JP5527085B2 - Control device for vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device having an electric continuously variable transmission and a mechanical stepped transmission, and more particularly, when the continuously variable transmission and the stepped transmission are both shifted. It is about control.

  (a) a differential mechanism having a first rotating element coupled to the engine, a second rotating element coupled to the first rotating machine, and a third rotating element coupled to the transmission member; and a differential mechanism coupled to the transmission member. An electric continuously variable transmission comprising: a second rotating machine; and (b) an engagement of a plurality of friction engagement devices disposed in a power transmission path between the transmission member and the drive wheel. There has been proposed a vehicle drive device having a mechanical stepped transmission in which a plurality of gear stages having different gear ratios according to a released state are established. The device described in Patent Document 1 is an example, so that the rotational speed of the differential mechanism and the rotational speed of the engine coincide with the synchronous rotational speed after the shift when the continuously variable transmission or the stepped transmission by the stepped transmission is performed. In addition, synchronous control is performed using the first rotating machine and the second rotating machine.

JP 2005-344850 A

  However, when shifting both the continuously variable transmission and the stepped transmission, for example, when the accelerator pedal is depressed to increase the engine speed and the power ON downshift to downshift the stepped transmission, Thus, only by performing synchronous control so that the rotational speed after the shift becomes the same, a change in the engine torque during a shift transition, a change in the engagement torque of the friction engagement device of the stepped transmission, or the mutual shift of the two transmissions. Control becomes unstable due to interference, etc., causing engine speed to increase, or gear shift shocks due to sudden engagement of friction engagement devices or collisions of one-way clutches caused by sudden progress of gear shifting of a stepped transmission Or, on the contrary, the progress of the shift may be delayed.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to ensure that even when the stepless transmission and the stepped transmission are both shifted, the gears are appropriately changed. There is to do.

In order to achieve such an object, the present invention includes: (a) a first rotating element coupled to an engine, a second rotating element coupled to a first rotating machine, and a third rotating element coupled to a transmission member. An electric continuously variable transmission comprising: a differential mechanism having a second rotating machine coupled to the transmission member; and (b) a power transmission path between the transmission member and the drive wheel. And a mechanical stepped transmission in which a plurality of gear stages having different gear ratios according to the disengagement states of the plurality of friction engagement devices are established. c) When the continuously variable transmission and the stepped transmission are both shifted, the three rotating elements of the differential mechanism to which the first rotating machine, the second rotating machine, and the engine are connected The final target value after each shift, with the rotational speed of at least two of the rotating elements as the controlled variable A final target value setting means for setting, and (d) a transient target value for setting a transient target value during shifting according to a predetermined interpolation process so as to go to the final target value set by the final target value setting means A setting means, and (e) obtaining a deviation between the transient target value and the actual control amount so that each of the plurality of control amounts approaches the transient target value set by the transient target value setting means , Feedback control means for feedback-controlling the torques of the first rotating machine and the second rotating machine according to a predetermined feedback control equation, each of which has a plurality of deviations as variables, is provided.

According to such a control device for a vehicle drive device, the rotational speed of at least two rotating elements of the differential mechanism is set as a controlled variable so that the speed is changed toward the final target value set by the final target value setting means. A transient target value is set, and the deviation between the transient target value and the actual control amount is obtained so that the plurality of control amounts approach the transient target value, respectively. Since the torques of the first rotating machine and the second rotating machine are feedback-controlled according to the feedback control equation , the change in engine torque, the change in the engagement torque of the friction engagement device during the shift transition, Interference is reflected in feedback control as a disturbance. As a result, both the transmissions are appropriately shifted, and the occurrence of a shift shock due to a sudden increase in the engine rotational speed or the sudden engagement of the friction engagement device of the stepped transmission is suppressed.

  Here, since the rotational speeds of the three rotating elements of the differential mechanism have a fixed relationship, if the rotational speeds of the two rotating elements are controlled as control amounts, the rotational speeds of the remaining rotating elements are also uniquely determined. The speed change state of the continuously variable transmission is defined. The third rotating element of the differential mechanism is connected to a mechanical stepped transmission through a transmission member, and the speed of the stepped transmission is changed by controlling the rotational speed of the third rotating element. The state of progress is defined according to the vehicle speed. Therefore, if the rotational speeds of at least two of the three rotating elements of the differential mechanism are controlled as control amounts, both the continuously variable transmission and the stepped transmission can be defined. The progress of these shifts can be controlled.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device to which the present invention is preferably applied. It is a figure explaining the relationship between the several gear stage of the stepped transmission provided in the vehicle drive device of FIG. 1, and the hydraulic friction engagement apparatus which materializes it. FIG. 2 is a collinear diagram of a continuously variable transmission and a stepped transmission provided in the vehicle drive device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the vehicle drive device of FIG. It is a figure which shows an example of the shift pattern of the shift lever provided in the vehicle drive device of FIG. FIG. 2 is a circuit diagram illustrating a main part of a hydraulic control circuit that controls disengagement of clutches C1 to C3 and brakes B1 and B2 of the stepped transmission provided in the vehicle drive device of FIG. 1. FIG. 5 is a schematic configuration diagram of a vehicle on which the vehicle drive device of FIG. 1 is mounted, and also shows a control function provided in the electronic control device of FIG. 4. FIG. 2 is a diagram for explaining an example of each of a shift diagram of a stepped transmission included in the vehicle drive device of FIG. 1 and a driving force source switching diagram of an engine and a motor generator. It is a figure explaining the optimal fuel consumption rate curve of the engine of FIG. FIG. 8 is a functional block diagram specifically explaining the shift control means of FIG. 7. 11 is a flowchart for specifically explaining signal processing by the shift control means of FIG. 10. FIG. 6 is a collinear diagram illustrating changes in rotational speed of each part of the continuously variable transmission and the stepped transmission when the power is turned on at 3 → 2 dow symft.

  As the differential mechanism of the continuously variable transmission, a single pinion type or double pinion type planetary gear device is preferably used. This planetary gear device has three rotating elements, a sun gear, a carrier, and a ring gear. In a collinear diagram in which these rotational speeds can be connected by a single straight line, for example, the rotating element located in the middle The engine is connected, and the first rotating machine and the second rotating machine are connected to the rotating elements at both ends, but the second rotating machine, that is, the transmission member may be connected to the intermediate rotating element. These three rotating elements may always be capable of relative rotation, but any two can be integrally connected by a clutch so that they can be integrally rotated according to the operating state, or the second rotating element It is also possible to stop rotation with a brake. If necessary, intermittent means such as a clutch may be provided between the rotating elements and the engine, the first rotating machine, and the second rotating machine.

