stage which is about “1.000” is established, and the gear ratio γ5 is smaller than the fourth speed gear stage due to the engagement of the first clutch C1, the second clutch C2 and the switching brake B0. For example, the fifth gear stage which is about “0.705” is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, all clutches and brakes C0, C1, C2, B0, B1, B2, and B3 are released.

  However, when the power transmission device 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. Accordingly, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 20 are achieved. The rotational speed input to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear stage of the fourth speed, and each gear stage has a stepless speed ratio width. It is done. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio (total gear ratio) γT of the power transmission device 10 as a whole can be obtained continuously.

FIG. 3 illustrates a gear stage in a power transmission device 10 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 20 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. shows the lower horizontal line X1 rotational speed zero of the horizontal lines, the upper horizontal line X2 the rotational speed of "1.0", that represents the rotational speed N _E of the engine 8 connected to the input shaft 14, horizontal line XG Indicates the rotational speed of the transmission member 18.

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 indicate the differential corresponding to the second rotation element (second element) RE2 in order from the left side. This shows the relative rotational speed of the differential part ring gear R0 corresponding to the part sun gear S0, the differential part carrier CA0 corresponding to the first rotational element (first element) RE1, and the third rotational element (third element) RE3. These intervals are determined according to the gear ratio ρ 0 of the differential planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the second sun gear S2, the first carrier CA1 corresponding to the fifth rotation element (fifth element) RE5, the third ring gear R3 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element ( Seventh element) The first ring gear R1, the second carrier CA2, and the third carrier CA3 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The two ring gear R2 and the third sun gear S3 are respectively represented, and the distance between them is determined according to the gear ratios ρ1, ρ2, and ρ3 of the first, second, and third planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential section 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ0. Further, in the automatic transmission unit 20, the space between the sun gear and the carrier is set at an interval corresponding to "1" for each of the first, second, and third planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the power transmission device 10 of the present embodiment is configured so that the power distribution mechanism 16 (differential unit 11) has the first rotating element RE1 ( The differential carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential sun gear S0) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the second rotating element RE2. 1 is connected to the electric motor M1 and selectively connected to the case 12 via the switching brake B0, and the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor M2 to be input. The rotation of the shaft 14 is transmitted (inputted) to the automatic transmission unit (stepped transmission unit) 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, when the switching clutch C0 and the switching brake B0 are released to switch to a continuously variable transmission state (differential state), the intersection of the straight line L0 and the vertical line Y1 is controlled by controlling the rotational speed of the first electric motor M1. If the rotation speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant when the rotation of the differential portion sun gear S0 indicated by is increased or decreased, the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally. L0 is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. , the rotational speed of the differential portion ring gear R0, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 at a rotation speed higher than the engine speed N _E.

  Further, in the automatic transmission unit 20, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, for the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is selectively connected to the case 12 via the third brake B3, and the seventh rotating element RE7 is connected to the output shaft 22. The eighth rotary element RE8 is selectively connected to the transmission member 18 via the first clutch C1.

In the automatic transmission unit 20, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line X2 And an oblique straight line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection point. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. Power from the aforementioned first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the eighth rotary element RE8 differential portion 11 or power distributing mechanism 16 in the same rotational speed as the engine speed N _E Is entered. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The output shaft of the fifth speed at the intersection of the horizontal straight line L5 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 A rotational speed of 22 is indicated.

  FIG. 4 illustrates a signal input to the electronic control device 40 that is a control device for controlling the power transmission device 10 according to the present invention and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control relating to the engine 8, the first electric motor M1, and the second electric motor M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 40 includes a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position P _SH , and each hydraulic friction engagement of the differential unit 11 and the automatic transmission unit 20 from the sensors and switches shown in FIG. Hydraulic pressure (engagement pressure) applied to the hydraulic actuator of the device (clutch C, brake B), for example, a signal representing the first brake hydraulic pressure Pb1, the second brake hydraulic pressure Pb2, the second clutch hydraulic pressure Pc2, etc., the rotational speed N of the first electric motor M1 _M1 (hereinafter referred to as “first motor rotation speed N _M1 ”), a signal indicating rotation speed N _{M2 of} the second motor _M2 (hereinafter referred to as “second motor rotation speed N _M2 ”), and rotation of the engine 8 a signal indicative of the engine rotation speed N _E is a speed, a shifting state manual selection device for a continuously-variable shifting state and the step-variable shifting state of the power transmission device 10 switches selectively operated A signal indicating the switching state from a stepped / continuous mode switch 46 provided in the vicinity and operated by a passenger, a signal for instructing an M mode (manual transmission mode), an air conditioner signal indicating an operation of the air conditioner, and an output A signal representing the vehicle speed V corresponding to the rotational speed N _OUT of the shaft 22, an oil temperature signal indicating the hydraulic oil temperature of the automatic transmission unit 20, a signal indicating the side brake operation, a signal indicating the foot brake operation, and a catalyst temperature indicating the catalyst temperature A signal, an accelerator opening signal indicating the operation amount (accelerator opening) Acc of the accelerator pedal 41 corresponding to the driver's output request amount, a cam angle signal, a snow mode setting signal indicating a snow mode setting, and a longitudinal acceleration of the vehicle An acceleration signal, an auto cruise signal indicating auto cruise driving, a vehicle weight signal indicating the weight of the vehicle, a signal indicating the air-fuel ratio A / F of the engine 8, etc. Each is supplied.

Further, the electronic control device 40 sends a control signal to the engine output control device 43 (see FIG. 6) for controlling the engine output, for example, the opening degree θ _TH of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8. A drive signal to the throttle actuator 97 to be operated, a fuel supply amount signal for controlling the fuel supply amount into each cylinder of the engine 8 by the fuel injection device 98, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 99, A supercharging pressure adjustment signal for adjusting the supply pressure, an electric air conditioner drive signal for operating the electric air conditioner, a command signal for instructing the operation of the electric motors M1 and M2, and a shift position (operation position) for operating the shift indicator Display signal, gear ratio display signal for displaying gear ratio, snow motor for displaying that it is in snow mode Mode display signal, ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, an M mode display signal for indicating that the M mode is selected, the differential unit 11 and the automatic transmission unit 20 In order to control the hydraulic actuator of the hydraulic friction engagement device, a valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 (see FIG. 6), and an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42 are operated. A drive command signal for driving the motor, a signal for driving the electric heater, a signal to the cruise control computer, etc. are output.

FIG. 5 is a diagram showing an example of a shift operation device 48 as a switching device for switching a plurality of types of shift positions _PSH by an artificial operation. The shift operation device 48 includes, for example, a shift lever 49 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 49 is in a neutral position where the power transmission path in the power transmission device 10, that is, in the automatic transmission unit 20 is interrupted, that is, in a neutral state, and is a parking position “P (” for locking the output shaft 22 of the automatic transmission unit 20. Parking) ”, reverse travel position“ R (reverse) ”for reverse travel, neutral position“ N (neutral) ”for achieving a neutral state in which the power transmission path in the power transmission device 10 is interrupted, power transmission device In the automatic shift control, a forward automatic shift travel position “D (drive)” for executing automatic shift control within a change range of 10 shiftable total gear ratios γT or a manual shift travel mode (manual mode) is established. Forward manual shift travel position “M (manual) for setting a so-called shift range that limits the high-speed gear position. It is provided so as to be manually operated to ".

The reverse gear "R" shown in the engagement operation table of FIG 2 in conjunction with the manual operation of the various shift positions P _SH of the shift lever 49, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 42 is electrically switched so that is established.

In the shift positions P _SH shown in the “P” to “M” positions, the “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling. As shown in the combined operation table, the first clutch C1 that disables driving of the vehicle in which the power transmission path in the automatic transmission unit 20 in which both the first clutch C1 and the second clutch C2 are released is interrupted. This is a non-driving position for selecting switching to the power transmission cutoff state of the power transmission path by the second clutch C2. The “R” position, the “D” position, and the “M” position are travel positions that are selected when the vehicle travels. For example, as shown in the engagement operation table of FIG. And a power transmission path by the first clutch C1 and / or the second clutch C2 capable of driving a vehicle to which a power transmission path in the automatic transmission 20 is engaged so that at least one of the second clutch C2 is engaged. It is also a drive position for selecting switching to a power transmission enabled state.

  Specifically, when the shift lever 49 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. When the power transmission is cut off from the power transmission cut-off state and the shift lever 49 is manually operated from the “N” position to the “D” position, at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased. The transmission path is changed from a power transmission cutoff state to a power transmission enabled state. Further, when the shift lever 49 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released, and the power transmission path in the automatic transmission unit 20 is in a state where power transmission is possible. From the "D" position to the "N" position, the first clutch C1 and the second clutch C2 are released, and the power transmission in the automatic transmission unit 20 is performed. The path is changed from the power transmission enabled state to the power transmission cut-off state.

FIG. 6 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 40. In FIG. 6, the stepped shift control unit 54 functions as a shift control unit that shifts the automatic transmission unit 20. For example, the stepped shift control means 54 determines the vehicle speed V and the required output shaft torque T of the automatic transmission unit 20 from the relationship (shift diagram, shift map) shown in FIG. Based on the vehicle state indicated by _OUT , it is determined whether or not the shift of the automatic transmission unit 20 should be executed, that is, the shift stage of the automatic transmission unit 20 to be shifted is determined, and the determined shift stage is obtained. Then, the automatic transmission 20 is shifted. At this time, the stepped shift control means 54 performs a shift output that commands the automatic shift unit 20 to execute a shift. For example, a command (shift output command) for engaging and / or releasing the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the gear position is achieved according to the engagement table shown in FIG. Output to the control circuit 42. It should be noted that the accelerator opening Acc and the required output shaft torque T _OUT (vertical axis in FIG. 7) of the automatic transmission unit 20 have a correspondence relationship in which the required output shaft torque T _OUT increases correspondingly as the accelerator opening Acc increases. Therefore, the vertical axis of the shift diagram in FIG. 7 may be the accelerator opening Acc.

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the power transmission device 10, that is, the differential state of the differential unit 11, while driving the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the force distribution and the reaction force generated by the first motor M1 so as to be optimized. For example, at the traveling vehicle speed at that time, the vehicle target (request) output is calculated from the accelerator pedal operation amount (accelerator opening) Acc and the vehicle speed V as the driver output request amount, and the vehicle target output and the charge request value are calculated. To calculate the required total target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so that the total target output can be obtained. so that the resulting engine speed N _E and engine torque T _E to control the amount of power generated by the first electric motor M1 controls the engine 8.

