JP2011245892A - Power transmission device - Google Patents

Abstract

A power transmission device capable of suppressing a shift shock is provided.
A power transmission device is mounted on a vehicle and includes an engine, a first electric motor, a second electric motor, a continuously variable transmission, a stepped transmission, and a control unit. The continuously variable transmission includes a differential mechanism having a first element connected to the engine, a second element connected to the first electric motor, and a third element connected to the second electric motor. The stepped transmission unit is connected to the third element. The control means limits the range in which the torque input to the stepped transmission unit changes during the entire period or a part of the shift based on the accelerator opening or the change gradient of the accelerator opening.
[Selection] Figure 10

Description

  The present invention relates to a power transmission device provided in a vehicle.

  Conventionally, in order to suppress a shift shock, a power transmission device that controls the rotation speed of an electric motor so as to suppress a change in the rotation speed (rotation speed) of an engine before and after a shift is known. For example, in Patent Document 1, in a hybrid vehicle including a first electric motor and a second electric motor, an inertia compensation torque that compensates for fluctuations in the rotational speed due to inertia is calculated during a shift, and the target torque of the first electric motor is calculated as the inertia compensation torque. The technique which suppresses the change of the engine speed before and behind gear shifting by correcting according to the above is disclosed. In addition, Patent Document 2 discloses a technique related to the present invention.

JP 2007-118696 A JP 2009-248914 A

  In a power transmission device including an electric continuously variable transmission unit having an engine and two electric motors and a mechanical power transmission unit (stepped transmission unit), when the torque of the first motor is corrected by inertia compensation torque, stepped transmission There is a possibility that the input torque of the part fluctuates and a shift shock and a response delay occur. In this regard, Patent Document 1 and Patent Document 2 do not describe anything.

  This invention is made | formed in view of said point, and makes it a subject to provide the power transmission device which can suppress a shift shock.

  In one aspect of the present invention, a power transmission device includes an engine, a first electric motor, a second electric motor, a first element connected to the engine, a second element connected to the first electric motor, A continuously variable transmission including a differential mechanism having a third element coupled to the second motor, a stepped transmission coupled to the third element, and the entire period or a part of a period during the shift. And a control means for limiting a range in which the torque input to the stepped transmission unit during the period changes based on an accelerator opening or a change gradient of the accelerator opening.

  The power transmission device is mounted on a vehicle and includes an engine, a first electric motor, a second electric motor, a continuously variable transmission unit, a stepped transmission unit, and a control unit. The continuously variable transmission includes a differential mechanism having a first element connected to the engine, a second element connected to the first electric motor, and a third element connected to the second electric motor. The stepped transmission unit is connected to the third element. The control means is, for example, an ECU (Electronic Control Unit), and the accelerator opening is a range in which the torque (input torque) input to the stepped transmission unit during the entire period or a part of the period is changed. Or it restrict | limits based on the change gradient of an accelerator opening. Thus, the power transmission device can suppress the shift shock by limiting the range in which the input torque changes. In addition, the power transmission device can ensure responsiveness to the required driving force by limiting the range in which the input torque changes based on the accelerator opening or the change gradient of the accelerator opening. That is, the power transmission device can achieve both suppression of shift shock and responsiveness to the required driving force.

  In one aspect of the above power transmission device, the control means limits the range in a period corresponding to the inertia phase. In general, during the inertia phase, the actual value of the engine speed and the target value tend to deviate. Even in this case, the power transmission device can suppress the shift shock by limiting the range in which the input torque of the stepped transmission unit changes during the inertia phase.

  In another aspect of the power transmission device described above, the power transmission device further includes a power storage device that exchanges power with the first motor and the second motor, and the control unit is configured to allow charge power or / and discharge permission of the power storage device. Based on the electric power, the torque operation of the second motor or the torque operation of the first motor and the second motor is determined to limit the range. When the torque transmission of the second electric motor is executed, the power transmission device can limit the range in which the input torque changes without affecting the engine speed. On the other hand, when the torque transmission of the second electric motor is executed in the power transmission device, the charge / discharge amount of the power storage device increases. In addition, when the torque transmission of the first electric motor and the second electric motor is executed, the power transmission device suppresses the charge / discharge amount of the power storage device and limits the range in which the input torque changes while allowing the change in the engine speed. Is possible. Therefore, in this aspect, the power transmission device can suppress a shift shock while suppressing deterioration due to excessive charging / discharging of the power storage device.

  In another mode of the above power transmission device, the control means determines the range based on the oil temperature of the stepped transmission unit. Generally, the hydraulic response varies depending on the oil temperature of the stepped transmission. Further, at the time of shifting, it is necessary to appropriately set the hydraulic pressure according to the input torque of the stepped transmission unit. Therefore, in this aspect, the power transmission device can set the hydraulic pressure corresponding to the input torque of the stepped transmission unit by determining the range in which the input torque changes based on the oil temperature of the stepped transmission unit. Become.

  In another aspect of the power transmission apparatus, the control unit changes the range before and after the inertia phase.

  In another aspect of the power transmission apparatus, the control unit limits the range by limiting a change gradient of the torque. By doing in this way, the power transmission device can restrict | limit the range where input torque changes suitably, and can suppress a shift shock.

It is a lineblock diagram of the power transmission device concerning this embodiment. It is a figure which shows the engagement action | operation table | surface in a friction engagement apparatus. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotation element in a power transmission device. It is an example of the signal input from ECU and the signal output from ECU. It is a shift diagram used in the shift control of the stepped transmission unit. It is an example of the figure which shows the arrangement | sequence of a shift position. It is an example of the map referred by 3rd control and 4th control. It is a time chart which shows an example of the shift control which concerns on this embodiment at the time of a downshift. It is a time chart which shows an example of the shift control which concerns on this embodiment at the time of upshift. It is an example of the flowchart which shows the process sequence of this embodiment.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Basic configuration]
First, an example of a configuration of a vehicle power transmission device 10 according to the present embodiment will be described with reference to FIG.

  FIG. 1 is a configuration diagram of a power transmission device 10 for a vehicle. The power transmission device 10 mainly includes an input shaft 14, a damper 51 with a torque limiter, a continuously variable transmission unit 11, a stepped transmission unit 20, and an output shaft 22. The power transmission device 10 is suitably used for an FR (front engine / rear drive) type vehicle that is vertically installed in a hybrid vehicle, for example. The power transmission device 10 is provided between an engine 8 serving as a driving force source for traveling and a pair of driving wheels (not shown). The engine 8 is an internal combustion engine such as a gasoline engine or a diesel engine, and is connected to the input shaft 14. The drive wheel is connected to the output shaft 22. Since the power transmission device 10 is configured symmetrically with respect to its axis, the lower side is omitted in FIG. The input shaft 14 is an input rotating member disposed on a common axis in a transmission case 12 (hereinafter referred to as the case 12) as a non-rotating member attached to the vehicle body. The continuously variable transmission unit 11 is an electrical transmission unit that is indirectly connected to the input shaft 14 via a damper 51 with a torque limiter. The stepped transmission unit 20 is a stepped transmission that is connected in series via a transmission member (transmission shaft) 18 through a power transmission path between the continuously variable transmission unit 11 and a drive wheel (not shown). It is a transmission unit that functions as a machine. The drive shaft 22 is an output rotating member connected to the stepped transmission unit 20.