  The first rotating machine and the second rotating machine are rotating electric machines, and specifically are motor generators that can alternatively use the functions of an electric motor, a generator, or both. A generator can be used as the first rotating machine, and an electric motor can be used as the second rotating machine. However, when various operating conditions are assumed, both the first rotating machine and the second rotating machine have motor generators. It is desirable to use it.

  As a stepped transmission, a planetary gear type or a parallel shaft type transmission is widely used, and a shift determination is performed automatically according to a driving state or according to a driver's shift command, and a hydraulic control circuit is electrically connected. The gear stage is switched by engaging and releasing the frictional engagement device by, for example, switching.

  When both the continuously variable transmission and the stepped transmission are shifted together, the control amount for feedback control of the first rotating machine and the second rotating machine is at least 2 of the three rotating elements of the differential mechanism. The rotational speed of the two rotating elements may be used. For example, the first rotating element to which the engine is connected, the second rotating element to which the first rotating machine is connected, and the third rotating element to which the second rotating machine is connected. Either one of the rotation speeds is used as a control amount. The rotational speeds of the second rotating element connected to the first rotating machine and the third rotating element connected to the second rotating machine can also be used as the controlled variable, and the rotational speeds of the three rotating elements are all controlled. Can also be used.

  The final target value set by the final target value setting means is set in consideration of the vehicle speed change during the shift according to the vehicle speed and acceleration at the time of shift determination, the type of shift, the accelerator operation amount, and the like. The transient target value set by the transient target value setting means is calculated according to linear interpolation between the current value and the final target value, according to interpolation processing using a predetermined change pattern determined according to the accelerator operation amount, etc. It is sequentially set according to the cycle time. Although it is desirable to set the transient target value as finely as possible, at least one transient target value may be set between the current value at the start of shifting and the final target value. These final target value and transient target value are set for each of a plurality of control amounts.

  The feedback control means follows a predetermined feedback control formula based on such deviation so that a plurality of control amounts approach the transient target value set by the transient target value setting means by a single control logic. Torques of the first rotating machine and the second rotating machine are calculated, and the first rotating machine and the second rotating machine are controlled according to the torque command value. This feedback control means feedback-controls the torques of the first rotating machine and the second rotating machine so that each control amount approaches the final target value at the end.

  In the feedback control using the transient target value, the accelerator pedal is depressed to increase the rotational speed of the engine, and at the time of power-on downshift that downshifts the stepped transmission, or the accelerator pedal is returned to operate the engine. It is preferably used during power-off upshifts that lower the rotational speed and upshift the stepped transmission.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram showing a vehicle drive device 10 to which the present invention is applied. In FIG. 1, a vehicle drive device 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as a case 12) as a non-rotation member attached to a vehicle body. The electric continuously variable transmission 16 directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and the continuously variable transmission 16 to drive wheels 34 (see FIG. 7), a mechanical stepped transmission 20 connected in series via a transmission member 18 to the power transmission path to the transmission transmission path, and an output shaft 22 as an output rotating member connected to the stepped transmission 20. Are provided in series. The vehicle drive device 10 is suitably used for, for example, 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 power source for traveling connected to each other, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine, and a pair of drive wheels 34 are provided, and the power from the engine 8 is transmitted to one of the power transmission paths. The differential gear device (final reduction gear) 32 (see FIG. 7) and the pair of axles, etc. constituting the part are sequentially transmitted to the pair of drive wheels 34. The engine 8 is directly connected to the continuously variable transmission 16 without a fluid power transmission device such as a torque converter or a fluid coupling.

  The continuously variable transmission 16 is disposed in a power transmission path between the engine 8 and the drive wheels 34, and outputs the first motor generator MG1 and the output of the engine 8 transmitted to the input shaft 14 to the first motor generator. A differential mechanism 24 that mechanically distributes to MG1 and the transmission member 18, and a second motor generator MG2 that is operatively connected to rotate integrally with the transmission member 18 that functions as an output shaft. Yes. Both the first motor generator MG1 and the second motor generator MG2 can be used alternatively as an electric motor and a generator. The first motor generator MG1 corresponds to a first rotating machine, and a second motor generator. MG2 corresponds to the second rotating machine.

The differential mechanism 24 is composed of a single pinion type planetary gear device. The differential gear 24 supports the differential sun gear S0, the planetary gear P0 so as to rotate and revolve, and the sun gear S0 via the planetary gear P0. The differential ring gear R0 that meshes with each other is provided as three rotational elements capable of relative rotation. The differential carrier CA0 is a first rotating element RE1 connected to the engine 8 via the input shaft 14, and the differential sun gear S0 is a second rotating element RE2 connected to the first motor generator MG1. The ring gear R0 is a third rotation element RE3 connected to the transmission member 18. These differential sun gear S0, differential carrier CA0, and differential ring gear R0 can rotate relative to each other, the output of the engine 8 is distributed to the first motor generator MG1 and the transmission member 18, and the first motor generator MG1 is regeneratively controlled. The second motor generator MG2 is rotationally driven by the electric energy obtained by the power generation control (also referred to as power generation control), or the power storage device 56 (see FIG. 7) is charged. By appropriately controlling the rotational speed NMG1 of the first motor generator MG1, that is, the rotational speed of the differential sun gear S0, by regenerative control or power running control of the first motor generator MG1, the differential state of the differential mechanism 24 is appropriately changed. possible, the gear ratio between the rotational speed N ₁₈ of the power transmitting member 18 which serves as an output shaft and the rotational speed N _iN of the input shaft _{14 γ0 (= N iN / N} 18) is continuously changed. Rotational speed N _IN of the input shaft 14 is the same as the rotational speed (engine rotational speed) Ne of the engine 8, the rotational speed N ₁₈ of the power transmitting member 18 is the same as the rotational speed NMG2 of the second motor generator MG2.

  The stepped transmission 20 constitutes a part of a power transmission path between the engine 8 and the drive wheel 34, and each has a single pinion type first planetary gear device 26 and a second planetary gear device 28. This is a planetary gear type multi-stage transmission. The first planetary gear unit 26 includes a first sun gear S1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first ring gear R1 that meshes with the first sun gear S1 via the first planetary gear P1. I have. The second planetary gear device 28 includes a second sun gear S2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second ring gear R2 that meshes with the second sun gear S2 via the second planetary gear P2. I have. And the 4th rotation element RE4 comprised by 2nd sun gear S2 is selectively connected with transmission member 18 via the 1st clutch C1. The first ring gear R1 and the second carrier CA2 are integrally connected to each other to form a fifth rotating element RE5, and are integrally connected to the output shaft 22. The first carrier CA1 and the second ring gear R2 are integrally connected to each other to form a sixth rotating element RE6, and are connected to the transmission member 18 via the second clutch C2, and the second brake B2 is connected. And selectively coupled to the case 12. The sixth rotating element RE6 (CA1, R2) is also connected to the case 12 which is a non-rotating member via the one-way clutch F1 and allowed to rotate in the same direction as the engine 8, while rotating in the reverse direction. prohibited. The seventh rotating element RE7 configured by the first sun gear S1 is coupled to the transmission member 18 via the third clutch C3 and is selectively coupled to the case 12 via the first brake B1.