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52, for example, drivability when continuously-variable shifting control in the output torque in the two-dimensional coordinates to the (engine torque) T _E parameters of the engine rotational speed N _E and the engine 8 as shown in FIG. 8 An optimum fuel consumption rate curve L _EF (fuel consumption map, relationship), which is a kind of operation curve of the engine 8 that has been experimentally determined in advance so as to achieve both fuel efficiency and fuel efficiency, is stored in advance, and the optimum fuel consumption rate curve L Necessary for satisfying a target output (total target output, required driving force), for example, so that the engine 8 can be operated while the operating point of the engine 8 (hereinafter referred to as “engine operating point”) is aligned with the _EF. determines the target value of the overall speed ratio of the power transmission device 10 [gamma] T so that the engine torque T _E and the engine rotational speed N _E for generating the engine output, the eyes Controls the speed ratio γ0 of the differential portion 11 so that the value can be obtained, controlled within the range of overall speed ratio in the shifting possible changes range γT example between 13 and 0.5. Here, the above-mentioned engine operating point, indicating the operating state of the engine rotational speed N _E and the engine 8 in a two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 8 is exemplified by such engine torque T _E operation Is a point. In the present embodiment, for example, the fuel consumption is a travel distance per unit fuel consumption, and the improvement in fuel consumption is an increase in the travel distance per unit fuel consumption, or as a whole vehicle. The fuel consumption rate (= fuel consumption / drive wheel output) is reduced. Conversely, a reduction in fuel consumption means that the travel distance per unit fuel consumption is shortened, or the fuel consumption rate of the entire vehicle is increased.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 58. The second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. The power storage device 60 is an electrical energy source capable of supplying power to the first motor M1 and the second motor M2 and receiving power from the motors M1 and M2, for example, a lead storage battery. A battery or a capacitor.

The hybrid control means 52 controls opening and closing of the electronic throttle valve 96 by the throttle actuator 97 for throttle control, and also controls the fuel injection amount and injection timing by the fuel injection device 98 for fuel injection control, and controls the ignition timing control. Therefore, an engine output control for executing the output control of the engine 8 so as to generate a necessary engine output by outputting to the engine output control device 43 a command for controlling the ignition timing by the ignition device 99 such as an igniter alone or in combination. Means are provided functionally. For example, the hybrid controller 52 basically drives the throttle actuator 97 based on the accelerator opening signal Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Execute throttle control to increase.

The solid line A in FIG. 7 indicates that the driving force source for starting / running the vehicle (hereinafter referred to as running) is switched between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, driving the engine 8 for running. Engine running region and motor running for switching between so-called engine running for starting / running (hereinafter referred to as running) the vehicle as a power source and so-called motor running for running the vehicle using the second electric motor M2 as a driving power source for running. This is the boundary line with the region. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 7 is a parameter with vehicle speed V and output shaft torque T _{OUT as} a driving force related value as parameters. It is an example of the driving force source switching diagram (driving force source map) comprised by the dimensional coordinate. This driving force source switching diagram is stored in advance in the storage means 56 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.

The hybrid control means 52 is, for example, a motor travel region or an engine travel region based on the vehicle state indicated by the vehicle speed V and the required output shaft torque T _OUT from the driving force source switching diagram of FIG. And motor running or engine running is executed. As described above, the motor running by the hybrid control means 52 is, as is apparent from FIG. 7, generally at the time of the relatively low output shaft torque T _OUT , that is, the low engine torque, in which the engine efficiency is generally poor compared to the high torque range. time T _E, or is performed at a relatively low speed drive, that is, a low load region of the vehicle speed V.

The hybrid control means 52 rotates the first electric motor by the electric CVT function (differential action) of the differential section 11 in order to suppress dragging of the stopped engine 8 and improve fuel consumption during the motor running. the speed N _M1 controlled for example by idling a negative rotational speed, to maintain the engine speed N _E at zero or substantially zero by the differential action of the differential portion 11.

  The hybrid control means 52 switches an engine start / stop control means 66 for switching the operation state of the engine 8 between the operation state and the stop state, that is, for starting and stopping the engine 8 in order to switch between engine travel and motor travel. I have. The engine start / stop control means 66 starts or stops the engine 8 when the hybrid control means 52 determines, for example, switching between motor travel and engine travel based on the vehicle state from the driving force source switching diagram of FIG. Execute.

For example, the engine start / stop control means 66, as indicated by point a → point b of the solid line B in FIG. 7, the accelerator pedal 41 is depressed to increase the required output shaft torque T _OUT , and the vehicle state changes from the motor travel region. when changed to the engine drive region, by raising the first electric motor speed N _M1 is energized to the first electric motor M1, i.e. it to function first electric motor M1 as a starter, raising the engine rotational speed N _E by performing starting of the engine 8 so as to ignite by the ignition device 99 at a predetermined engine rotational speed N _{E 'for} example possible autonomous rotational engine speed N _E, switching from the motor running by the hybrid control means 52 to the engine running. At this time, engine start stop control means 66 may be pulled up until the engine rotational speed N _E promptly predetermined engine rotational speed N _{E 'by} raising the first electric motor speed N _M1 quickly. Thereby, the resonance region in the engine rotation speed region below the well-known idle rotation speed N _EIDL can be quickly avoided, and the vibration at the start is suppressed.

Further, the engine start / stop control means 66, as indicated by the point b → point a of the solid line B in FIG. 7, the accelerator pedal 41 is returned to reduce the required output shaft torque T _OUT and the vehicle state is changed from the engine travel region to the motor. When the vehicle travels to the traveling region, the fuel supply is stopped by the fuel injection device 98, that is, the engine 8 is stopped by fuel cut, and the engine traveling by the hybrid control means 52 is switched to the motor traveling. At this time, engine start stop control means 66 may lower the engine rotational speed N _E to promptly zeroed or nearly zeroed by lowering the first electric motor speed N _M1 quickly. As a result, the resonance region can be quickly avoided, and vibration during stoppage is suppressed. Alternatively, engine start stop control means 66, before the fuel cut lower the engine rotational speed N _E by pulling down the first electric motor speed N _M1, the engine to the fuel cut at a predetermined engine speed N _{E '8} May be stopped.

  Further, even in the engine travel region, the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above. 2 Torque assist that assists the power of the engine 8 by driving the electric motor M2 is possible. Therefore, in the present embodiment, the traveling of the vehicle using both the engine 8 and the second electric motor M2 as a driving force source for traveling is included in the engine traveling instead of the motor traveling.

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the remaining charge SOC of the power storage device 60 decreases when the vehicle is stopped and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8 and the first motor is generated. Even if the rotation speed of M1 is increased and the second motor rotation speed N _M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) when the vehicle is stopped, the engine rotation speed N is caused by the differential action of the power distribution mechanism 16. _E is maintained above the rotational speed at which autonomous rotation is possible.

Further, the hybrid control means 52 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. the engine rotational speed N _E is caused to maintain the arbitrary rotation speed. For example, if the hybrid control means 52 as can be seen from the diagram of FIG. 3 to raise the engine rotational speed N _E, while maintaining the second-motor rotation speed N _M2, bound with the vehicle speed V substantially constant first 1 Increase the motor rotation speed _NM1 .

  The speed-increasing gear stage determining means 62 stores, for example, based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is to be engaged when the power transmission device 10 is in the stepped shift state. In accordance with the shift diagram shown in FIG. 7 stored in advance in the means 56, it is determined whether or not the gear position to be shifted of the power transmission device 10 is the speed increasing side gear stage, for example, the fifth speed gear stage.

The switching control means 50 switches between the continuously variable transmission state and the stepped transmission state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0) based on the vehicle state. That is, the differential state and the lock state are selectively switched. For example, the switching control means 50 is a vehicle indicated by the vehicle speed V and the required output shaft torque T _{OUT based} on the relationship (switching diagram, switching map) shown in FIG. Based on the state, it is determined whether the power transmission state of the power transmission device 10 (differential unit 11) should be switched, that is, within the continuously variable control region where the power transmission device 10 is in a continuously variable transmission state, or By determining whether or not the power transmission device 10 is in a stepped control region where the stepped speed change state is set, the shift state of the power transmission device 10 to be switched is determined, and the power transmission device 10 is changed to the stepless speed change state and the stepless speed change state. The shift state is selectively switched to either the stepped shift state.

  Specifically, when it is determined that the switching control means 50 is within the stepped shift control region, the hybrid control means 52 outputs a signal that disables or prohibits the hybrid control or continuously variable shift control. The step-variable shift control means 54 is allowed to shift at a preset step-change. At this time, the stepped shift control means 54 executes the automatic shift of the automatic transmission unit 20 in accordance with, for example, the shift diagram shown in FIG. For example, FIG. 2 preliminarily stored in the storage means 56 shows a combination of operations of the hydraulic friction engagement devices, that is, C0, C1, C2, B0, B1, B2, and B3 that are selected in the shifting at this time. That is, the entire power transmission device 10, that is, the differential unit 11 and the automatic 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.

  For example, when the fifth speed gear stage is determined by the acceleration side gear stage determination means 62, the so-called overdrive gear stage in which the speed ratio is smaller than 1.0 is obtained for the entire power transmission device 10. Therefore, the switching control means 50 releases the switching clutch C0 and engages the switching brake B0 so that the differential unit 11 can function as a sub-transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. The command is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 62 that it is not the fifth speed gear stage, the switching control is performed in order to obtain a reduction side gear stage having a gear ratio of 1.0 or more as the entire power transmission device 10. The means 50 instructs the hydraulic control circuit 42 to engage the switching clutch C0 and release the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. Output. As described above, the power transmission device 10 is switched to the stepped shift state by the switching control means 50, and is selectively switched to be one of the two types of shift steps in the stepped shift state. 11 is made to function as a sub-transmission, and the automatic transmission unit 20 in series with it functions as a stepped transmission, whereby the entire power transmission device 10 is made to function as a so-called stepped automatic transmission.

