JP2007099265A - Control device for hybrid drive - Google Patents

Abstract

A control device for a hybrid drive device capable of preventing a shock at the time of a shift in a speed change mechanism that adds torque of an assist power source to an output shaft.
A control device for a hybrid drive device in which an assist power source is connected to an output member to which torque output from a main power source is transmitted via a speed change mechanism, and the speed change by the speed change mechanism is performed during the speed change. First torque correcting means (step S7) for correcting torque transmitted from the main power source to the output member is provided.
[Selection] Figure 1

Description

  The present invention relates to a hybrid drive device having two types of power sources as power sources for traveling of a vehicle, and in particular, an assist power source is provided via a speed change mechanism to an output member to which torque is transmitted from a main power source. The present invention relates to a control device for a connected hybrid drive device.

  A hybrid drive device for a vehicle generally uses an internal combustion engine such as a gasoline engine or a diesel engine and an electric device such as a motor or a motor / generator as a power source. There are various combinations, and the number of electric devices used is not limited to one, and there are examples in which a plurality of electric devices are used. As an example, Patent Document 1 discloses that an engine and a first motor / generator are connected to each other via a composite distribution mechanism including a single pinion planetary gear mechanism, and the composite distribution mechanism is connected to an output member. A hybrid configured to transmit torque, further connect the second motor / generator to the output member via a speed change mechanism, and add the output torque of the second motor / generator to the output member as so-called assist torque. A drive device is described. The speed change mechanism is constituted by a planetary gear mechanism that can be switched between a direct connection state and a deceleration state. In the direct connection state, the torque of the second motor / generator is directly applied to the output member, and in the deceleration state, The torque of the two-motor generator is increased and added to the output member.

  In the hybrid drive device described above, by controlling the second motor / generator to the power running state or the regenerative state, a positive torque can be applied to the output member or a negative torque can be applied to the output member. In addition, since the deceleration state can be set by the speed change mechanism, the second motor / generator can be reduced in torque or reduced in size.

  In Patent Document 2, the first and second motor / generators are arranged on the upstream side (engine side) of the transmission that can be switched between high and low. A device is described which is configured to make the shift time substantially constant by controlling the torque.

  Patent Document 3 discloses that an engine output torque is transmitted to a predetermined input member of a transmission, and a motor / generator is connected to the input member so that the output torque is smoothed at the time of shifting, that is, inertia. An apparatus is described for controlling a motor generator to absorb torque.

Furthermore, in Patent Document 4, when it is not possible to clearly determine whether the driving state or the driven state, the output of the power generation source is changed to shift to the driving state or the driven state, and then a shift is executed. The configured device is described.
JP 2002-225578 A JP 2000-295709 A JP-A-6-319210 Japanese Patent No. 2926959

  According to the device described in Patent Document 1, torque output from the main power source including the engine and the first motor / generator is transmitted to the output member, while torque output from the second motor / generator is output. Therefore, the engine that constitutes the main power source is operated so that the fuel efficiency becomes optimum, and the torque that is insufficient or excessive with respect to the driving force required in that state is It can be supplemented by a two-motor generator. Further, since the transmission is provided, the torque of the second motor / generator can be increased and transmitted to the output member. As a result, the second motor / generator can be reduced in size or the capacity can be reduced.

  On the other hand, the above-mentioned device has such advantages, but there is a possibility that a shock may occur when a shift operation is performed with the transmission. In other words, since the rotational speed of any of the rotating members changes with the shift, inertia torque is generated by the change in the rotational speed, which affects the output torque, and the change in the output torque may appear as a shock. In addition, when shifting is executed by engagement or release of the friction engagement device, the torque capacity of the friction engagement device decreases transiently, so that the torque that can be assisted by the second motor / generator is the torque capacity. As a result, the overall output torque of the hybrid drive device or the vehicle drive torque changes during shifting, which can be a shock.