In such a stepped transmission 20, the clutches C1 to C3 and the brakes B1 and B2 (hereinafter referred to simply as the clutch C and the brake B unless otherwise specified) which are hydraulic friction engagement devices are selectively used. By being engaged, a plurality of gear stages having different gear ratios γ (= rotational speed N ₁₈ of transmission member ₁₈ / rotational speed N _OUT of output shaft 22) are established. As shown in the engagement operation table of FIG. 2, the first speed gear stage (1st) with the largest speed ratio γ is established by the engagement of the first clutch C1 and the one-way clutch F1, and the first clutch C1 and The engagement of the first brake B1 establishes the second speed gear stage (2nd) having a smaller speed ratio γ than the first speed gear stage, and the engagement of the first clutch C1 and the second clutch C2 results in the speed ratio γ = 1 third gear (3rd) is established, and the engagement of the second clutch C2 and the first brake B1 establishes the fourth gear (4th) with a gear ratio γ smaller than 1. Further, the reverse gear stage (Rev) is established by engagement of the third clutch C3 and the second brake B2, and the neutral state (N) is established by releasing all the clutches C1 to C3 and the brakes B1 and B2. . Note that the second brake B2 is engaged when the engine brake is applied at the first gear. The value of the gear ratio γ in FIG. 2 is an example, and is determined according to the gear ratio of the planetary gear units 26 and 28 (the number of teeth of the sun gear / the number of teeth of the ring gear).

In the vehicle drive device 10 configured as described above, the transmission member 18 that is the input rotational speed of the stepped transmission 20 in a state where the stepped transmission 20 is held in any gear stage M. the rotational speed N ₁₈ is, by being brought continuously variable manner is changed by the continuously variable transmission 16, that the speed ratio of is obtained at the gear stage M. The overall gear ratio γT (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 22) of the vehicle drive device 10 is such that the gear ratio γ 0 of the continuously variable transmission 16 and the stepped transmission 20. Is a value obtained by multiplying the gear ratio γ by a stepless change. Further, if the rotational speed NMG1 of the first motor generator MG1 is controlled so that the transmission gear ratio γ0 of the continuously variable transmission 16 is maintained constant (for example, γ0 = 1), the stepped transmission 20 is changed. The overall gear ratio γT is varied stepwise, and the same shift feeling as that of the stepped transmission is obtained as a whole.

  FIG. 3 is a collinear diagram regarding the continuously variable transmission 16 and the stepped transmission 20 that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage. 3, the horizontal line X1 indicates the rotational speed 0, the horizontal line X2 indicates the rotational speed 1.0, that is, the rotational speed Ne of the engine 8 connected to the input shaft 14, and X3 indicates the continuously variable transmission. 16 shows the rotation speed of the third rotation element RE3 input from 16 to the stepped transmission 20. Of the three vertical lines Y1 to Y3 of the continuously variable transmission 16, the leftmost vertical line Y1 indicates the relative rotational speed of the differential sun gear S0 corresponding to the second rotational element RE2, and is an intermediate vertical line. The line Y2 indicates the relative rotational speed of the differential carrier CA0 corresponding to the first rotational element RE1, and the vertical line Y3 at the right end indicates the relative rotational speed of the differential ring gear R0 corresponding to the third rotational element RE3. is there. The intervals between the vertical lines Y1 to Y3 are determined according to the gear ratio of the differential mechanism 24.

  In FIG. 3, among the four vertical lines Y4 to Y7 of the stepped transmission 20, the leftmost vertical line Y4 indicates the relative rotational speed of the second sun gear S2 corresponding to the fourth rotation element RE4. The second vertical line Y5 from the left indicates the relative rotational speed of the first ring gear R1 and the second carrier CA2 corresponding to the fifth rotation element RE5, and the third vertical line Y6 from the left corresponds to the sixth rotation element RE6. The relative rotational speed of the first carrier CA1 and the second ring gear R2 is shown, and the vertical line Y7 at the right end indicates the relative rotational speed of the first sun gear S1 corresponding to the seventh rotational element RE7. The intervals between these vertical lines Y4 to Y7 are determined according to the gear ratio of the first and second planetary gear units 26 and 28.

  If expressed using the collinear diagram of FIG. 3 above, the continuously variable transmission 16 of the vehicle drive device 10 of the present embodiment has the first rotating element RE1 (differential carrier CA0) of the differential mechanism 24 as the input shaft. 14, that is, connected to the engine 8, the second rotating element RE2 (differential sun gear S0) is connected to the first motor generator MG1, and the third rotating element RE3 (differential ring gear R0) is connected to the transmission member 18 and the second motor generator MG2. , The rotation of the input shaft 14 is shifted at a predetermined gear ratio γ0 and transmitted (inputted) to the stepped transmission 20 via the transmission member 18. Then, a single straight line L0 indicates the relative rotational speeds of the rotary elements RE1 to RE3 of the continuously variable transmission 16, and in this case, the first motor generator MG1 is regenerated so that the MG1 rotational speed NMG1 is substantially zero. By being controlled, the gear ratio γ0 becomes smaller than 1, and the third rotation element RE3 that is the output member is rotated at an increased speed with respect to the engine rotation speed Ne.

Further, when the rotational speed of the differential ring gear R0 indicated by the intersection of the straight line L0 and the vertical line Y3 is constrained to the vehicle speed V and kept substantially constant, the rotational speed of the first motor generator MG1 is controlled. When the rotation of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered, the rotational speed of the differential carrier CA0 indicated by the intersection of the straight line L0 and the vertical line Y2, that is, the engine rotational speed Ne. Is raised or lowered. That is, by controlling the rotation speed NMG1 of the first motor generator MG1, the engine rotation speed Ne, that is, the gear ratio γ0 can be adjusted appropriately. For example, the rotational speed NMG1 of the first motor generator MG1 is controlled to coincide with the rotational speed of the differential ring gear R0 (the rotational speed N ₁₈ of the transmission member ₁₈ ) so that the differential mechanism 24 rotates substantially integrally. if, the straight line L0 becomes the gear ratio [gamma] 0 = 1 of the continuously variable transmission 16 is aligned with the horizontal line X2, and the rotational speed N ₁₈ of the engine rotational speed Ne and the differential ring gear R0, i.e., the power transmitting member 18 are the same.