  However, if the switching control means 50 determines that it is within the continuously variable transmission control region for switching the power transmission device 10 to the continuously variable transmission state, the power transmission device 10 as a whole can obtain the continuously variable transmission 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 section 11 is in a continuously variable transmission state and can be continuously variable. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal for permitting automatic shifting of the automatic transmission unit 20 is output in accordance with the shift diagram shown in FIG. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. At the same time that a large driving force is obtained, the rotational speed input to the automatic transmission unit 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission unit 20, that is, transmission The rotational speed of the member 18 is changed steplessly, and each gear stage can obtain a stepless speed ratio width. Therefore, the gear ratio between the gears is continuously variable and the power transmission device 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

Here, FIG. 7 will be described in detail. FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is the basis of the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 3 is an example of a shift diagram composed of two-dimensional coordinates using a required output shaft torque T _OUT as a parameter as a parameter. The solid line in FIG. 7 is a shift line (upshift line) on which a shift determination is made to execute an upshift, and the alternate long and short dash line is a shift line (downshift line) on which a shift determination is made to perform a downshift. ). The shift line in the shift diagram of FIG. 7 is, for example, whether or not the actual vehicle speed V has crossed the line on the horizontal line indicating the required output shaft torque T _OUT of the automatic transmission unit 20, and for example on the vertical line indicating the vehicle speed V This is for determining whether or not the required output shaft torque T _{OUT of the} automatic transmission unit 20 has crossed the line, that is, whether or not it has crossed the value (shift point) at which the shift on the shift line is to be executed. Are stored in advance.

7 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 7 indicates 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 high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. A high-output travel determination line that is a series of determination output torque T1 that is a preset high-power travel determination value for determining a high-power travel in which the output shaft torque T _OUT of the automatic transmission unit 20 is a high output, for example. It shows. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 7, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, whether this 7 includes a vehicle-speed limit V1 and the upper output torque T1, which is either an output shaft torque T _OUT with the vehicle speed V by the switching control means 50 as a parameter for the step-variable control region and the continuously variable control region It is the switching diagram (switching map, relationship) memorize | stored previously for area | region determination. In addition, you may memorize | store in the memory | storage means 56 previously as a shift map including this switching diagram. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or a switching line stored in advance using either the vehicle speed V or the output shaft torque T _OUT as a parameter. It may be.

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, the output shaft torque T _OUT and the judgment output torque T1. It may be stored as a judgment formula to be compared. In this case, the switching control means 50 sets the power transmission device 10 to the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1. Further, the switching control means 50 places the power transmission device 10 in the stepped gear shifting state when the vehicle state, for example, the output shaft torque T _OUT of the automatic transmission unit 20 exceeds the judgment output torque T1.

  In addition, when the control unit of an electric system such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission is malfunctioning or deteriorated, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Degradation of equipment related to the electrical path until it is converted into dynamic energy, that is, failure (failure) of the first electric motor M1, the second electric motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, etc. When the vehicle state is such that a function deterioration due to low temperature occurs, the switching control means 50 preferentially places the power transmission device 10 in the stepped shift state in order to ensure vehicle travel even in the continuously variable control region. It is good.

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38 but also the output shaft torque T _OUT of the automatic transmission unit 20, for example. engine torque T _E, and the vehicle acceleration, for example, the accelerator opening or the throttle valve opening theta _{TH (or} intake air quantity, air-fuel ratio, fuel injection amount) and the engine torque T _E which is calculated based on the engine rotational speed N _E Demand (target) engine torque T _E calculated based on the actual value such as the driver's accelerator pedal operation amount or throttle opening, demand (target) output shaft torque T _{OUT of} the automatic transmission unit 20, demand drive It may be an estimated value such as force. The driving torque may be calculated from the output shaft torque T _{OUT and the} like in consideration of the differential ratio, the radius of the driving wheel 38, etc., or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

  Further, for example, the determination vehicle speed V1 is set so that the power transmission device 10 is in the stepped speed change state at the high speed so that the fuel consumption is prevented from deteriorating when the power transmission device 10 is in the stepless speed change state at the high speed travel. Is set to be. The determination torque T1 is, for example, an electric power from the first electric motor M1 in order to reduce the size of the first electric motor M1 without causing the reaction torque of the first electric motor M1 to correspond to the high output range of the engine in the high output traveling of the vehicle. It is set in accordance with the characteristics of the first electric motor M1 that can be disposed with a reduced maximum energy output.

As shown in the relationship of FIG. 7, stepped control is performed in a high torque region where the output shaft torque T _OUT is equal to or higher than a predetermined determination output torque T1, or a high vehicle speed region where the vehicle speed V is equal to or higher than a predetermined determination vehicle speed V1. Since it is set as a region, stepped variable speed travel is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed travel is relatively low in the engine 8. It is executed at the time of a low driving torque as a torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8.

As a result, for example, when the vehicle is traveling at low to medium speed and at low to medium power, the power transmission device 10 is set to a continuously variable transmission state to ensure the fuel efficiency of the vehicle. In high-speed running exceeding this, the power transmission device 10 is in a stepped speed change state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path. Conversion loss between power and electric energy generated when operating as a transmission is suppressed, and fuel efficiency is improved. Further, in high-power running in which the driving force-related value such as the output shaft torque T _OUT exceeds the determination torque T1, the power transmission device 10 is set to a stepped transmission state in which it operates as a stepped transmission, and mechanical power is exclusively used. The region where the output of the engine 8 is transmitted to the drive wheels 38 through the transmission path to operate as an electric continuously variable transmission is the low / medium speed traveling and the low / medium power traveling of the vehicle, and the first electric motor M1 should be generated. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E accompanying the upshift in the stepped automatic transmission cars can enjoy.

  Thus, the differential section 11 (power transmission device 10) of this embodiment can be selectively switched between the continuously variable transmission state and the stepped transmission state (constant transmission state), and is controlled by the switching control means 50. A shift state to be switched by the differential unit 11 is determined based on the vehicle state, and the differential unit 11 is selectively switched between a continuously variable transmission state and a stepped transmission state. In this embodiment, the hybrid control means 52 executes motor travel or engine travel based on the vehicle state. In order to switch between engine travel and motor travel, the engine start / stop control means 66 controls the engine 8. Starts or stops.

By the way, the power transmission device 10 includes the automatic transmission unit 20 that performs clutch-to-clutch control. Therefore, like the stepped automatic transmission of a normal engine vehicle, the power transmission unit 10 is in a shift transition period of the automatic transmission unit 20. The output shaft torque T _OUT varies. The fluctuation of the output shaft torque T _OUT is, for example, a drop in the output shaft torque T _OUT generated mainly in the torque phase in the upshift of the automatic transmission unit 20, and in the downshift mainly in the inertia phase. This is a drop in the output shaft torque T _{OUT that} occurs. If the output shaft torque T _OUT falls during the shifting of the automatic transmission unit 20 as described above, the drop may be felt as a shift shock and the comfort may be impaired. It is conceivable to compensate for such a drop in the output shaft torque T _OUT and reduce the drop.

  For this purpose, first, the torque compensation start determining means 70 determines whether the stepped shift control means 54 determines that a shift of the automatic transmission section 20 should be executed based on the shift diagram of FIG. It is determined whether the shift determination for upshift or the shift determination for downshift.

  Then, the torque compensation start determining means 70 determines whether or not a torque compensation start condition, which is a condition for starting a shift torque control executed by a torque compensating means 72 described later, is satisfied. Specifically, in the upshift of the automatic transmission unit 20, the start of the torque phase of the upshift is the torque compensation start condition, and the torque compensation start determination means 70, when the torque phase starts, The determination that the torque compensation start condition is satisfied is affirmed. On the other hand, if it is before the start of the torque phase, the determination is denied. The start of the torque phase is determined based on, for example, whether or not a predetermined time for starting the torque phase that has been experimentally obtained in advance has elapsed since the shift output at which the shift output of the upshift was performed. Alternatively, the hydraulic pressure value of the engagement side engagement device or the hydraulic pressure value of the release side engagement device that operates during the shift of the automatic transmission unit 20 is experimentally obtained in advance to indicate the start of the torque phase. The determination may be made based on whether or not the predetermined hydraulic pressure value has been reached.

On the other hand, in the downshift of the automatic transmission unit 20, when the inertia phase start of the downshift is the torque compensation start condition, and the torque compensation start determination means 70 starts the inertia compensation phase when the inertia phase starts. The determination that the start condition is satisfied is affirmed. On the other hand, if it is before the start of the inertia phase, the judgment is denied. For example, torque compensation start determination means 70, when the rotational speed N ₁₈ of the power transmitting member 18 which also serves as an input shaft of the automatic shifting portion 20 begins to change, that is, in the above downshift its transmitting member rotational speed N ₁₈ When it starts to rise, it is determined that the inertia phase has started.

The hybrid control means 52 includes a torque compensation means 72, and when the torque compensation start determination means 70 affirms the determination, that is, when it is determined that the torque compensation start condition is satisfied, During this shift, the torque at the time of shifting that suppresses fluctuations in the output shaft torque T _OUT by supplementing the torque when the output shaft torque T _OUT of the automatic transmission unit 20 temporarily falls within the shift transition period of the automatic transmission unit 20. Execute control. Suppressing the fluctuation of the output shaft torque T _OUT is, for example, eliminating the fluctuation of the output shaft torque T _OUT . Specifically, the torque compensation means 72 suppresses fluctuations in the output shaft torque T _OUT of the automatic transmission unit 20 during the shift transition period, that is, cancels the drop in the output shaft torque T _OUT. The shift torque control is executed by controlling the output torque T M2 of the second electric motor _M2 (hereinafter referred to as “second electric motor torque T _M2 ”). That is, the torque compensation means 72 causes the second motor M2 to function as a torque compensation motor, and executes the shift torque control by the operation of the second motor M2. In the shift torque control, the shift transient period by increasing the second-motor torque T _M2 in the direction or positive direction canceling decrease (落Komi) of the output shaft torque T _OUT when the output shaft torque T _OUT drops in the inner, the output shaft torque in other words by outputting the compensation torque T _FL for canceling the drop in T _OUT with the second electric motor M2, so that small drop in the output shaft torque T _OUT. The second electric motor M2 corresponds to the electric motor of the present invention that is operated in the torque control during shifting.

