JP2009068615A - Control device for vehicle drive device - Google Patents

Abstract

[PROBLEMS] To further improve fuel efficiency by reducing energy consumption by rotation synchronization control while maintaining good controllability when switching to a power transmission state by connecting a power interrupt mechanism by rotation synchronization control of input side rotation speed. Let
When a second motor rotation speed Nmg2 (input-side rotation speed) deviates from a predetermined allowable range (nmtag_D ± MRG), rotation synchronization control is performed in S5, whereby the second motor rotation speed Nmg2 is performed. Is brought close to the target rotational speed nmtag_D and within the allowable range. Therefore, when a predetermined gear stage is established along with the N → D shift, the controllability deteriorates and a shock is generated or the responsiveness is reduced. On the other hand, when the second motor rotation speed Nmg2 is within the above-described allowable range, the transmission member 18 is rotated in a random manner without performing the rotation synchronization control in S5. Energy consumption associated with the rotation synchronous control is reduced, and fuel efficiency is improved.
[Selection] Figure 8

Description

  The present invention relates to a control device for a vehicle drive device, and more particularly to a rotation synchronization control that synchronizes an input side rotation speed with an output side rotation speed by a rotating machine when a power interrupting mechanism is cut off. is there.

(a) a power interrupting mechanism provided on the power transmission path for connecting and disconnecting power transmission; (b) a rotating machine capable of changing the input side rotational speed of the power interrupting mechanism; and (c) the power interrupting mechanism. Rotation synchronization means for executing rotation synchronization control for synchronizing the rotation of the input-side rotation speed with the output-side rotation speed of the power interrupting mechanism when the rotation machine is in the cut-off state. A control device is known. The device described in Patent Document 1 is an example, and includes a clutch as a power interrupting mechanism and a motor generator as a rotating machine. When the clutch is neutral, the motor generator is used to perform input side rotation. By performing rotational synchronization control of speed, it is possible to switch with excellent responsiveness while suppressing engagement shock so that good controllability can be obtained when the clutch is engaged and switched to the power transmission state. It can be done.
Japanese Patent No. 3584809

  However, when the power interrupting mechanism is in the shut-off state as described above, if the rotation synchronous control of the input side rotational speed is always performed using the rotating machine, the power consumption is reduced although it is small due to the drag torque of the power interrupting mechanism. The fuel consumption deteriorates due to generation or an increase in engine load.

  For example, FIG. 9 shows that the clutch C1, C2 and the brakes B1 to B3 of the automatic transmission unit 20 are all released in the vehicle drive device of FIG. The switching clutch C0 and the switching brake B0 are also released, the engine 10 is operated at the idle rotation NEidl, and the seventh rotation element RE7 connected to the output shaft 22 has a predetermined rotation speed NOUT corresponding to the vehicle speed V. It is a case where it is rotated by. In this case, it is assumed that, for example, the third speed gear stage “3rd” is established by the N → D shift and the first clutch C1 and the first brake B1 are engaged as indicated by the black circle “●”. The first motor generator MG1 controls the rotation synchronization of the third rotation element RE3 so that the input third rotation element RE3 connected to the eighth rotation element RE8 by the first clutch C1 becomes the target rotation speed nmtag_D. However, the actual rotational speed of the eighth rotating element RE8 does not correspond to the third speed gear stage “3rd”, and differs depending on the sliding resistance of each part, for example, as indicated by a white circle “◯”. Therefore, a rotational speed difference is generated between the first motor generator MG1 and the third rotational element RE3 whose rotation is synchronously controlled, and drag torque is generated by the first clutch C1 according to the rotational speed difference. In order to reduce the rotation speed of the third rotation element RE3 against the torque, power is consumed by the first motor generator MG1 and the fuel efficiency is deteriorated.

  Although the drag torque of the clutch C1 has been described, strictly speaking, the effects of drag torque of other clutches and brakes, other sliding resistances, and the like are involved in a complicated manner, and power consumption of the first motor generator MG1 is generated. The load on the engine 10 is increased, which affects fuel consumption.

  The present invention has been made against the background described above, and its object is to provide good controllability when the power interrupting mechanism is connected and switched to the power transmission state by the rotation synchronous control of the input side rotational speed. It is to further improve the fuel consumption by reducing energy consumption by the rotation synchronous control.

  In order to achieve such an object, the present invention provides: (a) a power interrupting mechanism that is provided on a power transmission path and disconnects power transmission; and (b) an input side rotational speed of the power interrupting mechanism can be changed. Rotating machine, and (c) When the power interrupting mechanism is in an interrupted state, the rotating machine performs rotation synchronization control that synchronizes the input side rotational speed with the output side rotational speed of the power interrupting mechanism. (D) the rotation synchronization means has a predetermined difference between the target rotational speed of the input side rotational speed and the actual input side rotational speed. When it is within the allowable range, the input side rotation member is rotated in a random manner without performing the rotation synchronization control.

  In such a control device for a vehicle drive device, when the difference between the target rotational speed of the input side rotational speed and the actual input side rotational speed is within an allowable range, the rotation synchronization control by the rotating machine is not performed. Therefore, the energy consumption associated with the rotation synchronous control is reduced and the fuel efficiency is improved. On the other hand, if the difference between the target rotational speed and the actual input-side rotational speed exceeds the allowable range, rotation synchronous control is executed by the rotating machine, and the input-side rotational speed is allowed to approach the target rotational speed and allowed. Since it is within the range, the controllability when the power interrupting mechanism is connected and switched to the power transmission state is deteriorated, and it is possible to suppress the occurrence of shock or the loss of responsiveness.

  In other words, the input side rotational speed is determined by the drag torque of the friction engagement device such as a clutch or brake, the sliding resistance of the rotation support part of each part, etc. However, it is rare that the target rotational speed is greatly deviated from the target rotational speed during rotation synchronous control except when the power is connected. It is not always necessary to perform the rotation synchronization control so that the side rotation speed exactly matches the target rotation speed. Therefore, the difference between the input side rotational speed and the target rotational speed is kept within the allowable range without the need for synchronous rotation control, unless the input side rotational speed changes greatly for some reason, such as when the accelerator is operated. In addition, the controllability when the power interrupting mechanism is switched to the power transmission state is improved by appropriately setting the allowable range so that the predetermined controllability can be obtained when the power interrupting mechanism is switched to the power transmission state. Thus, the execution time of the rotation synchronization control by the rotation synchronization means can be shortened, and the energy consumption associated with the rotation synchronization control can be reduced.