  In the stepped transmission 20, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the first clutch C1, the fifth rotating element RE5 is connected to the output shaft 22, and the sixth rotating element RE6 is It is selectively connected to the transmission member 18 via the second clutch C2 and is selectively connected to the case 12 via the second brake B2, and the seventh rotating element RE7 is connected to the transmission member 18 via the third clutch C3. And selectively connected to the case 12 via the first brake B1. Then, for example, as shown in FIG. 3, the first motor generator MG1 is controlled so that the rotational speed of the differential sun gear S0 of the continuously variable transmission 16 becomes substantially zero, and the continuously variable transmission 16 is in a shift state indicated by a straight line L0. Specifically, the plurality of gear stages of the stepped transmission 20 will be described in detail. The first gear stage to which the first clutch C1 and the second brake B2 (or the one-way clutch F1) are engaged is engaged. Then, the stepped transmission 20 is in a shift state indicated by an oblique straight line L1, and the output at the first speed gear stage is caused by the intersection “1st” between the straight line L1 and the vertical line Y5 indicating the rotational speed of the fifth rotating element RE5. The rotational speed of the shaft 22 is shown. In the second speed gear stage in which the first clutch C1 and the first brake B1 are engaged, the stepped transmission 20 is in a shift state indicated by an oblique straight line L2, and the rotational speed of the straight line L2 and the fifth rotation element RE5 is changed. The rotation speed of the output shaft 22 in the second gear stage is indicated by the intersection “2nd” with the vertical line Y5 shown. At the third speed gear stage in which the first clutch C1 and the second clutch C2 are engaged, the stepped transmission 20 is in a speed change state indicated by a horizontal straight line L3, and the rotational speeds of the straight line L3 and the fifth rotation element RE5 are set. The rotational speed of the output shaft 22 in the third gear stage is indicated by the intersection “3rd” with the vertical line Y5 shown. In the fourth speed gear stage in which the second clutch C2 and the first brake B1 are engaged, the stepped transmission 20 is in a speed change state indicated by an oblique straight line L4, and the rotational speeds of the straight line L4 and the fifth rotation element RE5 are set. The rotation speed of the output shaft 22 in the fourth speed gear stage is indicated by the intersection “4th” with the vertical line Y5 shown. In the reverse gear stage in which the third clutch C3 and the second brake B2 are engaged, the stepped transmission 20 is in a shift state indicated by an oblique straight line LR, and the rotational speed of the straight line LR and the fifth rotation element RE5 is set. The rotation speed of the output shaft 22 in the reverse gear stage is indicated by the intersection “Rev” with the vertical line Y5 shown.

  FIG. 4 illustrates a signal input to the electronic control device 100 that is a control device for controlling the vehicle drive device 10 of the present embodiment, and a signal output from the electronic control device 100. The electronic control device 100 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance while using a temporary storage function of the RAM. By performing this, hybrid drive control for the engine 8, the first motor generator MG1, and the second motor generator MG2, the shift control of the stepped transmission 20, and the like are executed.

The electronic control device 100 receives a signal representing the engine water temperature TEMP _W that is the temperature of the cooling fluid of the engine 8 and the shift position P of the shift lever 52 (see FIG. 5) from various sensors and switches as shown in FIG. A signal representing the number of operations at the _SH or “M” position, a signal representing the rotational speed (engine rotational speed) Ne of the engine 8 detected by the engine rotational speed sensor 48, and a signal for instructing the M mode (manual shift travel mode) , A signal representing the operation of the air conditioner, a signal representing the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22 detected by the vehicle speed sensor 46, a signal representing the hydraulic oil temperature T _OIL of the stepped transmission 20, and the ETC switch Supports presence / absence signals, side brake operation signals, foot brake operation signals, catalyst temperature signals, and driver output requirements. Accelerator pedal operation amount (accelerator operation amount) Acc signal, cam angle signal, snow mode setting signal, vehicle longitudinal acceleration G signal, auto cruise travel setting signal, vehicle weight (vehicle ), A signal representing the wheel speed of each wheel, a signal representing the rotational speed (MG1 rotational speed) NMG1 of the first motor generator MG1 detected by the MG1 rotational speed sensor 42 such as a resolver, and MG1 rotation of the resolver or the like A signal representing the rotational speed (MG2 rotational speed) NMG2 of the second motor generator MG2 detected by the speed sensor 44, and the remaining charge amount of the power storage device 56 that charges and discharges between the motor generators MG1 and MG2 via the inverter 54 (Charge state) A signal indicating SOC is supplied. The rotational speed sensors 42 and 44 and the vehicle speed sensor 46 can detect not only the rotational speed but also the rotational direction. When the stepped transmission 20 is in the neutral position while the vehicle is traveling, the vehicle speed sensor 46 is used. Thus, the traveling direction of the vehicle is detected.

Also, from the electronic control device 100, provided in the intake pipe 60 of the control signal, for example the engine 8 to the output of the engine 8 engine output control device 58 for controlling the (engine output) P _E (see FIG. 7) Electronic A drive signal to the throttle actuator 64 for operating the throttle valve opening θ _TH of the throttle valve 62, a fuel supply amount signal for controlling the fuel supply amount into the cylinder of the intake pipe 60 or the engine 8 by the fuel injection device 66, ignition In addition to outputting an ignition signal for instructing the ignition timing of the engine 8 by the device 68, a supercharging pressure adjustment signal for adjusting the supercharging pressure, etc., an electric air conditioner driving signal for operating the electric air conditioner, a motor generator MG1, A command signal for commanding the power running torque and regenerative torque of MG2, and a shift position (operation position) for operating the shift indicator Display signal, gear ratio display signal for displaying the overall gear ratio γT, snow mode display signal for displaying the snow mode, ABS operation for operating an ABS actuator for preventing wheel slipping during braking A hydraulic control circuit 70 for controlling the hydraulic actuator of the hydraulic friction engagement device (clutch C, brake B) of the stepped transmission 20; A valve command signal for operating an electromagnetic valve (AT solenoid valve) included in FIG. 7), a signal for adjusting the line oil pressure PL by a regulator valve (line pressure control solenoid) provided in the oil pressure control circuit 70, The electric oil pump 85, which is the source pressure of the original pressure for adjusting the line oil pressure PL, is operated. A drive command signal for a signal for driving an electric heater, signals, etc. to the cruise control computer is output, respectively.