As described above, the torque compensating means 72 performs the shift torque control, but the fluctuation of the output shaft torque T _OUT within the shift transition period of the automatic transmission unit 20, that is, the temporary _drop of the output shaft torque T _OUT is: The upshift of the automatic transmission unit 20 occurs mainly in the torque phase, and the downshift occurs mainly in the inertia phase. Therefore, the torque compensator 72 specifically suppresses fluctuations in the output shaft torque T _{OUT in} the shift torque control in the upshift of the automatic transmission unit 20 in the torque phase within the shift transient period. it is to reduce the drop in the output shaft torque T _OUT. Further, the suppression of the fluctuation of the output shaft torque T _{OUT by} the shift torque control in the downshift of the automatic transmission unit 20 specifically means that the output shaft torque T _OUT in the inertia phase within the shift transition period. It is to reduce the drop of. Based on these points, the upshift and downshift will be described with respect to the torque control at the time of shifting, and the fact that the torque compensator 72 executes the torque control at the time of shifting during the upshift means that the automatic transmission unit 20 By executing torque phase compensation control that suppresses fluctuations in the output shaft torque T _OUT by compensating for the torque when the output shaft torque T _OUT of the automatic transmission unit 20 temporarily falls in the torque phase within the shift transition period of It can be said that there is. The torque compensator 72 executing the shift torque control during the downshift means that the output shaft torque T _OUT of the automatic transmission unit 20 is temporarily in the inertia phase within the shift transition period of the automatic transmission unit 20. It can be said that the inertia phase compensation control is performed to suppress the fluctuation of the output shaft torque T _OUT by compensating for the torque at the time when it falls to. That is, the torque compensation means 72 executes the torque phase compensation control when the torque compensation start judgment means 70 determines that the torque compensation start condition is satisfied by the upshift of the automatic transmission unit 20. On the other hand, when the torque compensation start determining unit 70 determines that the torque compensation start condition is satisfied by the downshift of the automatic transmission unit 20, the inertia phase compensation control is executed.

Although the torque control at the time of shifting has been described, the execution of the torque control at the time of shifting is to supplement the torque so as to cancel the temporary _drop of the output shaft torque T _OUT of the automatic transmission unit 20, that is, the torque For example, if the second electric motor M2 is in a regenerative operation, the regenerative amount is reduced, so that the consumed electric energy or the reduction amount of the regenerative amount is reduced. If is large, it may lead to fuel consumption deterioration. Further, when the remaining charge SOC of the power storage device 60 is reduced to near its lower limit value, the second motor torque T _M2 output by the shift torque control is to be originally output. It is also conceivable that the size is limited to be smaller than. Therefore, in this embodiment, in order to suppress the consumption of the electric energy as a whole at the time of the shift of the automatic transmission unit 20 in which the shift torque control is executed, the electronic control unit 40 further includes a power balance change determination unit. 74, a shift output judging means 76, and a power balance changing means 80.

The power balance change determination means 74 in FIG. 6 performs the power balance change execution condition, in other words, the power of the power storage device 60 (whole vehicle) prior to the start of suppression of fluctuations in the output shaft torque T _{OUT in} the shift torque control. It is determined whether or not a predetermined shift power balance change condition for determining whether or not to change the balance is satisfied. The power balance is a power value of the power storage device 60 with the discharging direction of the power storage device 60 as a positive direction, and can also be expressed as battery input / output of the power storage device 60.

Specifically, in the case of an upshift of the automatic transmission unit 20, the shift determination for the upshift is performed under the above-mentioned shift power balance change condition, and the power balance change determination means 74 determines whether or not the shift is determined. If so, it is determined that the shift power balance changing condition is satisfied. Further, the determination of the shift is not set as the condition for changing the power balance during shift, but, for example, in the shift diagram of FIG. 7, it is more experimental than the shift point for determining the shift of the upshift. The shift power balance changing condition may be that an operating point indicating an actual vehicle state arrives at an operating point set by shifting to a low vehicle speed side by a predetermined amount with an increase in vehicle speed. In such a case, the power balance change determination means 74 causes the vehicle operating point indicating the vehicle state indicated by the required output shaft torque T _OUT , the vehicle speed V, or the like to increase the vehicle speed to the operating point set experimentally. Is reached, the shift power balance changing condition is determined to be satisfied.

On the other hand, in the case of a downshift of the automatic transmission unit 20, the shift balance power balance change condition is that the shift determination of the downshift is made, and the power balance change determination means 74 makes the shift determination. If this is the case, it is determined that the shifting power balance change condition is satisfied. In addition, the determination of the shift is not set as the condition for changing the power balance during shift, but, for example, in the shift diagram of FIG. 7, it is more experimental than the shift point for determining the shift of the downshift. The above-mentioned power balance at the time of shifting is that the operating point indicating the actual vehicle state arrives at the operating point set to be shifted to the lower side of the required output shaft torque T _{OUT by} a predetermined amount with the increase in the required output shaft torque T _OUT. It may be a change condition. In such a case, the power balance change judging means 74 determines that the operating point indicating the vehicle state indicated by the required output shaft torque T _OUT or the vehicle speed V is set to the experimentally set operating point. When it is reached with an increase in T _OUT , it is determined that the shift power balance change condition is satisfied.

  If the power balance change determination means 74 affirms that the shift power balance change condition is satisfied, then the stepped shift control means 54 instructs the automatic transmission section 20 to execute a shift. Since the automatic transmission unit 20 is shifted in response to a request from the stepped shift control means 54, the automatic transmission unit 20 is required to shift when the shift power balance change condition is satisfied. It can be said that this is the case where the power balance change determining means 74 determines that the shift is to be made, that is, when it is determined that a shift of the automatic transmission unit 20 is required. In addition, when it is determined that a shift of the automatic transmission unit 20 is required, it may be rephrased as a determination that a shift of the automatic transmission unit 20 is performed.

  The shift output determination means 76 determines whether or not the automatic transmission unit 20 is shifting. Specifically, the shift output determining means 76 assumes that the shift of the automatic transmission unit 20 is started by the shift output in any of the upshift and the downshift. It is determined that the part 20 is shifting.

In the case where the shift torque control is executed during the shift of the automatic transmission unit 20, the power balance change means 80 performs the shift torque control before starting the suppression of the output shaft torque _TOUT fluctuation in the shift torque control. To secure at least a portion of the electrical energy required to perform That is, before the start of the suppression, the power consumption of the vehicle is reduced or the regeneration of power is increased to suppress the decrease in the remaining charge SOC of the power storage device 60 or increase the remaining charge SOC. Desirably, the power balance changing means 80, when the shift torque control is executed during the shift of the automatic transmission unit 20, the shift before the start of suppression of the output shaft torque T _OUT fluctuation in the shift torque control. All of the electric energy required for execution of the hour torque control is secured. For example, the drop amount of the output shaft torque T _OUT during the shift of the automatic transmission unit 20 may be experimentally obtained in advance, and the power balance changing unit 80 may calculate and secure the necessary electric energy based on the calculated amount. .

Specifically, the power balance change means 80 is compared with the case where the shift torque control is not executed when the power balance change determination means 74 determines that the shift power balance change condition is satisfied. The output of the second electric motor M2 is reduced within a predetermined power securing time until the start of suppression of fluctuations in the output shaft torque T _OUT , in other words, the output of the second electric motor M2 is shifted toward the regeneration side. . As a result, at least a part of the electric energy necessary for executing the torque control during shifting is ensured. Here, the output of the second electric motor M2 is determined in a positive direction when the second electric motor M2 is exerting a driving force, and the decrease in the output of the second electric motor M2 is determined in consideration of the positive / negative of the output. For example, the decrease in the output of the second electric motor M2 is not only that the output of the second electric motor M2 exhibiting the driving force goes to zero, but also the second electric motor M2 that is performing a regenerative operation. It also means that the absolute value of the output, that is, the regenerative power is increased. Moreover, since the regeneration side of the output of the second electric motor M2 means the negative direction of the output, shifting the output of the second electric motor M2 toward the regeneration side does not cause the second electric motor M2 to be regenerated. For example, if the second electric motor M2 is in a driving force state, the output is reduced. If the second electric motor M2 is in a regenerative operation, the regenerative power (charging power) at that time is reduced. To increase the absolute value. Further, the power balance changing means 80 reducing the output of the second electric motor M2 within the electric power securing time includes reducing the output of the second electric motor M2 within a part of the electric power securing time.

  As described above, the power balance change unit 80 reduces the output of the second electric motor M2 within the power securing time, and this point will be specifically described for each of the upshift and the downshift of the automatic transmission unit 20. .

  First, the upshift will be described. When it is determined that the power balance change condition at the time of shifting in the case of upshifting of the automatic transmission unit 20 is determined, the power balance changing unit 80 is, in other words, requested to upshift the automatic transmission unit 20. When the determination is made by the power balance change determination means 74, the shift torque control (torque phase compensation) is performed between the determination that the upshift is required and the start of the torque phase within the shift transition period. The output of the second electric motor M2 is reduced as compared with the case where control is not executed. That is, when the determination that the shift of the automatic transmission unit 20 is requested by the power balance change determination unit 74 is the determination that an upshift of the automatic transmission unit 20 is required, the power securing time is , The time from the determination that the shift (upshift) is required to the start of the torque phase within the shift transition period. In this case, the power securing time is the time from when it is determined that the shift is required until when the torque compensation start determining means 70 determines that the torque compensation start condition is satisfied. Good.

  If the power balance of the entire vehicle (power storage device 60) within the power securing time at the time of upshifting of the automatic transmission unit 20 will be described in detail, the power balance changing means 80 is said to require the upshift. At the time of determination, that is, when it is determined that the shift power balance change condition at the time of upshift is satisfied, and when the power balance is a discharge side, that is, a positive value, at the time of determination that the upshift is required The power balance is converged to zero by continuously decreasing the output of the second electric motor M2 during the upshift to the shift output time. The time of the shift output is when the stepped shift control means 54 performs the shift output commanding the upshift. In other words, the shift output determination means 76 determines that the automatic transmission 20 is not shifting. Is switched to determining that the gear is being shifted.

  Then, after the power balance is converged to zero, the power balance changing means 80 continuously further reduces the output of the second electric motor M2 from the time of the upshift shift output to the start of the torque phase. Thus, the power balance is set to the charging side (regeneration side), and the charging power at that time is continuously increased toward the start of the torque phase. In this case, the period from the shift output to the start of the torque phase is from the shift output to the time when the torque compensation start determination means 70 determines that the torque compensation start condition is satisfied. There may be. Further, the motor output to be reduced by the power balance changing unit 80 is not limited to the output of the second motor M2, and for example, the total output of the first motor M1 and the second motor M2 may be reduced.