  The vehicle drive device of the present invention is configured to have a drive source such as an engine or an electric motor, for example, and is configured such that the input side rotation member of the power interrupting mechanism is rotationally driven by such a drive source. As a driving source, a hybrid system that combines or distributes the outputs of the engine and the rotating machine (motor generator, etc.) via a combining / distributing mechanism such as a planetary gear device and outputs the combined output to the input rotating member is preferably used. Alternatively, a hybrid system that does not include a synthesizing / distributing mechanism, or a drive source including a single engine or an electric motor can be used. When a motor generator or an electric motor is used as a driving source, they can be used as a rotating machine for rotation synchronization, but a rotating machine for rotation synchronization can be arranged separately from the driving source. . As the rotating machine, a generator can be used in addition to the electric motor or the motor generator.

  The power interrupting mechanism is preferably a forward / reverse switching device having a friction engagement device such as a clutch or a brake, or an automatic transmission capable of establishing a plurality of gear stages having different gear ratios. A single clutch or brake that only cuts off the connection may be used.

  The rotation synchronization means controls the input side rotational speed so as to coincide with the target rotational speed, for example, with respect to the output side rotational speed determined according to the vehicle speed in a state where the power interrupting mechanism is in a power transmission cut-off state, that is, in a neutral state. Therefore, the neutral position may be set according to the driver's selection operation such as a shift lever, or the neutral position may be automatically set when the accelerator is turned off. Further, the rotation synchronization control can be performed while the vehicle is running, or can be performed when the vehicle is stopped. The target rotational speed is an input-side rotational speed when the power interrupting mechanism is connected and switched to the power transmission state, and is determined based on the output-side rotational speed according to the gear ratio of the power intermittent mechanism at that time.

  For example, when the rotating machine is an electric motor or a motor generator so that the input side rotational speed matches the target rotational speed, the power running torque is feedback-controlled so that the rotating machine generates power. In the case of a machine or motor generator, the regenerative torque (or power generation torque) is feedback controlled. When a motor generator is used as the rotating machine, rotation synchronous control may be performed by controlling both the power running torque and the regenerative torque depending on whether the speed is increased or decreased.

  The predetermined allowable range in which the rotation synchronization control is not performed is usually the input side rotation speed without requiring the rotation synchronization control unless the input side rotation speed is largely changed for some reason, for example, when the accelerator is operated. Is set in advance by experiments or the like so that a predetermined controllability can be obtained when the power interrupting mechanism is switched to the power transmission state. This allowable range may be set to the same range up and down around the target rotation speed, but different ranges can be set up and down, and at least in a predetermined operating state, without requiring synchronous rotation control The effect of the present invention can be obtained when the input side rotational speed is maintained within the allowable range.

  The above-mentioned allowable range may be set in advance regardless of the operating state, but the controllability when switching the power interrupting mechanism to the power transmission state, that is, shock and responsiveness, is, for example, hydraulic friction engagement When power transmission is disconnected and connected by a device, it changes depending on the oil temperature and rotation speed of the hydraulic oil supplied to the friction engagement device, that is, the vehicle speed, etc., so operation such as oil temperature and rotation speed (vehicle speed, etc.) It is desirable to set the state as a parameter. Further, in the case of an automatic transmission in which the power interrupt mechanism establishes a plurality of gear stages, the allowable ranges can be set separately according to the gear stages established according to the N → D shift operation.

  In the rotation synchronization control, it is desirable to control the rotating machine so that the input side rotation speed matches the target rotation speed. However, in the present invention, the rotation synchronization control is not performed within the allowable range. The rotating machine may be controlled so that the input side rotational speed matches a predetermined value (for example, an upper limit value or a lower limit value). However, the target rotational speed that is the basis for determining the allowable range is an input-side rotational speed when the power interrupting mechanism is switched to the power transmission state.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram for explaining a vehicle drive device to which the present invention is preferably applied, and is for a hybrid vehicle including an engine 10 and motor generators MG1 and MG2 as drive sources. In FIG. 1, a transmission mechanism 8 includes an input shaft 14 disposed on a common axis in a transmission case 12 (hereinafter referred to as a case 12) as a non-rotating member attached to a vehicle body, and the input shaft 14. A switching transmission 11 connected directly or indirectly via a pulsation absorbing damper (vibration damping device) (not shown) and the like and connected in series to the switching transmission 11 via a transmission member (transmission shaft) 18. A stepped automatic transmission unit 20 (hereinafter referred to as an automatic transmission unit 20) functioning as an automatic transmission and an output shaft 22 connected to the automatic transmission unit 20 are provided in series. This speed change mechanism 8 is preferably used in an FR (front engine / rear drive) type vehicle vertically installed in the vehicle, and outputs the outputs of the engine 10 and the motor generators MG1 and MG2 from the output shaft 22 to the differential gear. It transmits to a pair of drive wheel 38 through the apparatus (final reduction gear) 36, a pair of axles, etc. one by one. Note that the motor generators MG1, MG2, the switching transmission 11 and the automatic transmission 20 are configured substantially symmetrically with respect to the axis, and therefore the lower half is omitted in FIG. The automatic transmission unit 20 corresponds to a power intermittent mechanism, the transmission member 18 is an input side rotation member, and the rotation speed thereof, that is, the second motor rotation speed Nmg2, which is the rotation speed of the second motor generator MG2, is the input side rotation speed. The output shaft 22 is an output side rotation member, and the rotation speed thereof, that is, the output shaft rotation speed NOUT is the output side rotation speed.

  The switching-type transmission unit 11 is a mechanical mechanism that mechanically synthesizes or distributes the output of the engine 10 input to the first motor generator MG1 and the input shaft 14, and outputs the output of the engine 10 to the first motor generator. The MG1 and the transmission member 18 are distributed, or the output of the engine 10 and the output of the first motor generator MG1 are combined and output to the transmission member 18, and the transmission member 18 rotates integrally. The second motor generator MG2 is provided. The motor generators MG1 and MG2 both have functions as an electric motor and a generator. The first motor generator MG1 is mainly used as a generator to generate a reaction force, and the second motor generator MG2 is mainly an electric motor. Used to output the driving force. The first motor generator MG1 is also used as a rotating machine for performing rotation synchronous control of the transmission member 18 that is an input side rotating member.