  The continuously variable transmission unit 11 includes a motor MG1, a power distribution mechanism 16, and a motor MG2. The power distribution mechanism 16 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the input shaft 14, and functions as a differential mechanism that distributes the output of the engine 8 to the motor MG 1 and the transmission member 18. The motors MG1 and MG2 are so-called motor generators that also have a power generation function. The motor MG1 has at least a generator (power generation) function for generating a reaction force, and the motor MG2 has at least an electric motor function for outputting a driving force as a driving force source for traveling. Further, the motor MG2 is provided so as to rotate integrally with the transmission member 18. The motor MG2 may be provided in any part constituting the power transmission path from the transmission member 18 to the drive wheel. The motor MG1 is an example of the “first electric motor” in the present invention, and the motor MG2 is an example of the “second electric motor” in the present invention.

The power distribution mechanism 16 is mainly configured by a single pinion type first planetary gear device 24 having a predetermined gear ratio ρ1 of about “0.418”, for example. The first planetary gear unit 24 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. A first ring gear R1 meshing with S1 is provided as a rotating element (element). When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR.
1.

  In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14 via a damper 51 with a torque limiter, the first sun gear S1 is connected to the motor MG1, and the first ring gear R1 is connected to the motor MG2 and the motor MG2. It is connected to the transmission member 18. The power distribution mechanism 16 has a differential state in which the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 24, are relatively rotatable with respect to each other so that a differential action works. Is done. Therefore, the output of the engine 8 is distributed to the motor MG1 and the transmission member 18, and electric energy generated from the motor MG1 is stored in a part of the distributed output of the engine 8, or the motor MG2 rotates. Driven. Thus, the continuously variable transmission unit 11 (power distribution mechanism 16) is in a so-called continuously variable transmission state (electric CVT state), and continuously changes the rotation of the transmission member 18 regardless of the predetermined rotation of the engine 8. Is possible. The first carrier CA1 is an example of the “first element” in the present invention, the first sun gear S1 is an example of the “second element” in the present invention, and the first ring gear R1 is in the present invention. It is an example of a “third element”.

  The stepped transmission unit 20 includes a single pinion type second planetary gear device 26, a single pinion type third planetary gear device 28, and a single pinion type fourth planetary gear device 30. The second planetary gear unit 26 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to be capable of rotating and revolving, and a second planetary gear P2. A second ring gear R2 meshing with the sun gear S2 is provided, and has a predetermined gear ratio ρ2 of about “0.562”, for example. The third planetary gear device 28 includes a third sun gear S3 via 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 planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.425”. The fourth planetary gear unit 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier gear CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And has a predetermined gear ratio ρ4 of about “0.421”, for example. 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, the number of teeth of the third ring gear R3 is ZR3, the number of teeth of the fourth sun gear S4 is ZS4, When the number of teeth of the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  In the stepped transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case via the first brake B1. 12 is selectively connected. The second carrier CA2 is selectively connected to the case 12 via the second brake B2, and the fourth ring gear R4 is selectively connected to the case 12 via the third brake B3. The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to the first clutch C1. Is selectively connected to the transmission member 18.

  The first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3 are hydraulic friction engagement devices that are often used in conventional vehicular automatic transmissions. These hydraulic friction engagement devices are devices that apply a hydraulic pressure to generate a frictional force between two members (for example, clutches) and engage the two members with each other. Examples of the hydraulic friction engagement device include a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, and one or two bands wound around the outer peripheral surface of a rotating drum. One end of each has a band brake or the like that is tightened by a hydraulic actuator, and selectively connects the members on both sides of the band brake.

  The vehicle also includes a first controller 31, a second controller 32, a power storage device 33, a hydraulic control device 34, and an ECU 40.

  The first controller 31 is for controlling the motor MG1, and the second controller 32 is for controlling the motor MG2. These controllers 31 and 32 are mainly composed of inverters, for example, and control the motors MG1 and MG2 corresponding to the motors MG1 and MG2 to function as electric motors or as generators, respectively. And is configured to control torque. The motors MG1 and MG2 are connected to the power storage device 33 via the controllers 31 and 32, respectively. The power storage device 33 supplies power to the motors MG1 and MG2, and when each motor MG1 and MG2 functions as a generator, the power storage device 33 is a device that charges and stores the power, and is a secondary battery (battery). , Lithium ion batteries, capacitors, nickel hydrogen ion batteries and the like.

  The hydraulic control device 34 is for controlling the engagement pressure and release pressure of each clutch and brake. The hydraulic control device 34 adjusts the hydraulic pressure generated by an oil pump (not shown) to the line pressure, and controls the engagement pressure of each friction engagement device using the line pressure as a source pressure, or the friction engagement device. Controls the release pressure when releasing. As the hydraulic control device 34, specifically, a hydraulic control device used in a conventional automatic transmission can be employed.

  As will be described in detail later, the ECU 40 has a CPU, R0M, RAM, an input / output interface, and the like, and controls the entire power transmission device 10 by controlling the controllers 31, 32 and the hydraulic control device 34 with electric signals. To do.

  In the power transmission device 10 configured as described above, the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3 are selectively engaged. Accordingly, any one of the first speed gear stage (first gear stage: 1st) to the fourth speed gear stage (fourth gear stage: 4th), the reverse gear stage (reverse gear stage: R), or neutral (N) is set. It is established selectively. A gear ratio “Y” that changes substantially in an equal ratio is obtained for each gear stage. Here, the transmission gear ratio Y is the rotational speed of the transmission member 18 (hereinafter referred to as “input rotational speed Nin”) and the rotational speed of the output shaft 22 (hereinafter referred to as “output rotational speed Nout”). And expressed by the following formula (1).

Y = Nin / Nout Formula (1)
FIG. 2 shows these engagement operation tables. In the engagement operation table shown in FIG. 2, a circle indicates that the engagement state is established, and no mark indicates that the release state is established.