Further, the power balance change means 80, when increasing the charging power continuously from the time of the shift output of the upshift to the start of the torque phase, the output change rate of the second electric motor M2 at that time May be determined on the basis of a target torque phase compensation amount that is an amount of energy that is experimentally determined in advance to eliminate the drop of the output shaft torque T _OUT in the torque phase of the upshift and make it flat. Good. Here, in the upshift of the automatic transmission unit 20, the time required for the torque phase is determined based on the hydraulic control of the engagement device that is operated during the upshift, so the target torque phase compensation amount is experimentally determined in advance. It is possible to ask for it. For example, as shown in FIG. 9, the target torque phase compensation amount is determined according to the type of shift of the automatic transmission unit 20 and the input shaft rotation speed (transmission member rotation speed N ₁₈ ) of the automatic transmission unit 20. It is possible to seek a relationship. The type of shift of the automatic transmission unit 20 is, for example, whether the shift of the automatic transmission unit 20 is a shift from the first speed to the second speed or a shift from the third speed to the fourth speed. That's what it means. Further, the target torque phase compensation amount may be simply defined as an energy amount as described above, or may be defined as an energy amount per unit time (for example, “kW”) as shown on the vertical axis of FIG. May be.

In FIG. 9, if the input shaft rotation speed (transmission member rotation speed N ₁₈ ) of the automatic transmission unit 20 is the same, the target torque phase compensation amount when the automatic transmission unit 20 shifts from the second speed to the third speed. Is larger than that at the time of shifting from the third speed to the fourth speed, and the target torque phase compensation amount at the time of shifting from the first speed to the second speed is at the time of shifting from the second speed to the third speed. A relationship that is larger than that of is shown. In addition, the target torque phase compensation amount increases as the input shaft rotational speed (transmission member rotational speed N ₁₈ ) of the automatic transmission unit 20 increases in any upshift between the gears of the automatic transmission unit 20. Become.

  Next, the downshift will be described. When it is determined that the power balance change condition for shifting is satisfied when the automatic transmission unit 20 is downshifted, in other words, the power balance change unit 80 is requested to downshift the automatic transmission unit 20. When the power balance change determination means 74 makes the determination, the shift torque control (inertia phase compensation) is performed between the determination that the downshift is required and the start of the inertia phase within the shift transition period. The output of the second electric motor M2 is reduced as compared with the case where control is not executed. That is, when the determination that the shift of the automatic transmission unit 20 is requested by the power balance change determination unit 74 is the determination that the downshift of the automatic transmission unit 20 is required, the power securing time is The time from the determination that the shift (downshift) is required to the start of the inertia phase within the shift transition period. In this case, the power securing time is the time from when it is determined that the shift is required until when the torque compensation start determining means 70 determines that the torque compensation start condition is satisfied. Good.

  In addition, as described above, the power balance change unit 80 does not execute the shift torque control from the time when it is determined that a downshift is required until the start of the inertia phase within the shift transition period. Compared to the case, the output of the second electric motor M2 is reduced. For example, the output of the second electric motor M2 is reduced between the shift-shift output of the downshift and the start of the inertia phase. The power balance may be on the charging side (regeneration side), and the charging power at that time may be continuously increased toward the start of the inertia phase. Furthermore, the motor output to be reduced by the power balance changing unit 80 is not limited to the output of the second motor M2, and for example, the total output of the first motor M1 and the second motor M2 may be reduced. The time of the shift output of the downshift is when the stepped shift control means 54 performs the shift output commanding the downshift. In other words, the shift output determining means 76 is not shifting the automatic transmission unit 20. Is switched to the determination that the shift is in progress (downshift).

  FIG. 10 is a flowchart for explaining a main part of the control operation of the electronic control unit 40, that is, a control operation for securing electric energy necessary for execution of the shift torque control (torque phase compensation control). It is repeatedly executed with a very short cycle time of about several milliseconds to several tens of milliseconds. In FIG. 10, when the automatic transmission unit 20 is upshifted, the necessary electric energy is secured, and the torque phase compensation control is executed.

  First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the power balance change determination means 74, whether or not the execution condition for changing the battery balance during shifting at the time of upshift is satisfied, in other words, up It is determined whether or not the shift power balance change condition during shifting is satisfied. In SA1, when the shift determination of the upshift of the automatic transmission unit 20 is made, it is determined that the shift power balance change condition is satisfied. Alternatively, when the operating point indicating the vehicle state reaches the operating point set with a predetermined amount shifted from the shifting point of the upshift to the low vehicle speed side with an increase in vehicle speed, the power balance during shifting of SA1 is increased. It may be determined that the change condition is satisfied. If the determination in SA1 is affirmative, that is, if the shift power balance change condition in SA1 is satisfied, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, this flowchart ends. The time when the determination of SA1 is switched from a negative determination to a positive determination is a time when it is determined that a shift (upshift) of the automatic transmission unit 20 is required.

  In SA2 corresponding to the shift output determination means 76, it is determined whether or not the automatic transmission unit 20 is shifting (upshifting). In SA2, it is determined that the shift of the automatic transmission unit 20 is being performed after the shift output of the upshift. If the determination of SA2 is affirmative, that is, if the automatic transmission unit 20 is upshifting, the process proceeds to SA3. On the other hand, if the determination at SA2 is negative, the operation goes to SA5.

  In SA3 corresponding to the torque compensation start determination means 70, it is determined whether or not the torque compensation start condition for the upshift is satisfied in order to determine whether or not to start the torque phase compensation control. For example, when the upshift torque phase is started, it is determined that the torque compensation start condition is satisfied. If the determination of SA3 is affirmative, that is, if the SA3 torque compensation start condition is satisfied, the process proceeds to SA4. On the other hand, if the determination at SA3 is negative, the operation goes to SA6.

In SA4 corresponding to the torque compensation means 72, the torque phase compensation control (shift torque control) is executed. At this time, it is ideal that the output shaft torque T _OUT does not drop in the torque phase by the execution of the torque phase compensation control, and it is ideal that the output shaft torque T _OUT becomes flat. The amount of drop in T _OUT may be reduced as compared with the case where the torque phase compensation control is not executed. This is because the shift shock is reduced accordingly if the amount of depression becomes small.

  In SA5 corresponding to the power balance changing means 80, when the power balance of the power storage device 60 is on the discharge side, that is, a positive value, the power balance is continuously converged to zero. Specifically, the output of the second electric motor M2 is gradually reduced so that the power balance converges to zero.

  In SA6 corresponding to the power balance changing means 80, the power balance is set to the charging side (regeneration side), that is, a negative value. At that time, the charging power of power storage device 60 is continuously increased toward the start of the torque phase as time passes. For example, the total output of the first electric motor M1 and the second electric motor M2 is decreased as time passes so that the power balance converged to zero in SA5 further changes to the charging side, in other words, The total amount of regeneration of these electric motors M1, M2 is increased.

  FIG. 11 is a flowchart for explaining a main part of the control operation of the electronic control unit 40, that is, a control operation for securing electric energy necessary for executing the shift torque control (inertia phase compensation control). It is repeatedly executed with a very short cycle time of about several milliseconds to several tens of milliseconds. In FIG. 11, when the automatic transmission unit 20 is downshifted, the necessary electric energy is secured, and the inertia phase compensation control is executed.

First, in SB1 corresponding to the power balance change determination means 74, whether or not the execution condition for changing the battery balance during shifting during the downshift is satisfied, in other words, the condition for changing the power balance during shifting during the downshift. Whether or not is established is determined. In SB1, when the shift determination of the downshift of the automatic transmission unit 20 is made, it is determined that the shift power balance change condition is satisfied. Alternatively, the operating point indicating the vehicle state is set to an operating point set so as to be shifted to the lower side of the required output shaft torque T _{OUT by} a predetermined amount from the shift point of the downshift, with an increase in the required output shaft torque T _OUT. If it has been reached, it may be determined that the shifting power balance change condition of SB1 is satisfied. If the determination in SB1 is affirmative, that is, if the shift power balance change condition in SB1 is satisfied, the process proceeds to SB2. On the other hand, when the determination of SB1 is negative, this flowchart ends. The time when the determination of SB1 is switched from negative determination to positive determination is a time when it is determined that a shift (downshift) of the automatic transmission unit 20 is required.

  In SB2 corresponding to the torque compensation start determination means 70, it is determined whether or not the torque compensation start condition for downshift is satisfied in order to determine whether or not to start the inertia phase compensation control. For example, when the downshift inertia phase starts, it is determined that the torque compensation start condition is satisfied. If the determination of SB2 is affirmed, that is, if the torque compensation start condition of SB2 is satisfied, the process proceeds to SB3. On the other hand, when the determination of SB2 is negative, the process proceeds to SB4.

In SB3 corresponding to the torque compensation means 72, the inertia phase compensation control (shift torque control) is executed. At this time, it is ideal that the output phase torque T _{OUT in} the inertia phase is eliminated and flattened by executing the inertia phase compensation control, but it is not always necessary to do so. The amount of drop in T _OUT may be reduced as compared with the case where the inertia phase compensation control is not executed. This is because the shift shock is reduced accordingly if the amount of depression becomes small.

  In SB4 corresponding to the power balance changing means 80, the power balance is continuously changed toward the charging side (regeneration side) as time passes. That is, the charging power of the power storage device 60 is continuously increased toward the start of the inertia phase. For example, in order to continuously increase the charging power, the total output of the first electric motor M1 and the second electric motor M2 is reduced as time elapses. In other words, the total amount of regeneration of the electric motors M1 and M2 is reduced. Increased. Further, there is no particular limitation on the start of increase in charging power of the power storage device 60 in SB4 as long as it is before the start of the inertia phase. For example, it is determined that the condition for changing the power balance during shifting in SB1 is satisfied. It may be the time, or it may be the time of downshift transmission output.

FIG. 12 shows that when the accelerator pedal 41 is depressed until the accelerator opening Acc is fully opened and the differential unit 11 is unlocked, the gear position of the automatic transmission unit 20 changes from the first speed to the second speed. It is a time chart for demonstrating the control action | operation shown by FIG. In this time chart, since it is an upshift from the first speed to the second speed, as shown in FIG. 2, the second brake B2 is an engagement-side engagement device, and the third brake B3 is It is a release side engagement device. The applied hydraulic pressure command value in FIG. 12 is the hydraulic pressure command value for the second brake B2, and the drain hydraulic pressure command value is the hydraulic pressure command value for the third brake B3. In addition, although “+30 kW” and “−30 kW” are described in the time chart of the power balance of the power storage device 60, these are the battery input / output limit values of the power storage device 60, specifically “+30 kW”. The description “” means that the discharge power of the power storage device 60 is limited to 30 kW or less, and the description “−30 kW” means that the charge power of the power storage device 60 is limited to 30 kW or less. In FIG. 12, the time charts of the second motor torque T _M2 , the output shaft torque T _OUT of the automatic transmission unit 20, and the power balance of the power storage device 60 are shown along the broken lines B1_tm, B1_out, B1_pwr along with the solid lines A1_tm, A1_out, A1_pwr. However, the change is shown, but the solid lines A1_tm, A1_out, A1_pwr indicate the case where the torque phase compensation control is executed by the upshift of the automatic transmission unit 20, and the broken lines B1_tm, B1_out, B1_pwr indicate the torque phase. This shows a case where the compensation control is not executed.