  The composite distribution mechanism 16 includes a single pinion type first planetary gear unit 24 having a predetermined gear ratio (number of teeth of the ring gear / number of teeth of the sun gear) ρ1, for example, about “0.418”, a switching clutch C0, and a switching brake. B0 is mainly provided. The first planetary gear unit 24 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 that meshes with the first sun gear S1 via the first planetary gear P1. R1 is provided as three rotating elements.

  The first carrier CA1 is connected to the input shaft 14, that is, the engine 10, the first sun gear S1 is connected to the first motor generator MG1, and the first ring gear R1 is connected to the transmission member 18. The switching brake B0 is provided between the first sun gear S1 and the transmission case 12, and the switching clutch C0 is provided between the first sun gear S1 and the first carrier CA1. When the switching clutch C0 and the switching brake B0 are released, the first sun gear S1, the first carrier CA1, and the first ring gear R1 are brought into a differential state in which a differential action capable of rotating relative to each other is applied. The output of the engine 10 is distributed to the first motor generator MG1 and the transmission member 18, and the second motor generator MG2 is generated by electric energy generated from the first motor generator MG1 with a part of the distributed output of the engine 10. Is driven, for example, in a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 10. That is, the switch-type transmission unit 11 is an electric continuously variable transmission whose speed ratio γ0 (the rotational speed of the input shaft 14 / the rotational speed of the transmission member 18) is continuously changed from the minimum value γ0min to the maximum value γ0max. Is a continuously variable transmission state that functions as

  On the other hand, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged, the three rotating elements S1, CA1, and R1 of the first planetary gear device 24 are integrally rotated. Since the rotational speed NE of the engine 10 and the second motor rotational speed Nmg2 that is the rotational speed of the transmission member 18 coincide with each other because the non-differential state is made, the switch-type transmission unit 11 has a gear ratio. A constant transmission state is set in which γ0 functions as a transmission with “1” fixed. Further, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is set to the non-differential state in which the first sun gear S1 is not rotated, the first ring gear R1 is increased more than the first carrier CA1. Since it is rotated at high speed, the switching-type transmission unit 11 is set to a constant transmission state that functions as an acceleration transmission in which the transmission ratio γ0 is fixed to a value smaller than “1”, for example, about 0.7. Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 have the continuously variable transmission section 11 operating as a continuously variable transmission in which the gear ratio can be continuously changed and the continuously variable transmission. A locked state in which the gear ratio γ0 is locked at a constant speed without operating as a machine and a continuously variable transmission operation is deactivated, that is, a constant speed state in which the gear is operated as a single-stage or multiple-stage transmission with one or more gear ratios. For example, it functions as an operating state switching device that selectively switches to a constant speed shifting state in which the speed ratio γ0 is constant and operates as a single-stage or multiple-stage transmission.

  The automatic 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 device 26 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. For example, it has a predetermined gear ratio ρ2 of about “0.562”. The third planetary gear device 28 includes a third sun gear S3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third ring gear R3 that meshes with the third sun gear S3 via the third planetary gear P3. For example, and has a predetermined gear ratio ρ3 of about “0.425”. The fourth planetary gear device 30 includes a fourth sun gear S4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth ring gear R4 that meshes with the fourth sun gear S4 via the fourth planetary gear P4. For example, it has a predetermined gear ratio ρ4 of about “0.421”.

  In the automatic transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected to each other, selectively connected to the transmission member 18 via the second clutch C2, and via the first brake B1. 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 each other and connected to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to each other. It is selectively connected to the transmission member 18 via the first clutch C1.

  The switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, the second brake B2, and the third brake B3 (hereinafter simply referred to as the clutch C and the brake B unless otherwise specified). ) Is a hydraulic friction engagement device often used in an automatic transmission for a vehicle, and is a wet type multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or a rotating drum One end of one or two bands wound around the outer peripheral surface is constituted by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides of the band brake.

  In the speed change mechanism 8 configured as described above, for example, as shown in the engagement operation table of FIG. 2, either the clutch C or the brake B is selectively engaged, so that the first speed Any one of the gear stage “1st” to the fifth speed gear stage “5th”, the reverse gear stage “R”, or the neutral “N” is selectively established, and a predetermined gear ratio γ ( = Rotational speed NIN of the input shaft 14 / rotational speed NOUT of the output shaft 22). In particular, in this embodiment, the composite distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, and the switching type transmission unit 11 has been described above by engaging either the switching clutch C0 or the switching brake B0. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to constitute a constant transmission state that operates as a transmission having a constant gear ratio γ0. Therefore, the speed change mechanism 8 includes the switching type transmission unit 11 and the automatic transmission unit 20 which are brought into the constant speed changing state by engaging any one of the switching clutch C0 and the switching brake B0, and as a stepped transmission as a whole. The switching type transmission unit 11 and the automatic transmission unit 20 which are in a continuously variable transmission state and in which the switching clutch C0 and the switching brake B0 are both released to be in a continuously variable transmission state are electrically connected as a whole. A continuously variable transmission state that operates as a continuously variable transmission is set.

  For example, when the speed change mechanism 8 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ is set to a maximum value, for example, “due to the engagement of the switching clutch C 0, the first clutch C 1, and the third brake B 3. The first speed gear stage “1st” of about 3.357 ”is established, and the gear ratio γ is set to the first speed gear stage“ 1st ”by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. The second speed gear stage “2nd”, which is smaller than, for example, “2.180”, is established, and the gear ratio γ is set to the second speed by the engagement of the switching clutch C0, the first clutch C1, and the first brake B1. The third speed gear stage “3rd”, which is smaller than the speed gear stage “2nd”, for example, about “1.424” is established, and the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2 Speed change The fourth speed gear stage “4th” in which γ is smaller than the third speed gear stage “3rd”, for example, about “1.000”, is established, and the first clutch C1, the second clutch C2, and the switching brake B0 are established. As a result, the fifth speed gear stage “5th” in which the speed ratio γ is smaller than the fourth speed gear stage “4th”, for example, about “0.705” is established.