  As shown in the engagement operation table of FIG. 2, the first gear (1st) is established by the engagement of the first clutch C1 and the third brake B3, and the engagement of the first clutch C1 and the second brake B2 is established. The second speed gear stage (2nd) is established, and the third speed gear stage (3rd) is established by engagement of the first clutch C1 and the first brake B1. Further, the fourth gear (4th) is established by the engagement of the first clutch C1 and the second clutch C2, and the reverse gear (Rev by the transmission) is established by the engagement of the second clutch C2 and the third brake B3. It is established. Here, as shown in FIG. 2, as a mode in which the vehicle moves backward, there is a mode (Rev by MG2) by the motor MG2 in addition to the mode by the reverse gear stage in the stepped transmission 20 described above. In this case, with the engagement of the first clutch C1 and the third brake B3 established, the motor MG2 is reversely rotated so that the vehicle moves backward. When the neutral “N” state is set, all the engagement mechanisms are released.

  FIG. 3 is a collinear diagram showing the relative relationship between the rotational speeds of the rotating elements in the power transmission device 10. The collinear chart 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. In FIG. 3, the lower horizontal line X1 of the three horizontal lines indicates the rotational speed “0”, and the upper horizontal line X2 indicates the rotational speed “1.0”, that is, the rotational speed of the engine 8 connected to the input shaft 14. (Hereinafter referred to as “engine rotational speed Ne”), and the horizontal line XG indicates the rotational speed of the transmission member 18.

  The three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the continuously variable transmission unit 11 are the first sun gear S1, the first sun gear S1, and the second It shows the relative rotational speeds of the first carrier CA1 corresponding to the one rotation element RE1 and the first ring gear R1 corresponding to the third rotation element RE3. The intervals between the vertical lines Y1, Y2, Y3 are determined according to the gear ratio ρ1 of the first planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the stepped transmission unit 20 are, in order from the left, the fourth rotation element RE4, the fifth rotation element RE5, the sixth rotation element RE6, and the seventh rotation element. RE7 and the eighth rotation element RE8 are shown. Here, the fourth rotating element RE4 is the second sun gear S2 and the third sun gear S3 that are connected to each other, the fifth rotating element RE5 is the second carrier CA2, and the sixth rotating element RE6 is the fourth sun gear S3. Ring gear R4. The seventh rotating element RE7 is a second ring gear R2, a third carrier CA3, and a fourth carrier CA4 that are connected to each other. The eighth rotating element RE8 is a third ring gear R3, a fourth carrier CA4 that are connected to each other. Sun gear S4. The intervals between the vertical lines Y4, Y5, Y6, Y7, and Y8 are determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomograph, if the distance between the sun gear and the carrier corresponds to “1”, the distance between the carrier and the ring gear corresponds to the gear ratio ρ of the planetary gear device. That is, in the continuously variable transmission 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 ρ1. . Further, in the stepped transmission 20, the interval between the sun gear and the carrier is set at an interval corresponding to “1” for each of the second, third, and fourth planetary gear devices 26, 28, and 30. Is set to an interval corresponding to the gear ratio ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the power transmission device 10 in the power distribution mechanism 16 (the continuously variable transmission 11) is the first rotating element RE1 (first carrier C) of the first planetary gear device 24. A1) is connected to the input shaft 14, that is, the engine 8, the second rotating element RE2 is connected to the motor MG1, and the third rotating element (first ring gear R1) RE3 is connected to the transmission member 18 and the motor MG2. Thereby, the rotation of the input shaft 14 is transmitted to the stepped transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

  Further, when the rotational speed of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1 is increased or decreased by controlling the reaction force generated by the power generation of the motor MG1, the intersection of the straight line L0 and the vertical line Y3 is obtained. The number of rotations of the first ring gear R1 shown decreases or increases.

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

  In the stepped transmission unit 20, as described above, the first gear (1st) is established by the engagement of the first clutch C1 and the third brake B3. At this time, the rotation speed of the sixth rotation element RE6 is “0”, and the rotation speed of the eighth rotation element RE8 is equal to the rotation speed of the third rotation element RE3. Therefore, in FIG. 3, an oblique straight line L1 passing through the intersection of the vertical line Y8 and the horizontal line XG and the intersection of the vertical line Y6 and the horizontal line X1 is an alignment chart of the first speed gear stage. The intersection of the straight line L1 and the vertical line Y7 indicates the output rotation speed Nout when the first speed gear stage.

  The second gear (2nd) is established by engagement of the first clutch C1 and the second brake B2. At this time, the fifth rotation element RE5 is “0”, and the rotation speed of the eighth rotation element RE8 is equal to the rotation speed of the third rotation element RE3. Accordingly, in FIG. 3, an oblique straight line L2 passing through the intersection of the vertical line Y8 and the horizontal line XG and the intersection of the vertical line Y5 and the horizontal line X1 is a collinear diagram of the second speed gear stage. In addition, the output rotation speed Nout when the intersection of the straight line L2 and the vertical line Y7 is the 2nd speed gear stage is shown.

  A third gear (3rd) is established by engagement of the first clutch C1 and the third brake B3. At this time, the fourth rotation element RE4 is “0”, and the rotation speed of the eighth rotation element RE8 is equal to the rotation speed of the third rotation element RE3. Therefore, in FIG. 3, an oblique straight line L3 passing through the intersection of the vertical line Y8 and the horizontal line XG and the intersection of the vertical line Y4 and the horizontal line X1 is an alignment chart of the third speed gear stage. The intersection of the straight line L3 and the vertical line Y7 indicates the output rotation speed Nout when the third speed gear stage.

  A fourth gear (4th) is established by engagement of the first clutch C1 and the second clutch C2. At this time, the rotation speeds of the fourth rotation element RE4 and the eighth rotation element RE8 are equal to the rotation speed of the third rotation element RE3. Accordingly, in FIG. 3, the straight line L4 along the horizontal line XG is a collinear diagram of the fourth speed gear stage. In addition, the output rotation speed Nout when the intersection of the straight line L4 and the vertical line Y7 is the fourth speed gear stage is shown.

  The reverse gear stage (Rev) by the transmission is established by the engagement of the second clutch C2 and the third brake B3. At this time, the rotation speed of the fourth rotation element RE4 is equal to the rotation speed of the third rotation element RE3, and the rotation speed of the sixth rotation element RE6 is “0”. Accordingly, in FIG. 3, an oblique straight line LR passing through the intersection of the vertical line Y4 and the horizontal line XG and the intersection of the vertical line Y6 and the horizontal line X1 is a collinear diagram of the reverse gear stage. The intersection of the straight line LR and the vertical line Y7 indicates the output rotation speed Nout when the reverse gear stage.

  Next, the electrical relationship between the ECU 40 and other components will be described with reference to FIG. FIG. 4 illustrates signals input to the ECU 40 and signals output from the ECU 40.