The time point t _{A1 in} FIG. 12 is a time point when the determination of SA1 in FIG. 10 is affirmed, that is, when it is determined that a shift (upshift) of the automatic transmission unit 20 is required. This shows that the driving force lowering control for reducing the driving force to reduce the driving force in order to change toward the regeneration side, for example, the second electric motor torque T _M2 is started. Specifically, if the torque phase compensation control is not executed in the upshift of this time chart, the second motor torque T _M2 changes as indicated by the broken line B1_tm at the time t _A1. Thereafter, in the chart, the torque phase compensation control is executed, so that the second motor torque T _M2 is lowered from the time point t _{A1 with} respect to the broken line B1_tm as indicated by the solid line A1_tm. As a result, the power balance also decreases from the time point t _{A1 with} respect to the broken line B1_pwr, as indicated by the solid line A1_pwr.

The time point t _A2 indicates the time point when the shift output for causing the automatic transmission unit 20 to upshift from the first speed to the second speed is made, that is, the time of the shift output commanding the execution of the upshift. Accordingly, at t _A2 , the determination of SA2 in FIG. 10 is switched from negative determination to positive determination. Therefore, from t _A1 point to time t _A2 SA5 is executed in FIG. 10, the power balance before the time t _A2 is converged to zero.

Further, due to the shift output at the time point t _A2 , the drain hydraulic pressure command value decreases from the time point t _{A2 in} order to release the release side engagement device, and the engagement side engagement device is engaged. Therefore, the applied hydraulic pressure instruction value has increased from the time point t _A2 . The reason why the apply hydraulic pressure command value temporarily increases greatly immediately after the time point t _A2 is to perform the first fill for reducing the mechanical clearance of the engagement side engagement device.

The time point t _{A3 in} FIG. 12 indicates the start of the torque phase. At time t _A3 , it is determined that the torque compensation start condition is satisfied in SA3 in FIG. 10, and the determination in SA3 is changed from a negative determination to a positive determination. And switch. Therefore, SA6 is executed in FIG. 10 from time t _A2 until time t _A3, the decreases as the second motor torque T _M2 time to time t _A3 from time t _A2 has passed the power balance charge side It has changed. When the determination of SA3 is switched to an affirmative determination, suppression of fluctuations in the output shaft torque T _OUT is started in the torque phase compensation control. Therefore, the time point t _{A3 is the} time when suppression of fluctuations in the output shaft torque T _OUT is started. .

The time point t _{A4 in} FIG. 12 indicates the start of the inertia phase, in other words, the end of the torque phase. Since the torque phase compensation control is executed at SA4 in FIG. 10 from time t _{A3 to} time t _{A4, the} drop in the output shaft torque T _{OUT in} the torque phase (from time t _{A3 to} time t _A4 ) is reduced. Therefore, the second motor torque T _M2 is increased as indicated by the solid line A1_tm, that is, the second motor torque T _M2 is changed in the positive direction. Thereby, in the torque phase (from time t _{A3 to} time t _A4 ), the power balance changes toward the discharge side as indicated by a solid line A1_pwr.

The time point t _{A5 in} FIG. 12 indicates the end of the shift (upshift) of the automatic transmission unit 20, that is, the end of the inertia phase of the shift. In the inertia phase (from time t _{A4 to} time t _A5 ), the shift of this time chart is an upshift, and therefore the second motor rotation speed _NM2 that is the input shaft rotation speed of the automatic transmission unit 20 decreases. . Further, in the inertia phase in, the torque down control of the engine 8 is performed, the output torque T _M1 of the first electric motor M1 as the reaction torque of the engine torque T _E (hereinafter referred to as "first-motor torque T _M1" ) Is approaching zero.

Thus, in the time chart of FIG. 12, by a solid line A1_pwr showing a change in power balance of the electric storage device 60 is changed to the charge side with respect to the broken line B1_pwr between from t _A1 point to time t _A3 In addition, at least a part (preferably all) of the electric energy required for executing the torque phase compensation control, for example, the remaining charge SOC of the power storage device 60 required for the torque phase compensation control is secured. As a result of the execution of the torque phase compensation control within the torque phase (from time t _{A3 to} time t _A4 ), the drop amount of the output shaft torque T _OUT of the automatic transmission 20 changes to the broken line B1_out as shown by the solid line A1_out. On the other hand, it is getting smaller. In addition, the change gradient of the solid line A1_out within the torque phase is gentler than the broken line B1_out. Thereby, the shift shock is reduced.

Although the engine rotation speed N _E is not shown in Figure 12, for example, functions as an engine rotational speed control means for hybrid control means 52 controls the engine rotational speed N _E during the shifting of the automatic shifting portion 20, so that the engine rotational speed N _E substantially constant during the shift start of the automatic transmission portion 20 from the (t _A2 time) until the end (t _A5 time), the fluctuation amount of the engine rotational speed N _E in other words, zero controlled so as to approach the desirably controlled to be constant engine rotational speed N _E. Thereby, the shift shock accompanying the engine speed _NE fluctuation can be reduced.

FIG. 13 shows an example in which the gear stage is downshifted from the second speed to the first speed in the automatic transmission unit 20 when the accelerator pedal 41 is depressed and the differential unit 11 is unlocked. 12 is a time chart for explaining the control operation shown in FIG. 11. In this time chart, since it is a downshift from the second speed to the first speed, as shown in FIG. 2, the third brake B3 is the engagement side engagement device, and the second brake B2 is It is a disengagement side engagement device. The drain hydraulic pressure instruction value in FIG. 13 is a hydraulic pressure command value for the second brake B2. Further, although “+30 kW” and “−30 kW” are described in the time chart of the power balance of the power storage device 60, these are the battery input / output limit values of the power storage device 60 as in FIG. 12. In FIG. 13, the time charts of the second electric motor torque T _M2 , the output shaft torque T _OUT of the automatic transmission unit 20, and the power balance of the power storage device 60 are shown as broken lines B2_tm, B2_out, B2_pwr along with solid lines A2_tm, A2_out, A2_pwr. However, the change is shown, but the solid lines A2_tm, A2_out, A2_pwr indicate the case where the inertia phase compensation control is executed by the downshift of the automatic transmission unit 20, and the broken lines B2_tm, B2_out, B2_pwr indicate the inertia phase. The case where compensation control is not performed is shown. In FIG. 13, the engine 8, the first electric motor M1, and the second electric motor M2 are all rotating in the positive direction.

Immediately before time t _{B1 in} FIG. 13, the accelerator pedal 41 is depressed and the accelerator opening Acc is increased. The time point t _B1 indicates the time point when the shift output for causing the automatic transmission unit 20 to downshift from the second speed to the first speed is made, that is, the time of the shift output commanding the execution of the downshift. Yes. Accordingly, at the time point t _{B1, the} time point at which the determination of SB 1 in FIG. 11 is affirmed, that is, the time when it is determined that a shift (downshift) of the automatic transmission unit 20 is required has passed.

Since the determination of SB1 is already affirmed at time t _B1 , SB4 of FIG. 11 is executed until time t _{B2 of} FIG. 13 where the determination of SB2 of FIG. 11 is affirmed. Accordingly, if the inertia phase compensation control at the downshift of the time chart is not performed, at t _B1 point, second-motor torque T _M2 to compensate delay in the rise of the engine torque T _E is as indicated by a broken line B2_tm However, since the inertia phase compensation control is subsequently executed in this time chart, the second motor torque T _M2 is not increased and is constant as shown by the solid line A2_tm at time t _B1. It is said. If expressed in contrast with the broken line B2_tm, the second electric motor torque T _M2 is decreased from the time point t _{B1 with} respect to the broken line B2_tm. As a result, the power balance that was zero until time t _B1 changes to the charging side as indicated by the solid line A2_pwr. If expressed in contrast with the broken line B2_pwr, the power balance decreases from the time point t _{B1 with} respect to the broken line B2_pwr.

Further, due to the shift output at the time point t _B1 , the drain hydraulic pressure instruction value has decreased from the time point t _{B1 in} order to release the disengagement side engagement device. Although not shown in FIG. 13, the apply hydraulic pressure instruction value increases from the time point t _{B1 in} order to engage the engagement side engagement device.

The time point t _{B2 in} FIG. 13 indicates the start of the inertia phase, that is, the end of the torque phase. At time t _B2 , it is determined that the torque compensation start condition is satisfied in SB2 of FIG. 11, and the determination of SB2 is negative. Switch from judgment to affirmative judgment. Therefore, at time t _B2 , execution of SB4 in FIG. 11 ends, and SB3 in FIG. 11 is executed. When the determination at SB2 is switched to an affirmative determination, the suppression of fluctuations in the output shaft torque T _OUT is started in the inertia phase compensation control, so the time point t _{B2 is the} time when the suppression of fluctuations in the output shaft torque T _OUT is started. .

The time point t _{B3 in} FIG. 13 indicates the end of the shift (downshift) of the automatic transmission unit 20, that is, the end of the inertia phase of the shift. Since the inertia phase compensation control is executed at SB3 in FIG. 11 from the time point t _{B2 to the} time point t _B3, the drop of the output shaft torque T _{OUT in} the inertia phase (from time t _{B2 to} time point t _B3 ) is reduced. Therefore, the second motor torque T _M2 is increased as indicated by the solid line A2_tm, that is, the second motor torque T _M2 is changed in the positive direction. As a result, within the inertia phase (from time t _{B2 to} time t _B3 ), the power balance changes toward the discharge side as indicated by a solid line A2_pwr.

In addition, in the inertia phase (from time point t _{B2 to} time point t _B3 ), the shift of this time chart is a downshift, and therefore the second motor rotation speed _NM2 that is the input shaft rotation speed of the automatic transmission unit 20 increases. Yes.

As described above, in the time chart of FIG. 13, the solid line A2_pwr indicating the change in the power balance of the power storage device 60 changes to the charging side with respect to the broken line B2_pwr from the time point t _{B1 to the} time point t _B2. In addition, at least a part (preferably all) of the electric energy necessary for executing the inertia phase compensation control, for example, the remaining charge SOC of the power storage device 60 necessary for it, is ensured. As a result of execution of the inertia phase compensation control within the inertia phase (from time t _{B2 to} time t _B3 ), the drop amount of the output shaft torque T _OUT of the automatic transmission unit 20 changes to the broken line B2_out as shown by the solid line A2_out. On the other hand, it is getting smaller. In short, the drop in the output shaft torque T _OUT disappears as shown by the solid line A2_out. Thereby, the shift shock is reduced.