  When the transmission mechanism 8 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. Thereby, the switching-type transmission unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 20 are achieved. For each of the first and fourth gears “1st” to “4th”, the rotational speed input to the automatic transmission unit 20, that is, the second motor rotational speed Nmg2 is changed steplessly, and each gear stage “ 1st "to" 4th "provides a stepless transmission ratio range. Accordingly, the gear ratio between the gear stages “1st” to “4th” can be continuously changed continuously, and the total speed ratio (total speed ratio) γT of the speed change mechanism 8 as a whole can be obtained steplessly. It becomes like this.

  On the other hand, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage “R” having a gear ratio γ of, for example, “3.209” is established, and all the clutch C and the brake B are released. As a result, the power transmission cut-off state, that is, neutral “N” is established. In these reverse gear stages “R” and neutral “N”, both the switching clutch C0 and the switching brake B0 are released, so that the switching transmission 11 is substantially in a continuously variable transmission state.

  FIG. 3 shows a transmission mechanism 8 including a switching transmission 11 that functions as a continuously variable transmission or a first transmission, and an automatic transmission 20 that functions as a stepped transmission or a second transmission. The collinear diagram which can connect the rotational speed of each rotation element from which a connection state differs for every step | line with a straight line is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate that shows the relative relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. Of the three horizontal axes, the lower horizontal line X1 indicates the rotational speed 0, and the upper horizontal line X2 indicates the rotational speed "1.0", that is, the rotational speed NE of the engine 10 connected to the input shaft 14, An axis XG indicates the rotational speed of the transmission member 18. Further, the three vertical lines Y1, Y2, Y3 corresponding to the three rotating elements of the combining / distributing mechanism 16 constituting the switching type transmission unit 11 are first rotations configured by the first sun gear S1 in order from the left side. The element RE1, the second rotation element RE2 constituted by the first carrier CA1, and the third rotation element RE3 constituted by the first ring gear R1 are shown, and the distance between them is the first planetary gear unit 24. Is determined according to the gear ratio ρ1. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 are, in order from the left, the fourth rotating element RE4, the second rotating element RE4 configured by the second sun gear S2 and the third sun gear S3. Consists of a fifth rotating element RE5 configured by a carrier CA2, a sixth rotating element RE6 configured by a fourth ring gear R4, a second ring gear R2, a third carrier CA3, and a fourth carrier CA4. The eighth rotation element RE8 composed of the seventh rotation element RE7, the third ring gear R3, and the fourth sun gear S4 is shown respectively, and the distance between them is the second, third, and fourth planetary gear units 26. , 28 and 30 are respectively determined according to the gear ratios ρ2, ρ3 and ρ4.

  With reference to the collinear diagram of FIG. 3, the switching-type transmission unit 11 will be described in detail. The rotational speed of the first sun gear S1 and the rotation of the first ring gear R1 are represented by an oblique straight line L0 passing through the intersection of Y2 and X2. The relationship with speed is shown. For example, when the continuously variable transmission state is switched by releasing the switching clutch C0 and the switching brake B0, the reaction force generated by the power generation (regenerative torque) of the first motor generator MG1 is controlled to change the straight line L0 and the vertical line Y1. When the rotation of the first sun gear S1 indicated by the intersection of the first sun gear S1 is raised or lowered, the rotation speed of the first ring gear R1 indicated by the intersection of the straight line L0 and the vertical line Y3, that is, the rotation speed of the transmission member 18 is the second. The motor rotation speed Nmg2 is lowered or raised. Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the three rotating elements are brought into a locked state in which the three rotating elements are integrally rotated, so that the straight line L0 is made to coincide with the horizontal line X2. The transmission member 18 is rotated at the same rotation as the engine rotation speed NE. When the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the straight line L0 is in the state shown in FIG. 3, and the first ring gear R1, that is, the transmission indicated by the intersection of the straight line L0 and the vertical line Y3. The second motor rotation speed Nmg2 that is the rotation speed of the member 18 is a rotation increased from the engine rotation speed NE.

  The automatic transmission unit 20 will be described in detail with reference to the collinear diagram of FIG. 3. The rotational speed of the eighth rotating element RE8 is indicated by the engagement of the first clutch C1 and the third brake B3. A seventh rotation element connected to the output shaft 22 and an oblique straight line L1 passing through the intersection of the vertical line Y8 and the horizontal line X2 and the intersection of the vertical line Y6 and the horizontal line X1 indicating the rotation speed of the sixth rotation element RE6. The rotational speed of the output shaft 22 (output shaft rotational speed NOUT) at the first speed gear stage “1st” is shown at the intersection with the vertical line Y7 indicating the rotational speed of RE7. Similarly, an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22 Thus, the rotational speed of the output shaft 22 at the second speed gear stage “2nd” is shown. At the intersection of an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22, The rotational speed of the output shaft 22 at the third speed gear stage “3rd” is shown. At the intersection of a horizontal straight line L4 determined by engaging the first clutch C1 and the second clutch C2, and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22, The rotational speed of the output shaft 22 at the fourth speed gear stage “4th” is shown. In the first speed gear stage “1st” to the fourth speed gear stage “4th”, the switching clutch C0 is engaged, and as a result, the switching speed is changed to the eighth rotation element RE8 at the same rotational speed as the engine rotational speed NE. Power from the unit 11, that is, the combining / distributing mechanism 16 is input. However, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the switching transmission 11 is input at a higher rotational speed than the engine rotational speed NE, so the first clutch C1, the second clutch At the intersection of the horizontal straight line L5 determined by the engagement of the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22, the fifth gear The rotational speed of the output shaft 22 at the stage “5th” is shown.

  FIG. 4 illustrates a signal input to the electronic control device 40 for controlling the speed change mechanism 8 of the present embodiment and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, hybrid drive control relating to the engine 10 and motor generators MG1, MG2 and shift control of the automatic transmission unit 20 are executed.