  The ECU 40 includes a so-called microcomputer including a CPU, R0M, RAM, and an input / output interface. The ECU 40 performs signal processing according to a program stored in advance in the R0M while utilizing the temporary storage function of the RAM, thereby performing drive control such as hybrid drive control related to the engine 8, the motors MG1 and MG2, and the shift control of the stepped transmission unit 20. Is to execute. The ECU 40 receives signals from the sensors and switches as shown on the left side of FIG. 4 and transmits control signals as shown on the right side of FIG. 4 to each device based on the received signals.

  The ECU 40 receives signals from sensors, switches, and the like as shown on the left side of FIG. For example, the ECU 40 receives a signal indicating the engine water temperature from the engine water temperature sensor, and receives a signal indicating the shift position from the shift position sensor. Further, ECU 40 receives a signal indicating the battery temperature of power storage device 33 from the battery temperature sensor, and receives a state of charge (SOC) such as a remaining capacity of power storage device 33 from the battery capacity sensor. The ECU 40 receives a signal indicating the rotational speed of the motor MG1 (hereinafter referred to as “MG1 rotational speed Nmg1”) from the MG1 rotational speed sensor, and the rotational speed of the motor MG2 (hereinafter referred to as “MG2 rotational speed” from the MG2 rotational speed sensor). Nmg2 "), and a signal indicating the engine speed Ne is received by the engine speed sensor. Further, the ECU 40 receives a signal instructing the M mode from the M (motor running) mode switch, receives an air conditioner signal indicating the operation of the air conditioner from the air conditioner switch, and indicates the vehicle speed corresponding to the output rotational speed Nout from the vehicle speed sensor. Receive a signal.

  Further, the ECU 40 receives an oil temperature signal indicating the hydraulic oil temperature (hereinafter referred to as “oil temperature Tat”) of the stepped transmission 20 from the AT oil temperature sensor, and from the ECT switch, an ECT (Electronic Controlled Transmission) mode. A setting signal indicating the setting is received, a signal indicating the side brake operation is received from the side brake switch, a signal indicating the foot brake operation is received from the foot brake switch, and a catalyst temperature signal indicating the catalyst temperature is received from the catalyst temperature sensor. Then, a signal corresponding to the accelerator opening (hereinafter referred to as “accelerator opening Acc”) indicating the amount of operation of the accelerator pedal corresponding to the driver's required output amount is received from the accelerator opening sensor. The ECU 40 receives a signal indicating the cam angle from the cam angle sensor, receives a snow mode setting signal indicating the snow mode setting from the snow mode switch, and receives an acceleration signal indicating the longitudinal acceleration of the vehicle from the vehicle acceleration sensor. The ECU 40 receives an auto cruise signal indicating auto cruise travel from the auto cruise setting switch, and receives a vehicle weight signal from the vehicle weight sensor. Further, the ECU 40 receives a signal indicating the turbine rotational speed corresponding to the input rotational speed Nin by the turbine rotational speed sensor.

  The ECU 40 transmits a control signal to each device as shown on the right side of FIG. For example, the ECU 40 transmits a control signal for operating the opening of the electronic throttle valve to the throttle actuator, transmits a control signal for adjusting the supercharging pressure to the turbocharger, and controls for operating the electric air conditioner. A signal is transmitted to the electric air conditioner, and a control signal for instructing the ignition timing of the engine 8 is transmitted to the ignition device. The ECU 40 transmits a control signal instructing the operation of the motors MG1 and MG2 to the first and second controllers 31 and 32, and transmits a control signal for adjusting the amount of power that can be stored and discharged to the power storage device 33. Then, a gear ratio display signal for displaying the gear ratio is transmitted to the gear ratio indicator, and a snow mode display signal for displaying the snow mode is transmitted to the snow mode indicator. The ECU 40 transmits a control signal for adjusting the hydraulic pressure to the AT line pressure control solenoid and the AT solenoid, and transmits an ABS operation signal for preventing slippage of the vehicle during braking to the ABS actuator, and the M mode is selected. An M-mode display signal for indicating that this is being performed is transmitted to the M-mode indicator. The ECU 40 transmits a control signal for operating the mechanical oil pump and the electric oil pump, which are hydraulic sources of the hydraulic control device 34, to the mechanical oil pump and the electric oil pump. The ECU 40 transmits a control signal for driving the electric heater to the electric heater, transmits a control signal for cruise control to the cruise control computer, and adjusts the fuel injection amount supplied into the cylinder of the engine 8. A control signal is supplied to the fuel injection device.

  FIG. 5 shows a shift diagram used in the shift control of the stepped transmission unit 20, with the vehicle speed on the horizontal axis and the output torque (drive torque) on the vertical axis, and these vehicle speed and output torque as parameters. As shown in FIG.

  A solid line in FIG. 5 indicates an upshift line, and serves as a boundary between shift speed regions when the upshift is performed. Further, the broken line in FIG. 5 indicates a downshift line, which is a boundary between the respective shift speed regions when downshifting. Moreover, the area | region enclosed with a dashed-dotted line is a motor driving | running | working area | region, and driving | running | working is carried out by the motor MG2, for example, in the state where the engine 8 is not operating. All of these shift speeds can be set when the drive range (drive position) is selected, but in the manual shift mode (manual mode), the shift speed on the high speed side is limited.

  FIG. 6 shows an arrangement of shift positions in the shift device 42 that outputs a shift position signal to the ECU 40. Parking (P), reverse speed (R: reverse), neutral (for maintaining the vehicle in a stopped state) N) Each position of the drive (D) is arranged almost linearly. This arrangement direction is, for example, a direction along the front-rear direction of the vehicle. A manual position (M) is provided at a position adjacent to the drive position in the width direction of the vehicle, and an upshift position (+) and a downshift position (− ) And are provided. Each of these shift positions is connected by a guide groove 44 that guides the shift lever 43. Therefore, by moving the shift lever 43 along the guide groove 44, an appropriate shift position is selected, and the selected shift position is selected. A position signal is input to the ECU 40.

  When the drive position is selected, all the forward gears from the first gear to the fourth gear in the stepped transmission unit 20 are set according to the traveling state. On the other hand, when the shift lever 43 is moved from the drive position to the manual position, the drive position is maintained, and shifting up to the fourth gear is possible. Each time the lever 43 is moved, a downshift signal (downrange signal) is output, the third range in which the fourth gear or higher is prohibited, the third range in which the third or higher gear is prohibited, and the first gear It is possible to switch to the L range fixed to. Each time an upshift position is selected, an upshift signal (uprange signal) is output, and the range is sequentially switched to the high speed side.