  The present invention has been made paying attention to the technical problem described above, and provides a control device for a hybrid drive device that can eliminate a shock caused by a shift in a transmission mechanism that connects an assist power source to an output member. It is intended to provide.

  In order to achieve the above object, the present invention controls the main power source to compensate for the excess or deficiency in the output torque when the transmission of torque between the assist power source and the output member is restricted by the shift. It is configured as described above. That is, according to the first aspect of the present invention, in the control device for the hybrid drive device in which the assist power source is connected to the output member to which the torque output from the main power source is transmitted via the speed change mechanism, the speed change by the speed change mechanism is performed. A control device comprising first torque correction means for correcting torque transmitted from the main power source to the output member.

  According to a second aspect of the invention, the first torque correction means according to the first aspect of the invention includes a torque increasing means for increasing a torque transmitted from the main power source to the output member. Device.

  Further, the invention of claim 3 is an internal combustion engine in which the main power source in the invention of claim 1 or 2 is combined or distributed with torque via a gear mechanism that performs a differential action by three rotating elements. A first motor / generator, the assist power source is constituted by a second motor / generator, and the first torque correction means includes means for correcting torque generated by the first motor / generator. It is a control device.

  Further, the invention of claim 4 is the invention of claim 3, further comprising a second torque correction means for correcting the torque of the internal combustion engine when correcting the torque of the first motor / generator during the shift. It is the control device characterized by comprising.

  The second torque correcting means can be means for increasing the torque of the internal combustion engine as described in claim 5.

  According to a sixth aspect of the present invention, in the first torque correction means according to the third aspect, the output torque of the internal combustion engine decreases as the operating state of the internal combustion engine increases as the rotational speed of the internal combustion engine increases. The control device includes means for correcting the torque of the first motor / generator when it is in the region to be operated.

  According to a seventh aspect of the present invention, in any one of the first to sixth aspects, the speed change mechanism transmits a torque of the assist power source to the output member and engages or releases the speed change. And the first torque correction means includes means for correcting torque transmitted from the main power source to the output member based on a torque capacity of the friction engagement device. It is a control device.

  Furthermore, the invention according to claim 8 is the invention according to claim 7, wherein the friction engagement device is released at the time of a shift in which the assist power source outputs a torque and a gear ratio is reduced. And the first torque correction means includes a low-speed friction engagement device such that the rotation speed of the assist power source becomes a rotation speed set by a predetermined slight slip of the low-speed friction engagement device. The control device includes means for correcting torque transmitted from the main power source to the output member based on a feedback correction amount for feedback control of the engagement pressure.

  The invention according to claim 9 is the invention according to any one of claims 1 to 6, wherein the speed change mechanism transmits the torque of the assist power source to the output member and engages or releases the speed change. A friction engagement device for performing the first torque correction unit based on a deviation between the torque of the output member and the target output torque estimated based on the torque capacity of the friction engagement device during a shift; The control apparatus includes means for correcting torque transmitted from the main power source to the output member.

  On the other hand, according to a tenth aspect of the present invention, the first torque correction means according to the first or second aspect of the invention is configured such that the output member from the main power source is based on the progress of the shift after the start of the inertia phase during the shift. A control device including means for correcting torque transmitted to the motor.

  Furthermore, the invention according to claim 11 is the speed change mechanism for reducing the speed ratio of the speed change mechanism in a state in which the first torque correcting means in the invention of claim 1 or 2 outputs the torque of the assist power source. And a means for correcting torque transmitted from the main power source to the output member based on a learned value of time from the start of shifting to the start of inertia phase.

  According to a twelfth aspect of the present invention, the first torque correction means according to the first or second aspect of the invention is adapted to reduce the speed ratio of the speed change mechanism while the torque of the assist power source is being output. The control device includes means for correcting torque transmitted from the main power source to the output member based on a learned value of time from the start of inertia phase to the end of shift.

  In the invention of claim 13, the second torque correction means according to any one of claims 4, 5, 7, 8, and 9 provides a torque correction amount of the first motor / generator during the shift. A control device comprising means for correcting the torque of the internal combustion engine based on the control unit.