  The electronic control unit 40 includes a signal indicating the engine water temperature, a signal indicating the shift operation position, a signal indicating the engine rotation speed NE that is the rotation speed of the engine 10, and a gear ratio row setting from the sensors and switches shown in FIG. A signal indicating a value, a signal for instructing an M (manual shift) mode, an air conditioner signal indicating the operation of the air conditioner, a vehicle speed signal corresponding to the rotational speed NOUT of the output shaft 22, and the temperature (oil temperature) of the hydraulic oil of the automatic transmission 20 An oil temperature signal indicating Toil, a signal indicating a side brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, an accelerator operation amount signal indicating an operation amount (output required amount) of an accelerator pedal, a cam angle signal, Snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise signal indicating auto cruise driving , A vehicle weight signal indicating the weight of the vehicle, a wheel speed signal indicating the wheel speed of each drive wheel, and a stepped gear for switching the switching-type transmission unit 11 to a constant speed shift state in order to cause the transmission mechanism 8 to function as a stepped transmission. A signal indicating the presence / absence of a switch operation, a signal indicating the presence / absence of a continuously variable switch operation for switching the switching-type transmission unit 11 to a continuously variable transmission state in order to cause the transmission mechanism 8 to function as a continuously variable transmission, the first motor generator MG1 A signal representing the rotation speed Nmg1, a signal representing the rotation speed Nmg2 of the second motor generator MG2, and the like are respectively supplied. Further, the electronic control unit 40 receives a drive signal for a throttle actuator that controls the opening of the throttle valve, a boost pressure adjustment signal for adjusting the boost pressure, and an electric air conditioner drive signal for operating the electric air conditioner. An ignition signal for instructing the ignition timing of the engine 10, an instruction signal for instructing the operation of the motor generators MG1 and MG2, a shift position (operation position) display signal for operating the shift indicator, and a gear ratio for displaying the gear ratio A display signal, a snow mode display signal for displaying that it is in the snow mode, an ABS operation signal for operating an ABS actuator for preventing the wheel from slipping during braking, and M for displaying that the M mode is selected Mode display signal, hydraulic friction engagement device for composite distribution mechanism 16 and automatic transmission unit 20 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 to control the hydraulic actuator, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42, and driving an electric heater Signal for driving, a signal to the computer for cruise control control, etc. are output respectively.

  FIG. 5 is a functional block diagram for explaining a main part of the control function by the electronic control unit 40. In FIG. 5, the switching control means 50 selectively switches the transmission mechanism 8 between the continuously variable transmission state and the stepped transmission state based on the vehicle state. That is, whether the speed change mechanism 8 is a stepped control region for switching to the stepped shift state is determined from, for example, the vehicle speed V and the switching map indicated by the broken line and the two-dot chain line in FIG. Judgment is made based on the vehicle state indicated by the output torque Tout (other driving force-related values are acceptable), and in the case of a stepped control region of high vehicle speed or high output torque, the hybrid control means 52 is hybrid controlled or A signal for disabling or prohibiting the stepless shift control is output, and the stepped shift control means 54 is permitted to perform a shift control at a preset stepped shift. The output torque Tout is obtained based on, for example, the accelerator operation amount, the throttle valve opening, and the like.

  The hybrid control means 52 operates the engine 10 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 8, that is, the continuously variable transmission state of the switching transmission 11, while the engine 10 and the first motor generator MG1 and In other words, the distribution of the driving force with the second motor generator MG2 is changed so as to be optimized, and the transmission gear ratio γ0 of the switching transmission 11 as an electrical continuously variable transmission is controlled. Further, the stepped shift control means 54 is based on the vehicle state indicated by the vehicle speed V and the output torque Tout from the shift map indicated by the solid line and the alternate long and short dash line in FIG. Is determined, and the speed change control of the speed change mechanism 8 is executed. FIG. 2 shows a combination of operations of the hydraulic friction engagement device, that is, the clutch C and the brake B, selected in the shift control at this time. That is, the entire transmission mechanism 8, that is, the switching transmission unit 11 and the automatic transmission unit 20 function as a so-called stepped automatic transmission, and the gear stage is achieved according to the engagement table shown in FIG.

  On the other hand, when the switching control unit 50 determines that the transmission mechanism 8 is a continuously variable control region for switching the transmission mechanism 8 to the continuously variable transmission state according to the switching map stored in advance in the map storage unit 56, the transmission mechanism 8 as a whole. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic control circuit 42 so that the continuously variable transmission unit 11 is in a continuously variable transmission state so that a continuously variable transmission is possible so that a continuously variable transmission state is obtained. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and the automatic transmission unit 20 is automatically shifted to the stepped shift control means 54 according to the shift map stored in advance in the map storage means 56. Output a signal that permits this. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. As described above, the switching-type transmission unit 11 switched to the continuously variable transmission state based on the predetermined condition by the switching control means 50 functions as a continuously variable transmission, and the serial automatic transmission unit 20 functions as a stepped transmission. As a result, an appropriate magnitude of driving force can be obtained, and at the same time, the automatic transmission unit 20 can be connected to the first speed, second speed, third speed, and fourth speed of the automatic transmission unit 20. The input rotation speed, that is, the second motor rotation speed Nmg2 is changed steplessly, and a stepless gear ratio range is obtained for each gear step. Therefore, the gear ratio between the respective gear stages is continuously variable continuously, and the transmission mechanism 8 as a whole is in a continuously variable transmission state, so that the total gear ratio γT can be obtained continuously.

  The hybrid control means 52 calculates the driver's required output from, for example, the accelerator operation amount and the vehicle speed V, calculates the required driving force from the driver's required output and the charge request value, and calculates the engine speed NE and the total output. Based on the total output and the engine rotational speed NE, the engine 10 is controlled to obtain a predetermined engine output, and the power generation amount of the first motor generator MG1 is controlled. The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20, or issues a shift command to the automatic transmission unit 20 for improving fuel consumption. In such hybrid control, the engine rotational speed NE determined to operate the engine 10 in an efficient operating range, the rotational speed of the transmission member 18 determined by the vehicle speed V and the gear stage of the automatic transmission unit 20, that is, the second motor rotation. In order to match the speed Nmg2, the switching transmission 11 is made to function as an electrical continuously variable transmission. That is, the hybrid control means 52 makes the total speed ratio γT of the speed change mechanism 8 so that the engine 10 is operated along a prestored optimum fuel efficiency rate curve that achieves both drivability and fuel efficiency during continuously variable speed travel. The target gear ratio is determined, the gear ratio γ0 of the switching transmission 11 is controlled so as to obtain the target value, and the total gear ratio γT is controlled within the changeable range, for example, in the range of 13 to 0.5. Will do.