  Hereinafter, the “inertia phase” refers to an engagement device (hereinafter referred to as “an inertia phase”) that is in a disengaged state at a shift stage before a shift and an engaged state at a shift stage after a shift. (Hereinafter referred to as “engagement device after shift”) is gradually shifted to the engaged state by controlling the engagement hydraulic pressure, and is an engagement device (taken state at the shift stage before the shift and released state at the shift stage after the shift). Hereinafter, in the process in which the “engagement device before shift” shifts to the release state by controlling the engagement hydraulic pressure, the input rotation speed Nin actually changes from the synchronous rotation speed before the shift to the synchronous rotation speed after the shift. And means the period of ascending. Further, “charge allowable power Win” refers to an upper limit value of power that can be charged by power storage device 33, and “discharge allowable power Wout” refers to a lower limit value of power that can be discharged from power storage device 33.

[Shift shock suppression method]
Next, the control for suppressing the shift shock executed by the ECU 40 in the present embodiment will be specifically described. The ECU 40 changes the range (hereinafter referred to as “input torque change range”) in which the torque (hereinafter referred to as “input torque Tin”) input to the transmission member 18 in the entire period or a part of the shift is changed. Called "Wtin"). In other words, the ECU 40 limits the input torque Tin to be within a predetermined range during the entire period or a part of the period during the shift. The ECU 40 determines a range for limiting the input torque change range Wtin with reference to a predetermined map or the like based on, for example, the input torque Tin at the start of the limitation. The above map is a map of the input torque Tin at the start of the limit and the input torque change range Wtin that can suppress the shift shock, and is specifically created in advance based on experiments or the like.

  Hereinafter, an example of specific means for limiting the input torque change range Wtin will be described. Schematically, during the period in which the input torque change range Wtin is limited, the ECU 40 uses the absolute value of the change gradient of the input torque Tin (hereinafter referred to as “input torque change dTin”) as the motor MG1 and / or the motor. It is limited by controlling MG2. In other words, the ECU 40 allows the actual value of the engine speed Ne to follow the target value, and limits the input torque change dTin during the shift. Thus, the ECU 40 limits the input torque change range Wtin to a range in which the shift shock can be suppressed, and suppresses the shift shock and the response delay due to the excessive fluctuation of the input torque Tin.

  Hereinafter, this will be specifically described in the first to fourth controls. The ECU 40 may execute any combination of the first control to the fourth control.

(First control)
In the first control, the ECU 40 controls the motors MG1 and MG2 so as to limit the input torque change dTin during the inertia phase. As a result, the ECU 40 limits the input torque change range Wtin and suppresses the shift shock.

  This will be supplementarily described. In general, at the time of shifting, the target value and the actual value of the engine speed Ne deviate during the inertia phase due to a transient state such as a change in the input speed Nin of the stepped transmission 20 and a change in the accelerator opening Acc, There is a risk that a shift shock will occur. On the other hand, even when the target value and the actual value of the engine speed Ne deviate from each other, if the input torque change dTin is appropriately limited, the input torque change range Wtin is limited and the shift shock is reduced.

  In consideration of the above, the ECU 40 limits the input torque change dTin during the inertia phase. Specifically, ECU 40 controls motors MG1 and MG2 such that input torque change dTin is equal to or less than a predetermined limit value (hereinafter referred to as “limit value dTinth”). Here, the ECU 40 determines the limit value dTinth described above with reference to a predetermined map based on, for example, the driving state. A specific example of the method for setting the limit value dTinth will be described in detail in the third control and the fourth control. Thus, the ECU 40 can suppress the occurrence of a shift shock by restricting the input torque change dTin while allowing the actual value of the engine speed Ne to follow the target value.

  In addition, preferably, when it is estimated that the change width of the input torque Tin before and after the shift is small during the downshift, the ECU 40 limits the input torque change dTin from the start of the shift. Control MG2. Thereby, the ECU 40 reliably suppresses the shift shock. For example, the ECU 40 determines that the change width of the input torque Tin before and after the shift is small when the depression speed of the accelerator pedal at the start of the shift, that is, the change gradient of the accelerator opening Acc is equal to or less than a predetermined value. Limit the input torque change dTin. The predetermined value is determined in advance based on, for example, experiments. That is, in this case, the ECU 40 determines that the input torque Tin is already large at the start of the shift, and suppresses the shift shock by limiting the input torque change dTin from the start of the shift.

(Second control)
Instead of or in addition to the first control, the ECU 40 performs either torque operation of the motor MG2 or torque operation of the motor MG1 and the motor MG2 based on the charge allowable power Win or / and the discharge allowable power Wout. The operation determines whether to limit the input torque change dTin. As a result, the ECU 40 suppresses the shift shock while suppressing the deterioration of the power storage device 33 based on excessive charging / discharging while limiting the input torque change range Wtin.

  This will be specifically described. First, the ECU 40 estimates the charge allowable power Win and the discharge allowable power Wout at the start of shifting. For example, the ECU 40 estimates the allowable charging power Win and the allowable discharging power Wout with reference to a predetermined map based on the battery temperature of the power storage device 33 and the like.

  Next, even if the ECU 40 limits the input torque change dTin by operating the torque of the motor MG2 (hereinafter referred to as “MG2 torque Tmg2”), charging / discharging exceeding the charge allowable power Win and the discharge allowable power Wout does not occur. It is determined whether or not. For example, when the ECU 40 limits the input torque change dTin by suppressing the MG2 torque Tmg2, when the charge allowable power Win is greater than or equal to a predetermined value, the charge amount generated by the suppression of the MG2 torque Tmg2 is equal to the charge allowable power Win. Judge that there is no risk of exceeding. The predetermined value is determined in advance based on, for example, experiments and is stored in the memory of the ECU 40.

  When the ECU 40 determines that charging / discharging exceeding the allowable charging power Win and the allowable discharging power Wout does not occur even if the input torque change dTin is limited by the operation of the MG2 torque Tmg2, the input is performed by operating the MG2 torque Tmg2. Limit torque change dTin. That is, the ECU 40 limits the input torque change dTin based on the MG2 torque Tmg2 within a range where charging / discharging does not exceed the charge allowable power Win and the discharge allowable power Wout. In other words, in this case, the ECU 40 does not cause excessive charging / discharging of the power storage device 33 and the torque of the motor MG1 corresponding to the reaction torque of the engine 8 (hereinafter referred to as “MG1 torque Tmg1”). The input torque change dTin is limited without operating the. Thus, ECU 40 can limit input torque change dTin and input torque change range Wtin without causing deterioration of power storage device 33 and without affecting engine speed Ne.