  This embodiment has the following effects (A1) to (A11). (A1) According to the present embodiment, when the torque compensation start determination unit 70 determines that the torque compensation start condition is satisfied, the torque compensation unit 72 is an upshift of the automatic transmission unit 20. If the torque phase compensation control is executed and the automatic transmission unit 20 is downshifted, the inertia phase compensation control is executed, so that the shift shock is reduced in the upshift and downshift.

(A2) According to the present embodiment, when the shift torque control is executed during the shift of the automatic transmission unit 20, the power balance change means 80 changes the output shaft torque T _OUT in the shift torque control. Before starting the suppression, at least a part of the electric energy necessary for executing the shift torque control is secured. Therefore, even when there is a shortage of electric energy supply to the second electric motor M2, such as when the remaining charge SOC of the power storage device 60 has dropped to near its lower limit value, the torque control during shifting is performed. The electric energy to be supplied to the second electric motor M2 to be supplied is ensured, so that the fluctuation of the output shaft torque T _OUT in the shift torque control becomes insufficient due to the insufficient electric energy supply. As a result, the possibility of an increase in shift shock is reduced. In addition, the execution of the torque control at the time of shifting is to reduce the remaining charge SOC by the operation of the second electric motor M2, so that there is a possibility of reducing fuel consumption. The possibility can be reduced.

(A3) According to the present embodiment, when it is determined that the shift of the automatic transmission unit 20 is required, the power balance change unit 80, in other words, the shift power balance change condition is satisfied. And the power balance change determination means 74, a predetermined time (power securing time) until the start of suppression of fluctuations in the output shaft torque T _OUT as compared with the case where the shift torque control is not executed. The output of the second electric motor M2 is reduced inside, in other words, the output of the second electric motor M2 is shifted toward the regeneration side. Therefore, at least a part of the electric energy necessary for execution of the torque control at the time of shifting, that is, the necessary electric energy is ensured before the suppression of the fluctuation of the output shaft torque T _OUT is started, and the electric energy supply to the second electric motor M2 is insufficient ( Even if the power supply limitation) occurs, it is possible to reduce the possibility that the shift shock will increase due to the torque shortage of the second electric motor M2.

(A4) According to the present embodiment, since the power transmission device 10 is provided with the power storage device 60 capable of transferring power to each of the first motor M1 and the second motor M2, the power storage device 60 has a power balance. The changing means 80 can temporarily store the electric energy secured before the output shaft torque T _OUT fluctuation starts to be suppressed, and then the torque compensating means 72 can store the stored electric energy in the shift torque control. Can be used for execution.

(A5) According to the present embodiment, when the determination that the shift of the automatic transmission unit 20 is requested by the power balance change determination unit 74 is the determination that the upshift of the automatic transmission unit 20 is required. The power securing time is the time from when it is determined that the shift (upshift) is required until the start of the torque phase within the shift transition period. Here, in the upshift, a temporary drop in the output shaft torque T _OUT within the shift transition period occurs mainly in the torque phase. Accordingly, at least a part of the amount of electric power required for the second electric motor M2 is ensured before the second electric motor M2 is operated for the execution of the shift torque control (torque phase compensation control).

(A6) According to this embodiment, when the power balance change determining means 74 determines that the upshift of the automatic transmission unit 20 is required, the power balance changing means 80 is requested to upshift. If the power balance of the entire vehicle (power storage device 60) is the discharge side, that is, a positive value at the time of the determination, the time from the determination that the upshift is required to the time of the shift output of the upshift. In the meantime, the power balance is converged to zero. Accordingly, the power balance can be continuously shifted to the regenerative state from the time of the shift output to the start of the torque phase, and the shift time torque control without suddenly changing the second motor torque T _M2. It is possible to secure a larger amount of electric power (electric energy) necessary for the execution of.

  (A7) According to this embodiment, in the upshift of the automatic transmission unit 20, the power balance change determination means 74 determines that the shift power balance change condition is satisfied when the shift determination for the upshift is made. In addition, the case where the shift-time power balance change condition is satisfied is a case where the power balance change determination unit 74 determines that the shift of the automatic transmission unit 20 is required. ) Is determined to be when the upshift shift determination is made. Therefore, the certainty that the shift is executed after the determination that the shift is required is improved. This improves the certainty that the torque phase compensation control is executed after at least a part of the amount of electric power necessary for executing the torque phase compensation control (shift torque control) is ensured. It can avoid being wasted.

(A8) According to the present embodiment, when the determination that the shift of the automatic transmission unit 20 is requested by the power balance change determination unit 74 is the determination that the downshift of the automatic transmission unit 20 is required. The power securing time is the time from when it is determined that the shift (downshift) is required until the start of the inertia phase within the shift transition period. Here, in the downshift of the automatic transmission unit 20, the temporary _drop of the output shaft torque T _OUT within the shift transition period occurs mainly in the inertia phase. Therefore, before the second electric motor M2 is operated for executing the torque control at the time of shifting (inertia phase compensation control), at least a part of the electric power necessary for it is ensured.

(A9) According to the present embodiment, the torque compensator 72 specifically suppresses fluctuations in the output shaft torque T _{OUT in} the shift torque control during upshifting of the automatic transmission unit 20. Since the decrease in the output shaft torque T _OUT in the torque phase within the shift transition period is reduced, the shift torque control is performed in the upshift torque phase in which the decrease in the output shaft torque T _OUT appears remarkably. Execution suppresses fluctuations (drops) in the output shaft torque T _OUT , and shift shock can be effectively reduced in the upshift.

(A10) According to this embodiment, the torque compensator 72 specifically suppresses fluctuations in the output shaft torque T _{OUT in} the shift torque control during downshifting of the automatic transmission unit 20. Since the drop of the output shaft torque T _OUT in the inertia phase within the shift transition period is to be reduced, the down-shift inertia phase in which the drop of the output shaft torque T _OUT appears markedly causes the above-mentioned torque control during shifting. As a result, the fluctuation (drop) in the output shaft torque T _OUT is suppressed, and the shift shock can be effectively reduced in the downshift.

(A11) According to the present embodiment, preferably, the power balance changing means 80 outputs the output shaft torque in the shift torque control when the shift torque control is executed during the shift of the automatic transmission unit 20. All of the electric energy necessary for execution of the above torque control at the time of shifting is secured before the start of suppression of T _OUT fluctuation. If so, the possibility of insufficient suppression of the output shaft torque T _OUT variation in the torque control during shifting due to insufficient electrical energy supply to the second electric motor M2 is more reliably eliminated. can do.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

For example, in the above-described embodiment, in the upshift of the automatic transmission unit 20, the start of the torque phase of the upshift is the torque compensation start condition, but the torque compensation is that a predetermined time has elapsed from the start of the torque phase. As a start condition, the torque compensation start determination means 70 may affirm a determination that the torque compensation start condition is satisfied when the predetermined time has elapsed from the start of the torque phase. In this case, in the upshift of the automatic transmission unit 20, the suppression of the output shaft torque T _OUT fluctuation in the shift torque control (torque phase compensation control) is started after the predetermined time delay from the start of the torque phase. Is done.

Further, in the above-described embodiment, in the downshift of the automatic transmission unit 20, the start of the inertia phase of the downshift is the torque compensation start condition, but the torque compensation is that a predetermined time has elapsed from the start of the inertia phase. The torque compensation start determination unit 70 may affirm a determination that the torque compensation start condition is satisfied when a predetermined time has elapsed from the start of the inertia phase. In such a case, in the downshift of the automatic transmission unit 20, the output shaft torque T _OUT fluctuation suppression in the shift torque control is started after a predetermined time delay from the start of the torque phase.

  In the above-described embodiment, the torque compensator 72 executes the shift torque control by the operation of the second electric motor M2, but the second electric motor M2 can be operated only in the shift torque control. Instead, for example, the shift torque control may be executed by the operation of any one or more of the first electric motor M1, the second electric motor M2, and the engine 8.

  In the above-described embodiment, the power transmission device 10 includes the power distribution mechanism 16 as the differential mechanism and the first electric motor M1, but these are not essential. For example, the first electric motor M1 and the power distribution mechanism 16 are included. It may be a so-called parallel hybrid vehicle in which the engine 8, the clutch, the second electric motor M2, the automatic transmission unit 20, and the drive wheels 38 are connected in series. In addition, since the said clutch between the engine 8 and the 2nd electric motor M2 is provided as needed, the structure where the said parallel hybrid vehicle is not equipped with the clutch can also be considered.

  Further, although the hybrid vehicle has been described in the above-described embodiment, it may be a normal engine vehicle or an electric vehicle.

  In the above-described embodiment, the torque compensator 72 executes the torque phase compensation control in the upshift of the automatic transmission unit 20 and executes the inertia phase compensation control in the downshift. Only one of the inertia phase compensation control may be executed.

  In the above-described embodiment, when the torque compensation start determining means 70 determines that the torque compensation start condition is satisfied, the torque compensating means 72 executes the shift torque control, and further performs the shift compensation. Prior to the execution of the hour torque control, the power balance change means 80 secures at least a part of the electric energy necessary for the execution of the gear change torque control. It is not necessary to perform the shift in the automatic transmission unit 20. For example, a condition for determining a shift of the automatic transmission unit 20 that should execute the shift torque control for the purpose of reducing a shift shock or the like is experimentally determined in advance, and the shift is performed based on the predetermined condition. In the shift of the automatic transmission unit 20 determined to be the execution target of the hour torque control, the securing of the electric energy and the torque control during the shift may be performed.

  In the above-described embodiment, prior to the execution of the shift torque control, the power balance change means 80 secures at least a part of the electric energy necessary for the execution of the shift torque control. When torque control is executed, it is not always necessary to ensure the electric energy. For example, when the predetermined condition for determining the securing of the electric energy is satisfied, such as when the remaining charge SOC of the power storage device 60 is lower than a predetermined value experimentally determined, the power balance is changed. The means 80 may secure at least a part of the electric energy necessary for executing the torque control during shifting.

  In the above-described embodiment, the time chart of FIG. 12 is an example of the upshift from the first speed of the automatic transmission unit 20 to the second speed, and the time chart of FIG. The downshift from the second speed to the first speed is taken as an example, but this is only an example of a shift between the first speed and the second speed for easy understanding, and automatic shifting. The present invention may be applied to shifting between the other speed stages of the unit 20.