  At this time, since the hybrid control means 52 supplies the electric energy generated by the first motor generator MG1 to the power storage device 60 and the second motor generator MG2 through the inverter 58, the main part of the power of the engine 10 is mechanically transmitted. Although it is transmitted to the member 18, a part of the motive power of the engine 10 is consumed for the power generation of the first motor generator MG1, converted into electric energy there, supplied to the second motor generator MG2 through the inverter 58, 2 is transmitted from the motor generator MG2 to the transmission member 18. Electrical path from conversion of part of the power of the engine 10 into electrical energy and conversion of the electrical energy into mechanical energy by a device related from the generation of the electrical energy to consumption by the second motor generator MG2. Is configured. Further, the hybrid control means 52 can make the motor travel by the electric CVT function of the switching transmission 11 regardless of whether the engine 10 is stopped or idling. Further, the hybrid control means 52 operates the first motor generator MG1 and / or the second motor generator MG2 even when the switching type transmission unit 11 is in the stepped transmission state (constant transmission state) while the engine 10 is stopped. It can also be driven by a motor.

  Thereby, for example, in low-medium speed travel and low-medium power travel of the vehicle, the speed change mechanism 8 is set to a continuously variable transmission state to ensure the fuel efficiency of the vehicle, but the vehicle speed V exceeds a predetermined determination vehicle speed. In this case, the transmission mechanism 8 is in a stepped transmission state in which it operates as a stepped transmission, and the output of the engine 10 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path. As a result, the conversion loss between the power and electric energy generated when operating as is suppressed, and the fuel consumption is improved. When the output torque Tout exceeds a predetermined determination value, the output mechanism T10 is in a stepped shift state in which the speed change mechanism 8 operates as a stepped transmission, and the output of the engine 10 is driven by a drive wheel exclusively through a mechanical power transmission path. In other words, the region where the electric continuously variable transmission is operated is the low and medium speed traveling and the low and medium power traveling of the vehicle, and in other words, the electric energy that should be generated by the first motor generator MG1. The maximum value of electrical energy transmitted by first motor generator MG1 can be reduced, and first motor generator MG1 or a vehicle drive device including the first motor generator MG1 can be further downsized.

  5 and 7, a shift operation device 72 that is a manual transmission operation device including a shift lever 74 that is operated to select a plurality of types of shift positions is disposed beside the driver's seat, for example. The shift lever 74 is in a neutral state in which all clutches C and brakes B of the speed change mechanism 8 are released and power transmission is interrupted, and the parking position “P (parking)” for locking the output shaft 22, reverse drive The reverse travel position “R (reverse)” for traveling, the neutral position “N (neutral)” that sets the speed change mechanism 8 to the neutral state, the forward automatic shift travel position “D (drive)”, and the forward manual shift travel position “ "M (manual)" is provided so as to be manually operated. In the “D” position, an automatic shift mode is established in which shift control is performed using all gear stages “1st” to “5th”.

  The “M” position is provided, for example, adjacent to the width direction of the vehicle at the same position as the “D” position in the longitudinal direction of the vehicle, and when the shift lever 74 is operated to the “M” position, Any of the five shift ranges from the D range to the L range is selected according to the operation of the shift lever 74. Specifically, at the “M” position, an upshift position “+” and a downshift position “−” are provided in the front-rear direction of the vehicle, and the shift lever 74 has their upshift position “+”. "Or downshift position"-", the shift range is increased or decreased one by one. The five speed ranges, D range to L range, are a plurality of types of shifts with different total speed ratios γT on the high speed side (minimum speed ratio) in the change range of the total speed ratio γT that allows automatic transmission control of the speed change mechanism 8. Specifically, the high-speed gear stage that can change the speed of the automatic transmission unit 20 is reduced by one, and the fastest gear stage of the D range is the fifth speed gear stage “5th”. , The fourth speed gear stage is “4th”, the third range is the third speed gear stage “3rd”, the second range is the second speed gear stage “2nd”, and the L range is the first speed gear stage “1st”. The shift lever 74 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring.

The shift operation device 72 is provided with a shift position sensor 76 for detecting the operation position of the shift lever 74, and outputs a shift position signal P _SH indicating the operation position of the shift lever 74 to the shift position determination means 70. To do. The shift position determination means 70 determines to which operating position the shift lever 74 has been operated based on the shift position signal _PSH, and to the upshift position “+” or the downshift position “−” at the “M” position. It is determined whether or not an operation has been performed. The stepped shift control means 54 performs the shift control of the automatic transmission unit 20 of the transmission mechanism 8 according to the shift position determined by the shift position determination means 70 and is operated to the “N” position. If this occurs, all the clutches C and brakes B of the transmission mechanism 8 are released to bring the transmission mechanism 8 into the neutral state.

  Here, when the vehicle is running or when the vehicle is stopped, the shift lever 74 is operated to the “N” position, so that all the clutches C and brakes B of the transmission mechanism 8 are released to a neutral state. Since the transmission member 18 that is the input side rotation member of the motor is rotatable, the controllability at the time of establishing a predetermined gear stage with the N → D shift operated to the “D” position is deteriorated, and the shock is reduced. May occur or the shift response may deteriorate. That is, in the neutral state, the engine rotational speed NE is normally maintained at the idle rotational speed NEidl, and the second motor rotational speed Nmg2, which is the rotational speed of the transmission member 18, is determined based on the idle rotational speed NEidl. It converges to a predetermined rotation speed according to the drag torque of C0, C1, C2, or the sliding resistance of the rotation support portion, etc., but if the engine rotation speed NE changes due to the accelerator pedal being depressed, etc. When the second motor rotation speed Nmg2 changes and the first clutch C1 is engaged and controlled to establish a predetermined gear stage in accordance with the N → D shift, the second motor rotation speed Nmg2 changes suddenly and greatly. A shock occurs, or the required time for engaging the first clutch C1 is lengthened and a predetermined driving force can be obtained. It is there for that response may become worse in.

  In order to prevent such deterioration of controllability during the N → D shift, the electronic control unit 40 is further provided with a rotation synchronizing means 80 (see FIG. 5), and the first motor generator MG1 performs the first operation when neutral. By performing rotation synchronization control that synchronizes rotation of the two motor rotation speed Nmg2 with respect to the output shaft rotation speed NOUT, good controllability can be obtained during an N → D shift. FIG. 8 is a flowchart specifically explaining the processing content of the rotation synchronization control by the rotation synchronization means 80, and is repeatedly executed at a predetermined cycle time.