FIG. 5 is a diagram showing an example of a shift operation device 50 as a switching device for switching a plurality of types of shift positions _PSH by an artificial operation. The shift operating device 50 includes a shift lever 52 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions _PSH . The shift lever 52 is in a neutral position where the power transmission path in the stepped transmission 20 is interrupted, that is, in a neutral state, and the parking position “P (parking)” for locking the output shaft 22 of the stepped transmission 20, reverse The reverse travel position “R (reverse)” for traveling, the neutral position “N (neutral)” for achieving a neutral state in which the power transmission path in the stepped transmission 20 is cut off, and the automatic transmission mode is established. Variable speed overall speed ratio of the vehicle drive device 10 obtained in the continuously variable speed ratio range of the continuously variable transmission 16 and the entire speed range of the first speed gear to the fourth speed gear of the stepped transmission 20. The forward automatic shift travel position “D (drive)” for executing automatic shift control within the shift range of γT, or the manual shift travel mode (manual mode) is established and the high speed side in the stepped transmission 20 is established. It is provided so as to be manually operated to the forward manual shift drive position for setting a so-called shift range that limits the gear position "M (Manual)". According to the manual operation of each shift lever 52 to each shift position _PSH , the reverse gear stage “Rev”, the neutral “N”, and the forward gear stages “1st” to “4th” shown in the engagement operation table of FIG. 2 are established. Thus, the hydraulic control circuit 70 is switched.

In each of the shift positions _PSH indicated by the “P” to “M” positions, the “P” position and the “N” position are non-travel positions selected when the vehicle is not traveled, As shown in the operation table, the clutches C1 to C3 and the brakes B1 and B2 are all disengaged so that the power transmission path in the stepped transmission 20 is cut off and the vehicle cannot be driven. is there. Further, the “R” position, the “D” position, and the “M” position are travel positions that are selected when the vehicle travels, and as shown in the engagement operation table of FIG. The drive position is such that any two of the brakes B1 and B2 and the one-way clutch F1 are engaged to connect the power transmission path in the stepped transmission 20 and drive the vehicle.

  FIG. 6 is a circuit diagram relating to the linear solenoid valves SL1 to SL5 and the like for controlling the operation of the hydraulic actuators of the clutch C and the brake B, and is a circuit diagram showing the main part of the hydraulic control circuit 70. In FIG. 6, the D range pressure (forward range pressure, forward hydraulic pressure) output from the hydraulic pressure supply device 82 is applied to the hydraulic actuators (hydraulic cylinders) 72, 74, 78, 80 of the clutches C1, C2 and brakes B1, B2. ) PD is regulated and supplied by linear solenoid valves SL1, SL2, SL4, SL5, respectively, and reverse pressure (reverse range pressure, reverse hydraulic pressure) PR output from the hydraulic supply device 82 is supplied to the hydraulic actuator 76 of the clutch C3. Is regulated and supplied by the linear solenoid valve SL3. The hydraulic actuator 80 of the brake B2 is supplied via the shuttle valve 84 with either the output hydraulic pressure of the linear solenoid valve SL5 or the reverse pressure (reverse range pressure, reverse hydraulic pressure) PR.

The hydraulic pressure supply device 82 includes a mechanical oil pump 83 that is rotationally driven by the engine 8 and an electric oil pump 85 that is driven by an electric motor when the engine is not operated as hydraulic pressure sources. Then, for example, a relief type primary regulator valve 86 (hereinafter referred to as a primary valve 86), a primary valve 86 that regulates the line oil pressure (first line oil pressure) PL1 using the oil pressure generated from the pump 83 or 85 as a source pressure. The secondary regulator valve 88 (hereinafter referred to as the secondary valve 88) that regulates the line hydraulic pressure (second line hydraulic pressure, secondary pressure) PL2 with the hydraulic pressure discharged from the primary valve 86 as the primary pressure for regulating the line hydraulic pressure PL1 by , A linear solenoid valve that supplies a signal pressure P _SLT to the primary valve 86 and the secondary valve 88 in order to regulate the line oil pressure PL1, PL2 according to the engine load or the like represented by the accelerator operation amount Acc or the throttle valve opening θ _TH SLT, line hydraulic pressure PL1 The shift lever 52 is moved to the “D” position or the “M” position when the line pressure PL1 is input by switching the oil passage in accordance with the operation of the modulator valve 90 and the shift lever 52 that adjust the pressure to a constant modulator hydraulic pressure PM. A manual valve 92 that outputs as a D-range pressure PD when operated and outputs as a reverse pressure PR when operated to the “R” position is provided. The line hydraulic pressure PL1, PL2, the modulator hydraulic pressure PM, the D-range pressure PD , And a reverse pressure PR is supplied.

  The linear solenoid valves SL1 to SL5 and SLT have basically the same configuration, and are excited and de-energized independently by the electronic control unit 100, and the hydraulic pressures of the hydraulic actuators 72, 74, 76, 78, and 80 are independent. Thus, the engagement pressures of the clutches C1, C2, C3 and the brakes B1, B2 are controlled. In the stepped transmission 20, each gear stage is established by engaging a predetermined engagement device as shown in, for example, the engagement operation table of FIG. 2. In the shift control of the stepped transmission 20, a so-called clutch-to-clutch shift is executed in which, for example, the release and engagement of the clutch C and the brake B involved in the shift are controlled simultaneously. For example, as shown in the engagement operation table of FIG. 2, in the downshift from the third speed to the second speed, the clutch C2 is disengaged and the brake B1 is engaged, so that the clutch C2 disengagement transient is suppressed so as to suppress the shift shock. The hydraulic pressure and the engagement transient hydraulic pressure of the brake B1 are appropriately controlled. As described above, the hydraulic pressure, that is, the engagement torque of the plurality of engagement devices (clutch C, brake B) of the stepped transmission 20 is directly controlled by the linear solenoid valves SL1 to SL5, respectively.

FIG. 7 is a schematic configuration diagram of a vehicle on which the vehicle drive device 10 is mounted, and is a diagram that also shows control functions provided in the electronic control device 100 of FIG. 4. In particular, stepped shift control means 120 and hybrid control means 122 are provided. The stepped shift control means 120 uses an upshift line (solid line) and a downshift line (one-dot chain line) stored in advance using the vehicle speed V and the output torque T _OUT of the stepped transmission 20 as parameters as shown in FIG. Based on the relationship (shift diagram, shift map) having the actual vehicle speed V and the vehicle state indicated by the required output torque T _OUT of the stepped transmission 20, whether or not the shift of the stepped transmission 20 should be executed is determined. That is, that is, the gear stage to be shifted of the stepped transmission 20 is determined, and automatic shift control of the stepped transmission 20 is executed so that the determined gear stage is obtained. Further, in the manual mode in which the shift lever 52 is operated to the “M” position, the shift lever 52 is manually operated to the upshift position “+” or the downshift position “−”, whereby the gear shift on the high speed side is changed. Switch between multiple shift ranges with different ranges. Thus, the engine braking force can be increased by forcibly switching the gear stage to the low speed side on a downhill or the like. The accelerator operation amount Acc and the required output torque T _OUT (vertical axis in FIG. 8) of the stepped transmission 20 have a correspondence relationship in which the required output torque T _OUT increases with the increase in the accelerator operation amount Acc. Therefore, the vertical axis of the shift diagram in FIG. 8 may be the accelerator operation amount Acc.