  In the above-described embodiment, by controlling the operating state of the first motor M1, the differential unit 11 (power distribution mechanism 16) continuously changes its speed ratio γ0 from the minimum value γ0min to the maximum value γ0max. However, for example, the gear ratio γ0 of the differential unit 11 may be changed stepwise by using a differential action instead of continuously. Good.

  In the power transmission device 10 of the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 may be connected to the differential unit 11 via an engagement element such as a clutch. .

  In the power transmission device 10 of the above-described embodiment, the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected. M1 may be connected to the second rotation element RE2 via an engagement element such as a clutch, and the second electric motor M2 may be connected to the third rotation element RE3 via an engagement element such as a clutch.

  In the above-described embodiment, the automatic transmission unit 20 is connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheel 38, but the differential unit 11 is connected next to the automatic transmission unit 20. The order of connection may be used. In short, the automatic transmission unit 20 may be provided so as to constitute a part of a power transmission path from the engine 8 to the drive wheels 38.

  Further, according to FIG. 1 of the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series, but the electrical difference that can electrically change the differential state as the entire power transmission device 10. The present invention can be applied even if the differential unit 11 and the automatic transmission unit 20 are not mechanically independent as long as the function and the function of shifting by a principle different from the shift by the electric differential function are provided. Is done.

  In the above-described embodiment, the power distribution mechanism 16 is a single planetary, but may be a double planetary.

  In the above-described embodiment, the engine 8 is connected to the first rotating element RE1 constituting the differential planetary gear unit 24 so that power can be transmitted, and the first motor M1 can transmit power to the second rotating element RE2. The third rotation element RE3 is connected to the power transmission path to the drive wheel 38. For example, two planetary gear devices are connected to each other by a part of the rotation elements constituting the planetary gear device. , The engine, the electric motor, and the driving wheel are connected to the rotating element of the planetary gear device so that power can be transmitted, and the stepped speed change and the continuously variable are controlled by the clutch or brake connected to the rotating element of the planetary gear device. The present invention is also applied to a configuration that can be switched to a shift.

  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 above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited to this, and the interval between the engine 8 or the transmission member 18 and the drive wheels 38 is not limited thereto. May be directly or indirectly connected to the power transmission path via a transmission, a planetary gear device, an engagement device, or the like.

  In the power distribution mechanism 16 of the above-described embodiment, the differential carrier CA0 is connected to the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are the three elements CA0, S0, and R0 of the differential planetary gear unit 24. It can be connected to either of these.

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected, for example, via a gear, a belt, or the like, and does not need to be disposed on a common axis. .

  Further, the first motor M1 and the second motor M2 of the above-described embodiment are disposed concentrically with the input shaft 14, the first motor M1 is connected to the differential sun gear S0, and the second motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the differential sun gear S0 and the second motor M2 is transmitted through, for example, a gear, a belt, and a speed reducer. It may be connected to the member 18.

  In the above-described embodiment, the automatic transmission unit 20 is connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14 and is concentrically on the counter shaft. The automatic transmission unit 20 may be arranged. In this case, the differential unit 11 and the automatic transmission unit 20 are coupled so as to be able to transmit power, for example, as a transmission member 18 via a pair of transmission members including a counter gear pair, a sprocket and a chain.

  Further, the power distribution mechanism 16 of the above-described embodiment is composed of a pair of differential planetary gear devices 24, but is composed of two or more planetary gear devices in a non-differential state (constant shift state). It may function as a transmission having three or more stages.

  Further, the second electric motor M2 of the above-described embodiment is connected to the transmission member 18 that constitutes a part of the power transmission path from the engine 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 16 can be connected via an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 is changed by the second electric motor M2 instead of the first electric motor M1. The power transmission device 10 may be configured to be controllable.

  In the above-described embodiment, the power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0. However, the switching clutch C0 and the switching brake B0 are included in the power transmission device 10 separately from the power distribution mechanism 16. Also good. A configuration in which either one or both of the switching clutch C0 and the switching brake B0 is not conceivable is also conceivable.

  In the above-described embodiment, the differential unit 11 includes the first electric motor M1 and the second electric motor M2. However, the first electric motor M1 and the second electric motor M2 are different from the differential unit 11 in the power transmission device 10. 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 a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation and a hydraulic friction engagement device used in the case where the vehicle power transmission device of FIG. FIG. 3 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when 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 an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 4 was equipped. In the vehicle power transmission device of FIG. 1, an example of a pre-stored shift diagram that is configured in the same two-dimensional coordinates using the vehicle speed and the required output torque as parameters and is a basis for shift determination of the automatic transmission unit, An example of a switching diagram that is stored in advance as a basis for determining whether to change the shift state of the power transmission device for a vehicle and a boundary line between the engine traveling region and the motor traveling region for switching between engine traveling and motor traveling in advance. It is a figure which shows an example of the memorize | stored driving force source switching diagram, Comprising: It is also a figure which shows each relationship. It is a figure showing the optimal fuel consumption rate curve of the engine of FIG. It is the figure which showed the relationship between the input shaft rotational speed of an automatic transmission part, and the target torque phase compensation amount about each upshift of the automatic transmission part with which the vehicle power transmission device of FIG. 1 is provided. 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 for securing electric energy necessary for execution of torque control during shifting (torque phase compensation control). 6 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 for securing electric energy necessary for execution of torque control during shifting (inertia phase compensation control). When the accelerator pedal is depressed until the accelerator opening is fully opened, and the differential unit is unlocked, the gear position is upshifted from the first speed to the second speed in the automatic transmission unit. It is a time chart for demonstrating the control action shown by FIG. 10 as an example. FIG. 11 shows an example in which the gear position is downshifted from the second speed to the first speed in the automatic transmission section when the accelerator pedal is depressed and the differential section is unlocked. It is a time chart for demonstrating control action | operation.

Explanation of symbols

8: Engine 10: Power transmission device (vehicle power transmission device)
11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
20: Automatic transmission unit (stepped transmission unit)
38: Drive wheel 40: Electronic control device (control device)
72: Torque compensation means M1: first electric motor M2: second electric motor (electric motor)

Claims (10)

A control device for a vehicle power transmission device, comprising: an electric motor coupled to a drive wheel so as to be capable of transmitting power; and a stepped transmission that forms part of a power transmission path;
Actuation of the electric motor is performed at the time of gear shift control that suppresses fluctuations in the output shaft torque by compensating for the torque when the output shaft torque of the stepped transmission portion temporarily falls within the shift transition period of the stepped transmission portion. Including torque compensation means implemented by
A control device for a vehicular power transmission device, wherein at least a part of electric energy necessary for execution of torque control during shift is ensured before starting suppression of output shaft torque fluctuation in the torque control during shift. A differential mechanism coupled between the engine and the drive wheel; and a first electric motor coupled to the differential mechanism so as to be able to transmit power, and the operation state of the first electric motor is controlled to control the differential. An electric differential unit that controls a differential state of the mechanism, a second electric motor that is coupled to the drive wheel so as to be able to transmit power, and a stepped transmission that forms part of the power transmission path. A control device for a vehicle power transmission device,
Shift-time torque control that suppresses fluctuations in the output shaft torque by compensating for torque when the output shaft torque of the stepped transmission portion temporarily falls within the shift transition period of the stepped transmission portion. Including torque compensation means executed by operation of
When it is determined that shifting of the stepped transmission unit is required, a predetermined time until the start of suppression of fluctuations in the output shaft torque is compared with the case where the torque control during shifting is not executed. A control device for a vehicle power transmission device, wherein the output of the second electric motor is reduced. A differential mechanism coupled between the engine and the drive wheel; and a first electric motor coupled to the differential mechanism so as to be able to transmit power, and the operation state of the first electric motor is controlled to control the differential. An electric differential unit that controls a differential state of the mechanism, a second electric motor that is coupled to the drive wheel so as to be able to transmit power, and a stepped transmission that forms part of the power transmission path. A control device for a vehicle power transmission device,
Shift-time torque control that suppresses fluctuations in the output shaft torque by compensating for torque when the output shaft torque of the stepped transmission portion temporarily falls within the shift transition period of the stepped transmission portion. Including torque compensation means executed by operation of
When it is determined that shifting of the stepped transmission unit is required, a predetermined time until the start of suppression of fluctuations in the output shaft torque is compared with the case where the torque control during shifting is not executed. A control device for a vehicle power transmission device, wherein the output of the second electric motor is shifted toward the regeneration side. If it is determined that an upshift of the stepped transmission unit is required when the determination that the stepped transmission unit requires a shift is made, the shift is required for a predetermined time until the start of the suppression. 4. The control device for a vehicle power transmission device according to claim 2, wherein the time is from a time when it is determined to be a time until a torque phase starts within the shift transition period. 5. If the determination that the gear shift of the stepped transmission unit is required is the determination that the upshift of the stepped transmission unit is required, the determination that the gear shift is required starts from the time of determination that the gear shift is required. 5. The control device for a vehicle power transmission device according to claim 4, wherein the power balance of the entire vehicle is converged to zero until the time of the shift output commanding the shift execution of the step shift unit. When the determination that the gear shift of the stepped transmission unit is required is the determination that the upshift of the stepped transmission unit is required, the time when the determination that the gear shift is required is The control device for a vehicle power transmission device according to claim 4 or 5, wherein a shift determination is made that the shift of the step shifting portion is to be executed. If the determination that the stepped transmission unit is required to shift is a determination that the stepped transmission unit requires a downshift, the shift is required for a predetermined time until the start of the suppression. The control device for a vehicle power transmission device according to any one of claims 2 to 6, characterized in that the time is from the time when it is determined to be the time until the start of the inertia phase within the shift transition period. Suppressing fluctuations in the output shaft torque by the torque control during shift in the upshift of the stepped transmission unit means reducing the drop in the output shaft torque in the torque phase within the shift transition period. The control device for a vehicle power transmission device according to any one of claims 1 to 7, wherein the control device is a vehicle power transmission device. Suppressing fluctuations in the output shaft torque by the torque control during shift in the downshift of the stepped transmission unit means reducing the drop in the output shaft torque in the inertia phase within the shift transition period. The control device for a vehicle power transmission device according to any one of claims 1 to 8, wherein the control device is a vehicle power transmission device. 10. The vehicle power according to claim 1, wherein all of the electric energy necessary for execution of the shift torque control is ensured before the start of suppression of fluctuations in the output shaft torque. Control device for transmission device.

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