  In step S1 of FIG. 8, it is determined whether or not the operation position of the shift lever 74 is the “N” position. If it is not the “N” position, step S6 is executed. Step S6 is a step that ends without performing the rotation synchronization control. In this case, since the automatic transmission unit 20 is established with a predetermined gear according to the operation position of the shift lever 74, the second step is performed. The motor rotation speed Nmg2 is set to a predetermined rotation speed according to the gear ratio of the gear stage and the output shaft rotation speed NOUT.

  If the operation position of the shift lever 74 is the “N” position and the determination in step S1 is YES (positive), step S2 is subsequently executed to calculate the target rotation speed nmtag_D for rotation synchronization control. This target rotational speed nmtag_D is the input side rotational speed when the stepped transmission unit 20 is changed from neutral to a predetermined gear stage while maintaining the switching transmission unit 11 in a continuously variable transmission state in accordance with the N → D shift. The rotation speed of the transmission member 18 (the second motor rotation speed Nmg2 in this embodiment) is obtained, and the gear stage to be established is determined from the shift map of FIG. 6 according to the vehicle speed V at that time, and the gear ratio of the gear stage is obtained. It is obtained by multiplying sgrp by the output shaft rotational speed NOUT.

  In the next step S3, it is determined whether or not the second motor rotational speed Nmg2 is larger than a value obtained by adding a predetermined margin MRG to the target rotational speed nmtag_D. If Nmg2> nmtag_D + MRG, step S5 is performed. Executes rotation synchronization control. That is, the power running torque and the regenerative torque of the first motor generator MG1 are feedback-controlled so that the second motor rotation speed Nmg2 becomes the target rotation speed nmtag_D. However, it is also possible to perform feedback control of the first motor generator MG1 with nmtag_D + MRG as a target value so that the second motor rotation speed Nmg2 matches the target value (nmtag_D + MRG).

  If the determination in step S3 is NO (negative), that is, if Nmg2 ≦ nmtag_D + MRG, then step S4 is executed, and the second motor rotation speed Nmg2 is less than the value obtained by subtracting the margin MRG from the target rotation speed nmtag_D. It is determined whether or not it is smaller. If Nmg2 <nmtag_D-MRG, rotation synchronization control is executed in step S5. That is, the power running torque and the regenerative torque of the first motor generator MG1 are feedback-controlled so that the second motor rotation speed Nmg2 becomes the target rotation speed nmtag_D. However, it is also possible to feedback control the first motor generator MG1 so that the second motor rotation speed Nmg2 matches the target value (nmtag_D-MRG) using nmtag_D-MRG as the target value.

  In step S5, the rotation of the transmission member 18 is controlled by controlling the torque of the second motor generator MG2 while the rotation of the second motor rotation speed Nmg2 is synchronized by the torque control of the first motor generator MG1. It is also possible to perform rotation synchronous control of the second motor rotation speed Nmg2, which is the speed, that is, the rotation speed of itself.

  FIG. 9 is an example of a collinear diagram illustrating the rotation speed of each part when the rotation synchronization control in step S5 is executed. When the N → D shift is performed, the third speed gear stage “3rd” is changed. Assuming that the first clutch C1 and the first brake B1 are engaged as shown by the black circle “●”, the input side connected to the eighth rotation element RE8 by the first clutch C1 is assumed. This is a case where the rotation synchronization control is performed by the first motor generator MG1 so that the rotation speed of the third rotation element RE3, that is, the second motor rotation speed Nmg2 becomes the target rotation speed nmtag_D. The broken line in the figure corresponds to the case where the third speed gear stage “3rd” is established by actually performing the N → D shift, but in the neutral state before the N → D shift is performed, The rotational speed of the rotating element RE8 does not necessarily correspond to the third speed gear stage “3rd”, and is usually deviated as indicated by a white circle “◯”, for example, due to sliding resistance of each part. On the other hand, the rotation speed of the third rotation element RE3 connected to the eighth rotation element RE8 via the first clutch C1, that is, the second motor rotation speed Nmg2 coincides with the target rotation speed nmtag_D as indicated by a black circle “●”. When the rotation synchronization control is performed as described above, a rotational speed difference is generated between the eighth rotational element RE8 and drag torque is generated by the first clutch C1 in accordance with the rotational speed difference, against the drag torque. In order to reduce the rotation speed (second motor rotation speed Nmg2) of the third rotation element RE3, power is consumed by the first motor generator MG1 and the fuel efficiency is deteriorated.

  On the other hand, in this embodiment, only when the target rotational speed nmtag_D is outside the allowable range obtained by adding or subtracting the predetermined margin MRG, the determination in step S3 or S4 becomes YES (positive) and the rotation in step S5. When the synchronization control is performed and within the allowable range determined by the margin MRG, that is, when both the determinations in steps S3 and S4 are NO (negative), step S6 is executed without performing the rotation synchronization control. finish. That is, when the rotation speed (second motor rotation speed Nmg2) of the transmission member 18 that is the input side rotation member is nmtag_D−MRG ≦ Nmg2 ≦ nmtag_D + MRG, the transmission member 18 is moved without performing the rotation synchronization control in step S5. It is rotated in line with the drag torque, sliding resistance, etc. of each part, and the energy consumption accompanying the execution of the rotation synchronous control, that is, the energy accompanying the increase in the power running of the first motor generator MG1 and the load of the engine 10 Consumption is reduced and fuel consumption is improved as a whole. In the case of FIG. 9, when the second motor rotation speed Nmg2 is within the range of (nmtag_D ± MRG) indicated by the white arrow “⇔”, the third rotation element RE3, that is, without executing the rotation synchronization control of step S5, The transmission member 18 is rotated in line.

  If the difference between the target rotational speed nmtag_D and the actual input side rotational speed, that is, the second motor rotational speed Nmg2, exceeds the margin MRG that is an allowable range, step S5 is executed, and the first motor generator MG1 is executed. Rotational synchronization control is performed. As a result, the second motor rotation speed Nmg2 is brought close to the target rotation speed nmtag_D and within an allowable range, that is, nmtag_D-MRG ≦ Nmg2 ≦ nmtag_D + MRG. When the automatic transmission unit 20 is switched to the power transmission state, it is possible to prevent the controllability from deteriorating and causing a shock or a loss of responsiveness.