  On the other hand, when ECU 40 determines that charging / discharging exceeding allowable charging power Win or allowable discharging power Wout may occur if input torque change dTin is limited by MG2 torque Tmg2, in addition to MG2 torque Tmg2, MG1 torque Tmg1 is operated. By doing so, the input torque change dTin is limited. Specifically, ECU 40 adjusts MG1 torque Tmg1 and MG2 torque Tmg2 so as to reduce the charge / discharge generated by the operation of MG2 torque Tmg2 by the operation of MG1 torque Tmg1. For example, when the MG2 torque Tmg2 is suppressed when limiting the input torque change dTin, the ECU 40 increases the MG1 torque Tmg1 to adjust the charge amount of the power storage device 33 to be equal to or less than the charge allowable power Win. . Thereby, ECU40 can suppress overcharge, suppressing input torque change dTin and restricting input torque change range Wtin.

  Preferably, the ECU 40 changes the limit value dTinth of the input torque change dTin before and after the start of the inertia phase. For example, the ECU 40 increases the limit value dTinth before the start of the inertia phase than after the start of the inertia phase. In general, before the start of the inertia phase, charge / discharge accompanying the limitation of the input torque change dTin is greater than after the start of the inertia phase. Therefore, the ECU 40 increases the limit value dTinth before the start of the inertia phase so as to relax the limit compared to that during the inertia phase, thereby reducing the burden on the power storage device 33 and suppressing the deterioration of the power storage device 33. it can.

(Third control)
In the third control, the ECU 40 determines the limit value dTinth according to the oil temperature Tat instead of or in addition to the first to second controls. Thus, the ECU 40 appropriately limits the input torque change range Wtin in accordance with the hydraulic response of the stepped transmission 20.

  This will be described with reference to FIG. FIG. 7A shows an example of a map used when the ECU 40 determines the limit value dTinth based on the oil temperature Tat during the shift based on the downshift. The map shown in FIG. 7A is created in advance based on, for example, experiments, and is stored in the memory of the ECU 40.

  First, the ECU 40 detects the oil temperature Tat at the time of shifting, and determines the limit value dTinth with reference to the map shown in FIG. At this time, as shown in FIG. 7, the limit value dTinth is set so as to increase as the oil temperature Tat increases, that is, as the oil temperature Tat increases, the limit of the input torque Tin is relaxed.

  This will be supplementarily described. In general, the ECU 40 needs to set the hydraulic pressure of the stepped transmission unit 20 in accordance with the input torque Tin. On the other hand, when the oil temperature Tat is low, the response of the hydraulic pressure is lowered. Considering the above, when the oil temperature Tat is low, the ECU 40 sets the limit value dTinth to be small in consideration of the hydraulic response. Thus, the ECU 40 can appropriately determine the limit value dTinth in consideration of the hydraulic response.

(4th control)
In the fourth control, instead of or in addition to the first to third controls, the ECU 40 changes to the accelerator opening Acc or the change gradient of the accelerator opening Acc (hereinafter referred to as “accelerator opening change dAcc”). Based on this, the limit value dTinth is set. Thereby, the ECU 40 satisfies the required driving force and improves the responsiveness while limiting the input torque change range Wtin and suppressing the shift shock.

  This will be specifically described with reference to FIGS. 7B and 7C. FIG. 7B shows an example of a map that is referred to when the ECU 40 determines the limit value dTinth based on the accelerator opening Acc during the shift based on the downshift. FIG. 7C is an example of a map that is referred to when the ECU 40 determines the limit value dTinth based on the accelerator opening change dAcc during the shift based on the downshift. The map shown in FIG. 7B or FIG. 7C is created in advance based on, for example, experiments, and at least one is stored in the memory of the ECU 40.

  In the fourth control, the ECU 40 calculates the accelerator opening Acc or the accelerator opening change dAcc at the time of shifting. For example, the ECU 40 sets the accelerator opening change dAcc to the difference between the continuously acquired accelerator opening Acc. Then, the ECU 40 calculates a limit value dTinth with reference to FIG. 7B or FIG. 7C based on the calculated accelerator opening Acc or accelerator opening change dAcc. Here, in FIG. 7B, the limit value dTinth is set so as to increase as the accelerator opening Acc increases, that is, as the accelerator opening Acc increases, the limit of the input torque Tin is relaxed. Similarly, in FIG. 7C, the limit value dTinth is set so as to increase as the accelerator opening change dAcc increases, that is, as the accelerator opening change dAcc increases, the limit of the input torque Tin is relaxed.

  Thus, the ECU 40 gives priority to the drive response of the vehicle when the accelerator opening Acc or the accelerator opening change dAcc is large and the required driving force is high. Thereby, ECU40 can implement | achieve coexistence with drive response of a vehicle, and suppression of a shift shock.

  Here, a supplementary description will be given of a case where the third control and the fourth control are executed simultaneously. In this case, the ECU 40 determines the limit value dTinth with reference to a predetermined map based on the oil temperature Tat and the accelerator opening Acc or the accelerator opening change dAcc. In this case, the above-described map is a map in which the limit value dTinth corresponding to the oil temperature Tat and the accelerator opening Acc or the accelerator opening change dAcc is specified, and is specifically created in advance based on experiments or the like. , Stored in the memory of the ECU 40. Even in this case, the greater the accelerator opening degree Acc or the accelerator opening change dAcc, that is, the higher the required driving force, the higher the limit value dTinth is set, and the higher the oil temperature Tat, the higher the limit value dTinth. Is set. Thereby, ECU40 can implement | achieve coexistence with the drive response of a vehicle, and suppression of a shift shock, considering hydraulic response.

[Time chart]
Next, an outline of processing executed by the ECU 40 in each of the downshift case and the upshift case will be described with reference to the time charts of FIGS.

(Downshift)
FIG. 8 is an example of a time chart showing an outline of processing when downshifting is executed. In FIG. 8, in addition to the processing based on the first control to the fourth control described above, a comparison is made when the MG1 torque Tmg1 is operated in order to suppress the deviation between the target value and the actual value of the engine speed Ne. An example process is also shown.