  The stepped shift control means 120 is a hydraulic friction engagement device (clutch C and brake B) involved in the shift of the stepped transmission 20 so that the gear stage is achieved according to the engagement operation table shown in FIG. ) Is engaged and / or released (speed change output command, hydraulic pressure command), that is, the hydraulic pressure of the disengagement side engagement device involved in the shift of the stepped transmission 20 is reduced and released according to a predetermined hydraulic control logic. Then, the hydraulic pressure of the engagement side engaging device is increased according to a predetermined hydraulic control logic to be engaged, and a command to execute clutch-to-clutch shift is output to the hydraulic control circuit 70. In accordance with the command, for example, the hydraulic control circuit 70 releases the disengagement side engagement device and engages the engagement side engagement device so that the gear change of the stepped transmission 20 is executed. The linear solenoid valves SL1 to SL5 are operated to operate the hydraulic actuators 72 to 80 of the hydraulic friction engagement device involved in the speed change.

The hybrid control means 122 operates the engine 8 in an efficient operating range, while optimizing the distribution of driving force between the engine 8 and the second motor generator MG2 and the reaction force generated by the power generation of the first motor generator MG1. To change the gear ratio γ0 of the continuously variable transmission 16. For example, at the traveling vehicle speed V at that time, the vehicle target (request) output is calculated from the accelerator operation amount Acc as the driver's required output amount and the vehicle speed V, and necessary from the target output of the vehicle and the required charging value. A total target output is calculated, and a target engine output (required engine output) P _ER is calculated in consideration of transmission loss, auxiliary load, assist torque of the second motor generator MG2, and the like so as to obtain the total target output. Then, the engine 8 is controlled and the power generation amount (regenerative torque) of the first motor generator MG1 is controlled so that the engine rotational speed Ne and the engine torque Te at which the target engine output _PER is obtained.

In such hybrid control, the engine rotational speed Ne determined to operate the engine 8 in an efficient operating range, and the rotational speed N ₁₈ of the transmission member 18 determined by the vehicle speed V and the gear stage of the stepped transmission 20 are obtained. The gear ratio γ0 of the continuously variable transmission 16 is controlled so as to be matched. That is, the hybrid control means 122 is experimentally determined in advance so as to achieve both power performance and fuel consumption in a two-dimensional coordinate system constituted by the engine rotational speed Ne and the output torque (engine torque) Te of the engine 8. An optimum fuel consumption rate curve (fuel consumption map, relationship) which is a kind of operation curve of the engine 8 as shown by the broken line in FIG. 9 is stored in advance, and the operating point of the engine 8 (hereinafter, referred to as the fuel consumption rate curve) is stored on the optimum fuel consumption rate curve. actuates the engine 8 as represented as "engine operating point") is located, the rotational speed N ₁₈ and the optimum fuel economy of the engine rotational speed Ne of the vehicle speed V and stepped transmission 20 determined by gear transmission member 18 Accordingly, the speed ratio γ0 of the continuously variable transmission 16 is obtained, and the rotational speed NMG1 of the first motor generator MG1 is controlled so as to be the speed ratio γ0.

  At this time, the hybrid control means 122 supplies the electric energy generated by the first motor generator MG1 to the power storage device 56 and the second motor generator MG2 through the inverter 54, so that the main part of the power of the engine 8 is mechanically transmitted. Although transmitted to the member 18, a part of the motive power of the engine 8 is consumed for the power generation of the first motor generator MG1 and is converted into electric energy there, and the electric energy is supplied to the second motor generator MG2 through the inverter 54. Then, the second motor generator MG2 is driven and transmitted from the second motor generator MG2 to the transmission member 18. Electrical path from conversion of part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by equipment related to the generation of the electric energy and consumption by the second motor generator MG2. Is configured.

  Further, the hybrid control means 122 controls the MG1 rotational speed NMG1 and / or MG2 rotational speed NMG2 to maintain the engine rotational speed Ne substantially constant or at an arbitrary rotational speed regardless of whether the vehicle is stopped or traveling. And can be controlled. In other words, the MG1 rotational speed NMG1 and / or the MG2 rotational speed NMG2 can be controlled to an arbitrary rotational speed while maintaining the engine rotational speed Ne substantially constant or controlling the rotational speed to an arbitrary rotational speed. Further, by shifting the continuously variable transmission 16 in the opposite direction so as to cancel the shift with respect to the shift direction of the stepped transmission 20, the overall speed ratio γT before and after the shift of the stepped transmission 20 is made constant. Can be maintained. For example, as can be seen from the nomograph of FIG. 3, when the engine speed Ne is increased while the vehicle is running, the MG2 rotational speed NMG2 restrained by the vehicle speed V (drive wheel 34) is maintained substantially constant. The MG1 rotational speed NMG1 is increased. Further, in the case where the engine rotation speed Ne is maintained substantially constant during the shift of the stepped transmission 20, the MG2 rotation speed NMG2 associated with the shift of the stepped transmission 20 is maintained while the engine rotation speed Ne is maintained approximately constant. The MG1 rotation speed NMG1 is changed in the opposite direction to the change.

Further, the hybrid control means 122 controls the fuel injection amount and the injection timing by the fuel injection device 66 for the fuel injection control in addition to controlling the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for the throttle control. a command to control the ignition timing by the ignition device 68 such as an igniter for controlling alone or in combination with output to the engine output control device 58, an output control of the engine 8 so as to generate the necessary engine output P _E The engine output control means to perform is functionally provided. For example, by driving the throttle actuator 64 on the basis of the basic pre-stored relationship (not shown) in the accelerator operation amount Acc, the throttle control as the accelerator operation amount Acc increases the throttle valve opening theta _TH as increased Run.

  Further, the hybrid control means 122 can make the motor travel using the second motor generator MG2 as a driving force source for traveling, regardless of whether the engine 8 is stopped or in an idle state. For example, the motor travel is executed in a low torque range where the engine efficiency is generally poor compared to the high torque range, that is, in a low load range where the engine torque Te is low, or in a low vehicle speed range where the vehicle speed V is relatively low. . That is, on the lower torque side and the lower vehicle speed side than the solid line A shown in FIG. 8, the engine 8 is stopped and the motor traveling is performed using only the second motor generator MG2 as the driving force source. When the motor is running, in order to suppress dragging of the stopped engine 8 and improve fuel efficiency, for example, the first motor generator MG1 is placed in a no-load state and reversely rotated so that the engine rotation speed Ne becomes substantially zero. Allow idling in the direction.