  Here, the rotational speed of the transmission member 18 in the neutral state in which the power transmission of the automatic transmission unit 20 is interrupted, that is, the second motor rotational speed Nmg2, is the drag torque of the clutch C or the brake B, or the sliding of the rotation support part of each part. It converges to a predetermined rotational speed determined by dynamic resistance, etc., and is unlikely to deviate significantly from the target rotational speed nmtag_D at the time of rotational synchronization control, except when the engine rotational speed NE changes greatly due to, for example, accelerator operation. On the other hand, the second motor rotation speed Nmg2 is strictly matched with the target rotation speed nmtag_D in order to ensure good controllability when the predetermined gear stage is established and switched to the power transmission state with the N → D shift. Thus, it is not always necessary to perform the rotation synchronization control. Accordingly, the second motor rotation speed Nmg2 is predetermined with respect to the target rotation speed nmtag_D without requiring rotation synchronization control, unless the second motor rotation speed Nmg2 changes greatly for some reason, such as when the accelerator is operated. The margin MRG is set to an appropriate value so that a predetermined controllability can be obtained when the automatic transmission unit 20 is switched to the power transmission state in accordance with the N → D shift. Thus, while maintaining good controllability when switching the automatic transmission unit 20 to the power transmission state, the execution time of the rotation synchronization control by the first motor generator MG1 in step S5 is shortened, and the rotation synchronization is performed. Energy consumption associated with control can be reduced.

  The margin MRG is normally set so that the second motor rotational speed Nmg2 does not require rotational synchronization control except when the second motor rotational speed Nmg2 changes greatly for some reason, such as when the accelerator is operated. Predetermined controllability is obtained when the automatic transmission unit 20 is switched to the power transmission state in accordance with the N → D shift while being held within a predetermined allowable range obtained by adding / subtracting a predetermined margin MRG to / from the target rotational speed nmtag_D. As described above, it is set in advance by experiments or the like. The margin MRG may be a constant value, but the controllability when the automatic transmission unit 20 is switched to the power transmission state, that is, shock and responsiveness, is the oil temperature of the hydraulic oil supplied to the clutch C and the brake B. Since it varies depending on the Toil, the vehicle speed V, etc., and also varies depending on the gear stage established according to the N → D shift, in this embodiment, the oil temperature Toil and the vehicle speed V are set as parameters for each gear stage. A set value (margin MRG) is stored by a map or the like. Note that if the second motor rotation speed Nmg2 is maintained within the allowable range without requiring rotation synchronization control, a predetermined fuel efficiency improvement effect can be obtained. It is only necessary to set a margin MRG such that the determination in S4 is NO (negative).

  FIG. 10 shows that the rotation synchronization control is performed according to the flowchart of FIG. 8, and whether or not the second motor rotation speed Nmg2 that is the input side rotation speed is within a predetermined allowable range determined by the margin MRG with respect to the target rotation speed nmtag_D. It is an example of the time chart when implementation of rotation synchronous control is controlled. In this case, the second motor rotation speed Nmg2 is temporarily increased for some reason such as an accelerator operation, and the rotation synchronization control is performed by the first motor generator MG1 only during the time t1 to t2 that exceeds the upper limit (nmtag_D + MRG) of the allowable range. Is the case.

  Thus, in the vehicle drive device of the present embodiment, the second motor rotation speed Nmg2 that is the input-side rotation speed deviates from the predetermined allowable range (nmtag_D ± MRG) determined by the target rotation speed nmtag_D and the margin MRG. In this case, since the rotation synchronization control is performed by the first motor generator MG1 in step S5, the second motor rotation speed Nmg2 is brought close to the target rotation speed nmtag_D and within the allowable range. As a result, when the predetermined gear stage is established and the automatic transmission unit 20 is switched to the power transmission state, it is suppressed that the controllability is deteriorated and a shock is generated or the responsiveness is impaired. When the second motor rotation speed Nmg2 is within the allowable range, the rotation synchronization control in step S5 is not performed and the transmission is performed. Material 18 is because it is rotated at consequences depending on drag torque and sliding resistance of the various parts, the minute by the rotation energy consumption associated with the implementation of synchronous control is improved is by fuel savings.

  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.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device to which the present invention is preferably applied. 2 is an operation table for explaining a relationship between a speed change operation and a hydraulic friction engagement device used in the case where the vehicle drive device of FIG. FIG. 6 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the speed change mechanism of the vehicle drive device of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the vehicle drive device of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. It is a figure explaining the switching operation | movement of the switching control means of FIG. It is a figure explaining an example of the shift operation apparatus operated in order to select a some shift position, (a) is a figure which shows a shift pattern, (b) is a figure explaining several shift ranges which can be selected in M mode. It is. 6 is a flowchart for specifically explaining the processing content of the rotation synchronization means of FIG. 5. It is a figure explaining the rotation synchronous control performed according to the flowchart of FIG. 8 using the alignment chart which shows the relative rotational speed of a several rotation element. It is an example of the time chart when rotation synchronous control is performed temporarily according to the flowchart of FIG.

Explanation of symbols

  18: Transmission member (input-side rotating member) 20: Automatic transmission unit (power intermittent mechanism) 40: Electronic control unit 80: Rotation synchronization means MG1: First motor generator (rotating machine) Nmg2: Second motor rotation speed (input side) Rotational speed) NOUT: Output shaft rotational speed (output-side rotational speed) nmtag_D: Target rotational speed MRG: Margin (allowable range)

Claims (1)

A power interrupting mechanism that is provided on the power transmission path and cuts off the power transmission;
A rotating machine capable of changing the input side rotational speed of the power interrupting mechanism;
Rotation synchronization means for performing rotation synchronization control for synchronizing the rotation of the input side rotation speed with the output side rotation speed of the power interruption mechanism when the power interruption mechanism is in an interruption state;
In a control device for a vehicle drive device comprising:
When the difference between the target rotational speed of the input-side rotational speed and the actual input-side rotational speed is within a predetermined allowable range, the rotational synchronization means does not perform the rotational synchronization control and performs input-side rotation. A control device for a vehicular drive device, characterized by rotating a member according to a course.

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