  FIG. 8 shows, in order from the top, the gear stage, the accelerator opening Acc, the MG2 rotational speed Nmg2, the engine rotational speed Ne, the MG2 torque Tmg2, the MG1 torque Tmg1, the input torque Tin, and the output torque “Tout corresponding to the input rotational speed Nin. Is shown. In FIG. 8, the graph “A3” corresponds to the time change of the MG2 rotation speed Nmg2 based on the first to fourth controls, and the graph “B1” corresponds to the time change of the MG2 rotation speed Nmg2 according to the comparative example. The graph “A4” corresponds to the temporal change of the actual value of the engine speed Ne based on the first to fourth controls, and the graph “A5” corresponds to the temporal change of the target value of the engine speed Ne. The graph “B2” corresponds to the time change of the actual value of the engine speed Ne according to the comparative example. The graph “A6” corresponds to the time change of the MG2 torque Tmg2 based on the first control to the fourth control, and the graph “B3” corresponds to the time change of the MG2 torque Tmg2 according to the comparative example. The graph “A7” corresponds to the time change of the MG1 torque Tmg1 based on the first to fourth controls, and the graph “B4” corresponds to the time change of the MG1 torque Tmg1 according to the comparative example. The graph “A8” corresponds to the time change of the input torque Tin based on the first to fourth controls, and the graph “B5” corresponds to the time change of the input torque Tin according to the comparative example. Further, the graph “A9” corresponds to the time change of the output torque Tout based on the first to fourth controls, and the graph “B6” corresponds to the time change of the output torque Tout according to the comparative example. Further, the time period from “t1” to time “t3” corresponds to a period during which a shift is performed, and the period from time “t2” to time “t3” corresponds to an inertia phase period.

  First, processing based on the first to fourth controls will be described. At time t1, as the accelerator opening degree Acc increases, the gear stage is changed from “second speed” to “first speed” (see graphs A1 and A2). After time t1, the ECU 40 adjusts the hydraulic pressure of the second brake B2 so as to change the engagement pressure of the second brake B2 from the engaged state to the released state based on the map shown in FIG. To do. Further, the ECU 40 adjusts the hydraulic pressure of the third brake B3 so as to change the engagement pressure of the third brake B3 from the released state to the engaged state.

  Further, the ECU 40 determines that the change gradient of the accelerator opening Acc is equal to or less than a predetermined value at the time t1 when the shift is started, and limits the input torque change dTin from the time t1 that is the shift start time based on the first control. (Refer to graphs A2 and A8).

  At this time, the ECU 40 determines that the allowable charging power Win is sufficient based on the battery temperature or the like, and operates only the MG2 torque Tmg2 based on the second control, thereby limiting the input torque change dTin based on the limit value dTinth. (Refer to graph A6). Thereby, ECU40 can suppress the shift shock resulting from the fluctuation | variation of the input torque change dTin. Then, the ECU 40 charges surplus power generated by suppressing the MG2 torque Tmg2 (see the hatched portion between the graph B3 and the graph A6).

  The ECU 40 determines the limit value dTinth described above based on the third control and / or the fourth control. For example, the ECU 40 determines the limit value dTinth with reference to a map of the accelerator opening Acc or the accelerator opening change dAcc and the limit value dTinth based on the fourth control. Thereby, ECU40 can make compatible request | requirement driving force and suppression of a shift shock appropriately.

  Next, at time t2, the inertia phase is started, and the MG2 rotation speed Nmg2 equivalent to the input rotation speed Nin starts to increase (see graph A3). At time “t2α”, the ECU 40 increases the MG1 torque Tmg1 (see graph A7). Then, after time t2α, ECU 40 consumes electric power for increasing MG1 torque Tmg1 (see the hatched portion between graph A7 and graph B4). At this time, since the MG1 torque Tmg1 corresponding to the reaction torque of the engine 8 has increased, the actual value of the engine speed Ne increases (see graph A4). As a result, the actual value of the engine speed Ne changes in a direction that deviates from the target value of the engine speed Ne (see graphs A4 and A5). Even in this case, the ECU 40 limits the input torque change dTin based on the limit value dTinth, thereby limiting the input torque change range Wtin and suppressing the occurrence of a shift shock. At time t3, MG2 rotation speed Nmg2 is stabilized, and the shift is completed.

  Next, a comparative example will be described. In the comparative example, the ECU 40 operates the MG1 torque Tmg1 so as to suppress the deviation between the actual value of the engine speed Ne and the target value after the time t1. Then, due to the operation of the MG1 torque Tmg1, the input torque Tin varies after time t1 (see graph B5). During the inertia phase, the input rotational speed Nin corresponding to the input rotational speed Nin greatly changes due to the fluctuation of the input torque Tin (see graph B1). Therefore, a shift shock occurs in the comparative example. On the other hand, in the present embodiment, the ECU 40 can limit the input torque change range Wtin by limiting the input torque change dTin based on the limit value dTinth, and can suppress the occurrence of a shift shock.

(Upshift)
FIG. 9 is an example of a time chart showing an outline of processing when upshifting is executed. In FIG. 9, in addition to the processing based on the first to fourth controls described above, a comparative example in which the MG1 torque Tmg1 is operated in order to suppress the deviation between the target value and the actual value of the engine speed Ne. This process is also shown.

  FIG. 9 shows the gear stage, accelerator opening Acc, MG2 rotation speed Nmg2, MG2 torque Tmg2, MG1 torque Tmg1, input torque Tin, and output torque Tout in order from the top. In FIG. 9, the graph “C3” corresponds to the time change of the MG2 rotation speed Nmg2 based on the first to fourth controls, and the graph “D1” corresponds to the time change of the MG2 rotation speed Nmg2 according to the comparative example. The graph “C5” corresponds to the time change of the MG2 torque Tmg2 based on the first to fourth controls, and the graph “D2” corresponds to the time change of the MG2 torque Tmg2 according to the comparative example. The graph “C6” corresponds to the time change of the MG1 torque Tmg1 based on the first to fourth controls, and the graph “D3” corresponds to the time change of the MG1 torque Tmg1 according to the comparative example. The graph “C7” corresponds to the time change of the input torque Tin based on the first to fourth controls, and the graph “D4” corresponds to the time change of the input torque Tin according to the comparative example. The graph “C8” corresponds to the time change of the output torque Tout based on the first to fourth controls, and the graph “D5” corresponds to the time change of the output torque Tout according to the comparative example. Further, the time from “t11” to time “t13” corresponds to the shift period based on the first to fourth controls, and the time from time t12 to time t13 corresponds to the inertia phase based on the first to fourth controls.

  First, processing based on the first to fourth controls will be described. At time t1, the gear stage is changed from “first speed” to “second speed” (see graph C1). After time t1, the ECU 40 adjusts the hydraulic pressure of the third brake B3 so as to change the engagement pressure of the third brake B3 from the engaged state to the released state based on the map shown in FIG. To do. Further, the ECU 40 adjusts the hydraulic pressure of the second brake B2 so as to change the engagement pressure of the second brake B2 from the released state to the engaged state.

  Next, the ECU 40 limits the input torque change dTin to be equal to or less than the limit value dTinth from the time t12 when the inertia phase starts (see graph C7). At this time, the ECU 40 determines the limit value dTinth of the input torque change dTin based on the third control or / and the fourth control. For example, the ECU 40 determines the limit value dTinth from the oil temperature Tat based on the third control with reference to a predetermined map corresponding to FIG.