  The higher torque side and the higher vehicle speed side than the solid line A in FIG. 8 are engine running areas in which the engine 8 is used as a driving force source for running. The electric energy from the first motor generator MG1 by the electric path and / or Alternatively, the so-called torque for assisting the power of the engine 8 by supplying electric energy from the power storage device 56 to the second motor generator MG2 and driving the second motor generator MG2 to apply torque to the drive wheels 34. Assist is possible. That is, there are a case where only the engine 8 is used as a driving power source for driving and a case where both the engine 8 and the second motor generator MG2 are used as driving power sources for driving.

  Further, when the vehicle is coasting when the accelerator pedal is not depressed (coast driving) or when braking with a foot brake, the kinetic energy of the vehicle, that is, from the drive wheels 34 to the engine 8 side is improved. The second motor generator MG2 that is rotationally driven by the transmitted reverse driving force is operated as a generator, and functions as regeneration control means for charging the obtained electrical energy from the inverter 54 to the power storage device 56. The regenerative control is performed so that the regenerative amount is determined based on the braking force distribution of the braking force by the hydraulic brake for obtaining the braking force according to the remaining charge SOC of the power storage device 56 and the brake pedal operation amount. Is done.

  By the way, at the time of power-on downshift in which the accelerator pedal is depressed to increase the engine rotational speed Ne and the stepped transmission 20 is downshifted, both the continuously variable transmission 16 and the stepped transmission 20 are shifted. However, the change in the engine torque Te during the shift transition, the progress of the shift of the stepped transmission 20, that is, the change in the engagement torque of the clutch C and the brake B involved in the shift, or the mutual shift of the transmissions 16 and 20. Due to interference or the like, the shift control of the continuously variable transmission 16 becomes unstable, the engine rotational speed Ne increases, or the clutch C or the brake B suddenly engages or decreases due to the sudden progress of the shift of the stepped transmission 20. There is a possibility that a shift shock may occur due to a collision of the direction clutch F1, or the progress of the shift may be delayed.

  For example, FIG. 12 shows a case where a power ON downshift is performed from the state of the third speed gear stage indicated by a white circle “◯” to the state of the second speed gear stage indicated by a black circle “●” when the accelerator pedal is depressed. The engine rotation speed Ne, that is, the rotation speed of the first rotation element RE1 is increased by the increase of the engine torque Te accompanying the depression operation of the accelerator pedal, and the third rotation connected to the transmission member 18 is accordingly accompanied. The rotational speed of element RE3 (same as MG2 rotational speed NMG2) is also increased. On the other hand, when the stepped transmission 20 is downshifted by 3 → 2, the rotational speed of the fourth rotating element RE4 connected to the transmission member 18 is increased. Since the third rotating element RE3 and the fourth rotating element RE4 are integrally connected via the transmission member 18, their rotational speeds are increased by the downshift of the stepped transmission 20, and are continuously variable. It can also be increased by increasing the engine speed Ne of the transmission 16. In other words, with the downshift of the stepped transmission 16, torque in the direction of increasing the engine rotational speed Ne acts on the engine 8 via the transmission member 18, thereby increasing the engine rotational speed Ne more than necessary. May blow up. On the contrary, as the engine torque Te increases, the torque in the direction in which the rotational speed increases via the transmission member 18 acts on the fourth rotating element RE4 that is the input element of the stepped transmission 16, thereby causing the stepped transmission. The downshift of the machine 16 is promoted, and there is a possibility that a shift shock will occur due to the sudden engagement of the first brake B1. Note that, in the power-on 2 → 1 downshift, the one-way clutch F1 may collide due to abrupt progress of the downshift.

  On the other hand, the hybrid control means 122 of the present embodiment controls the shift so that both of the continuously variable transmission 16 and the stepped transmission 20 are appropriately shifted even when both the continuously variable transmission 16 and the stepped transmission 20 are shifted. Means 124 are provided. As shown in the functional block diagram of FIG. 10, the shift control means 124 includes a final target value setting means 130, a transient target value setting means 132, and a multi-input multi-output control means 134. 11 is executed in accordance with the flowchart of FIG. That is, using the engine rotational speed Ne and the MG2 rotational speed NMG2 as control amounts, the torques TMG1 and TMG2 of the first motor generator MG1 and the second motor generator MG2 are feedback-controlled by a single control logic. In this case, in the engine 8, the electronic throttle valve 62 and the like are controlled in accordance with the change in the accelerator operation amount Acc, and the engine torque Te is controlled. Each hydraulic pressure (engagement torque) of the device and the disengagement side frictional engagement device is controlled according to a predetermined hydraulic control logic, but both are processed as disturbances in the feedback control. Step SA2 in FIG. 11 corresponds to the final target value setting means 130, step SA3 corresponds to the transient target value setting means 132, and step SA4 corresponds to the multi-input multi-output control means 134. The multi-input multi-output control unit 134 functions as a feedback control unit.

  The flowchart of FIG. 11 executes step SA1 and subsequent steps when the step-variable transmission control unit 120 executes the shift control of the step-variable transmission 20. In step SA1, it is determined whether it is a power-on downshift or a power-off upshift, and if it is either, step SA2 and subsequent steps are executed. If it is neither a power-on downshift nor a power-off upshift, the process ends. To do. However, not only the power-on downshift and the power-off upshift, it is also possible to perform a shift control process in step SA2 and subsequent steps when all the shifts of the stepped transmission 20 are executed.

  In step SA2, based on the type of shift of the stepped transmission 20, the vehicle speed V, the change rate (acceleration) of the vehicle speed V, etc., the change in the vehicle speed V during the shift is taken into account, and the second motor generator MG2 after the shift is performed. The rotation speed NMG2, that is, the rotation speeds of the third rotation element RE3 and the fourth rotation element RE4 are obtained, and the rotation speeds are determined as the final target value NMG2m of the MG2 rotation speed NMG2. Further, the engine rotational speed Ne after the shift, that is, the rotational speed of the first rotational element RE1 is obtained based on the accelerator operation amount Acc and the like according to the optimum fuel consumption rate curve of FIG. 9, and the rotational speed is the final target of the engine rotational speed Ne. Determined as the value Nem. In the next step SA3, the transient target values NMG2t and Net in the middle of shifting until reaching the final target values NMG2m and Nem determined in step SA2 are set according to a predetermined interpolation process such as linear interpolation. A plurality of the transient target values NMG2t and Net are determined in accordance with the required shift speed, control cycle time, required control accuracy, and the like determined from the driving state during the shift. When the first step SA3 is executed, a series of transient target values NMG2t and Net until reaching the final target value Nem may be calculated. However, every time step SA3 is repeated following step SA5, The transient target values NMG2t and Net may be calculated one by one. The final target values NMG2m and Nem are set as they are at the end.