  At time “T12α”, the accelerator opening Acc increases based on the depression of the driver's accelerator pedal (see graph C2). As a result, the engine speed Ne increases (see graph C4). However, even in this case, the ECU 40 suppresses the input torque change dTin based on the limit value dTinth by suppressing the increase in the MG2 torque Tmg2 (see graphs C5 and C7). The ECU 40 suppresses the MG2 torque Tmg2 (see the hatched portion between the graph C5 and the graph D2) and does not change the MG1 torque Tmg1 (see the hatched portion between the graph C6 and the graph D3). ), The power storage device 33 is charged as compared with the comparative example.

  At time t13, the MG2 rotation speed Nmg2 corresponding to the input rotation speed Nin is stabilized, and the shift is completed (see graph C3).

  On the other hand, in the comparative example, after time t12α when the accelerator opening degree Acc changes, the MG1 torque Tmg1 is temporarily increased in order to suppress the deviation between the target value and the actual value of the engine speed Ne (see graph D3). ). Accordingly, after time t12α, the input torque change dTin increases (see graph D4). Then, due to the increase in the input torque Tin, the gradient of change in the MG2 rotational speed Nmg2, which is equivalent to the input rotational speed Nin, varies (see graph D1). As a result, in the comparative example, the shift period is extended to time “t13α”.

  On the other hand, in the process based on the first to fourth controls, the ECU 40 limits the input torque change dTin after the time t12 corresponding to the start of the inertia phase, thereby suppressing the fluctuation of the change gradient of the MG2 rotation speed Nmg2. (See graph C3). Thereby, the ECU 40 can suppress the expansion of the shift period.

[Processing flow]
Next, the processing procedure of this embodiment will be described with reference to FIG. FIG. 10 is an example of a flowchart illustrating a processing procedure when the second control and the fourth control are executed. The ECU 40 repeatedly executes the process of the flowchart shown in FIG. 10 according to a predetermined cycle.

  First, the ECU 40 determines whether or not shifting is in progress (step S101). If the ECU 40 determines that a shift is being performed (step S101; Yes), the process proceeds to step S102. On the other hand, when the ECU 40 determines that the speed is not being changed (step S101; No), the process of the flowchart is terminated.

  Next, the ECU 40 determines a limit value dTinth based on the accelerator opening Acc or the accelerator opening change dAcc (step S102). For example, the ECU 40 refers to a map corresponding to FIG. 7B or 7C, and determines the limit value dTinth from the accelerator opening Acc or the accelerator opening change dAcc. Thus, the ECU 40 can determine the limit value dTinth so as to satisfy the required driving force while suppressing the shift shock.

  Then, the ECU 40 determines whether or not the input torque change dTin is larger than the limit value dTinth (step S103). Thereby, the ECU 40 determines whether or not the input torque change dTin needs to be suppressed in order to suppress the shift shock. When the ECU 40 determines that the input torque change dTin is larger than the limit value dTinth (step S103; Yes), the ECU 40 performs the processing after step S104 to suppress the input torque change dTin. On the other hand, when the ECU 40 determines that the input torque change dTin is not greater than the limit value dTinth (step S103; No), that is, when the input torque change dTin is equal to or less than the limit value dTinth, it is necessary to suppress the input torque change dTin. It is determined that there is not, and the process of the flowchart ends.

  Next, the ECU 40 determines whether or not there is a margin in the allowable charging power Win and the allowable discharging power Wout (step S104). Specifically, the ECU 40 determines whether or not charging / discharging exceeding the allowable charging power Win or the allowable discharging power Wout is performed when the MG2 torque Tmg2 is operated in step S105. When the ECU 40 determines that the allowable charging power Win and the allowable discharging power Wout are sufficient (step S104; Yes), that is, when operating the MG2 torque Tmg2, the allowable charging power Win and the allowable discharging power Wout are exceeded. When it is determined that there is no possibility of charging / discharging, the input torque change dTin is suppressed based on the operation of the MG2 torque Tmg2 (step S105). As a result, the ECU 40 can suppress the shift shock by limiting the input torque change range Wtin while preventing the influence on the engine speed Ne.

  On the other hand, when the ECU 40 determines that the allowable charging power Win and the allowable discharging power Wout are not sufficient (step S104; No), that is, when operating only the MG2 torque Tmg2, the allowable charging power Win or the allowable discharging power Wout. When it is determined that there is a possibility that charging / discharging exceeding 2 is performed, the input torque change dTin is suppressed based on the operation of the MG1 torque Tmg1 and the MG2 torque Tmg2 (step S106). Thereby, ECU40 can restrict | limit input torque change range Wtin and can suppress a shift shock, suppressing the excessive charging / discharging of the electrical storage apparatus 33, suppressing the deterioration of the electrical storage apparatus 33. FIG.

[Modification]
In the description of FIG. 6, an upshift position (+) and a downshift position (−) are provided on both sides of the vehicle in the front-rear direction across the manual position. Instead of this, the power transmission device 10 may allow the driver to arbitrarily set a deceleration based on the braking by the load torque from the engine 8, the motor MG1, and / or the motor MG2. In this case, the ECU 40 increases the deceleration according to the number of times the driver presses (+) in FIG. 6, and reduces the deceleration according to the number of times the driver presses (−) in FIG. 6. Reduce. Even in this case, the ECU 40 can suppress the shift shock by limiting the input torque change dTin during the shift.

8 Engine 10 Power transmission device 11 Continuously variable transmission unit 20 Stepped transmission unit 34 Hydraulic control device 40 ECU
MG1, MG2 Motor C1, C2, B1, B2, B3 Friction engagement device

Claims (6)

Engine,
A first electric motor;
A second electric motor;
A continuously variable transmission including a differential mechanism having a first element coupled to the engine, a second element coupled to the first motor, and a third element coupled to the second motor;
A stepped transmission connected to the third element;
A control means for limiting a range in which the torque input to the stepped transmission unit during the entire period or a part of the speed change is changed based on an accelerator opening or a change gradient of the accelerator opening;
A power transmission device comprising:   The power transmission device according to claim 1, wherein the control unit limits the range in a period corresponding to an inertia phase. A power storage device that exchanges power with the first motor and the second motor;
The control means is based on the torque operation of the second motor or the torque operation of the first motor and the second motor based on the charge allowable power or / and discharge allowable power of the power storage device. The power transmission device according to claim 1, wherein the power transmission device determines whether to limit the range.   The power transmission device according to any one of claims 1 to 3, wherein the control means determines the range based on an oil temperature of the stepped transmission unit.   The power transmission device according to any one of claims 1 to 4, wherein the control unit changes the range before and after the inertia phase.   The power transmission device according to any one of claims 1 to 5, wherein the control unit limits the range by limiting a change gradient of the torque.

Images