In step SA4, the transient target values NMG2t and Net and the actual values at that time are set so that the control amounts MG2 rotational speed NMG2 and engine rotational speed Ne approach the transient target values NMG2t and Net set in step SA3, respectively. Based on the deviations ΔNMG2 and ΔNe from the MG2 rotational speed NMG2 and the engine rotational speed Ne, the first motor generator MG1 and the second motor generator MG2 are controlled according to a predetermined feedback control expression shown in the following equations (1) and (2). Torque command values TMG1s and TMG2s are calculated, and torques TMG1 and TMG2 of the first motor generator MG1 and second motor generator MG2 are controlled according to the torque command values TMG1s and TMG2s. As described above, the torques TMG1 and TMG2 of the first motor generator MG1 and the second motor generator MG2 are feedback-controlled based on the deviations ΔNMG2 and ΔNe with respect to the transient target values NMG2t and Net that are sequentially set at a predetermined control cycle time. Changes in the engine torque Te during a shift transition, changes in the engagement torque of the friction engagement device of the stepped transmission 20, the mutual interference between the shifts of the two transmissions 16 and 20, and the like are reflected in the feedback control as disturbances.
TMG1s = f ₁ (ΔNMG2, ΔNe) (1)
TMG2s = f ₂ (ΔNMG2, ΔNe) (2)

  In the case of the power ON 3 → 2 downshift shown in FIG. 12, the torque command value TMG1s of the first motor generator MG1 is a regenerative torque for reducing the MG1 rotational speed NMG1, and the torque command value TMG2s of the second motor generator MG2 is This is a power running torque for increasing the MG2 rotational speed NMG2. In this case, the feedback control expression (1) for the torque command value TMG1s is as follows: the regenerative torque TMG1 of the first motor generator MG1 increases as the MG2 rotation deviation ΔNMG2 increases, and the first motor generator MG1 increases as the engine rotation deviation ΔNe increases. Regenerative torque TMG1 is determined to be small. Further, the feedback control equation (2) for the torque command value TMG2s is as follows: the greater the MG2 rotation deviation ΔNMG2, the greater the power running torque TMG2 of the second motor generator MG2, and the greater the engine rotation deviation ΔNe, the greater the power running torque of the second motor generator MG2. TMG2 is determined to be large.

  In step SA5, it is determined whether or not the actual MG2 rotational speed NMG2 and engine rotational speed Ne at that time have reached the final target values NMG2m and Nem set in step SA2, respectively, and the final target values NMG2m and Nem are determined. Step SA3 and subsequent steps are repeatedly executed until reaching. When the actual MG2 rotational speed NMG2 and the engine rotational speed Ne reach the final target values NMG2m and Nem, the series of shift control processes is terminated.

In the control device for the vehicle drive device 10 of this embodiment, the rotational speeds of the two rotational elements RE1 and RE3 of the differential mechanism 24 constituting the continuously variable transmission 16, that is, the engine rotational speed Ne and Using the MG2 rotational speed NMG2 as a controlled variable, the transient target values Net and NMG2t during shifting are sequentially set so as to go to the final target values Nem and NMG2m set by the final target value setting means 130, and the engine rotational speed Ne and MG2 rotation Deviations ΔNe and ΔNMG2 between the transient target values Net and NMG2t and the actual engine rotational speed Ne and MG2 rotational speed NMG2 are obtained so that the speed NMG2 approaches the transient target values Net and NMG2t, respectively. In accordance with the feedback control equations (1) and (2) determined in advance using ΔNe and ΔNMG2 as variables. The first motor generator MG1 I, torque TMG1, TMG2 of the second motor generator MG2 to be feedback controlled, the engagement torque of the friction engagement device changes and stepped transmission 20 of the engine torque Te during the shift transient Changes, mutual interference between the transmissions of both transmissions 16 and 20, and the like are reflected in the feedback control as disturbances. As a result, both the transmissions 16 and 20 are appropriately shifted regardless of mutual interference and the like, and the engine rotational speed Ne is blown up or the friction engagement device of the stepped transmission 20 is suddenly engaged. Occurrence of a shift shock due to a shift, a delay of a shift time of the stepped transmission 20 and the like are suppressed.

  Here, since the rotation speeds of the three rotation elements RE1 to RE3 of the differential mechanism 24 have a certain relationship, if the rotation speeds of the two rotation elements RE1 and RE3 are controlled as control amounts, the remaining rotations The rotational speed of the element RE2 is also uniquely determined, and the speed change state of the continuously variable transmission 16 is defined. The third rotating element RE3 of the differential mechanism 24 is connected to the mechanical stepped transmission 20 via the transmission member 18, and the rotation speed of the third rotating element RE3 is controlled, thereby The shift progress state of the step transmission 20 is defined according to the vehicle speed V. That is, if the rotation speeds of the two rotation elements RE1 and RE3 among the three rotation elements RE1 to RE3 of the differential mechanism 24 are controlled as control amounts, the continuously variable transmission 16 and the stepped transmission 20 after the shift are performed. Any state can be defined, and the progress of these shifts can be controlled.

  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.

  8: Engine 10: Vehicle drive device 16: Continuously variable transmission 18: Transmission member 20: Stepped transmission 24: Differential mechanism 34: Drive wheel 100: Electronic control device 124: Shift control means 130: Final target value setting Means 132: Transient target value setting means 134: Multi-input multi-output control means (feedback control means) MG1: First motor generator (first rotating machine) MG2: Second motor generator (second rotating machine) C1 to C3: Clutch (Friction engagement device) B1, B2: Brake (friction engagement device)

Claims (1)

A differential mechanism having a first rotating element connected to the engine, a second rotating element connected to the first rotating machine, and a third rotating element connected to the transmission member, and a second mechanism connected to the transmission member An electric continuously variable transmission comprising a rotating machine;
A mechanical stepped transmission that is arranged in a power transmission path between the transmission member and the drive wheel, and that has a plurality of gear stages having different gear ratios according to the disengagement states of the plurality of friction engagement devices. Machine,
In a control device for a vehicle drive device having
When the stepless transmission and the stepped transmission are both shifted, the first rotating machine, the second rotating machine, and the three rotating elements of the differential mechanism to which the engine is connected Final target value setting means for setting the final target value after each shift, with the rotational speeds of at least two rotating elements as control amounts;
Transient target value setting means for setting a transient target value during shifting according to a predetermined interpolation process so as to go to the final target value set by the final target value setting means;
Deviations between the transient target value and the actual control amount are obtained so that the plurality of control amounts approach the transient target value set by the transient target value setting means , respectively, and the plurality of deviations are respectively variable. Feedback control means for feedback-controlling the torque of the first rotating machine and the second rotating machine according to a predetermined feedback control equation as
A control device for a vehicle drive device comprising:

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