  The invention according to claim 14 is the gear transmission mechanism according to any one of claims 1 to 13, wherein the transmission mechanism is constituted by a gear transmission mechanism, and the torque of the output member is substantially zero. The control device further includes a shift prohibiting unit that prohibits a shift in which a change in torque occurs in which the tooth surfaces of the gears contact and separate from each other.

  According to the first aspect of the present invention or the second aspect of the present invention, when the speed change mechanism is used, the transmission torque between the assist power source and the output member is reduced, and the transmission torque is reduced. Since the torque of the main power source is corrected, it is possible to prevent or reduce the shock by suppressing the fluctuation of the torque of the output member accompanying the shift.

  According to the invention of claim 3, when the speed change is executed by the speed change mechanism, the torque of the first motor / generator is corrected, and the torque of the output member is changed by the torque change including the inertia torque due to the change in rotation. Therefore, even if the torque transmitted between the second motor / generator and the output member changes, the torque change of the output member is prevented or suppressed, and as a result, the shock accompanying the shift is prevented or reduced. be able to.

  Further, according to the invention of claim 4 or claim 5, when the torque of the first motor / generator is corrected during the shift, the torque of the internal combustion engine is also corrected. Even if the torque of the first motor / generator acting on the internal combustion engine via the valve or the reaction force based on the torque changes, the change in the rotational speed of the internal combustion engine can be prevented or suppressed.

  According to the sixth aspect of the present invention, the torque of the first motor / generator is corrected in accordance with the speed change in the speed change mechanism between the assist power source and the output member, and the rotational speed of the internal combustion engine decreases based on the correction. Then, since the inertia torque accompanying the change in the rotational speed is generated and the torque output from the internal combustion engine itself increases, the torque change of the output member accompanying the speed change in the speed change mechanism can be prevented or suppressed, and the control becomes easy.

  According to the seventh aspect of the present invention, the torque transmitted from the main power source to the output member is corrected based on the torque capacity of the friction engagement device that performs the shift, and thus the change in the torque of the output member is prevented. Or, as a result, the shift shock can be prevented or reduced.

  Furthermore, according to the invention of claim 8, in the case of so-called power-on / upshift in the speed change mechanism, the speed of the assist power source is set in the minute slip state of the friction engagement device involved in the speed change. Since the engagement pressure of the friction engagement device is feedback controlled so that the torque is transmitted from the main power source to the output member based on the feedback correction amount, the characteristics of the friction engagement device vary. Thus, the accuracy of the torque fluctuation suppression control of the output member, that is, the shift shock suppression control is improved.

  Further, according to the ninth aspect of the invention, the torque of the output member is estimated based on the torque capacity of the friction engagement device that performs a shift by the speed change mechanism, and the estimated output torque and the target output torque are estimated. And the torque transmitted from the main power source to the output member is corrected based on the deviation, so that the output torque during the shift is maintained at the target torque, and the shock accompanying the shift in the transmission mechanism Can be effectively prevented or suppressed.

  On the other hand, according to the invention of claim 10, after the inertia phase due to the speed change by the speed change mechanism is started, the torque transmitted from the main power source to the output member based on the progress state of the speed change, such as the degree of change in rotation, is obtained. Since the correction is made, the torque transmitted from the main power source to the output member is corrected with high accuracy, and the shock can be prevented or reduced. Further, when the shift proceeds to some extent and reaches the end of the shift, the torque correction control based on the fact becomes possible, and the torque correction control of the main power source becomes easy.

  Furthermore, according to the invention of claim 11, the time from the start of the so-called power-on / upshift shift to the start of the inertia phase is learned, and the torque transmitted from the main power source to the output member is based on the learned value. Since the correction is made, the correction timing and / or correction amount accompanying the shift of the torque transmitted from the main power source to the output member is optimized, and the shock accompanying the shift can be prevented or reduced with high accuracy.

  According to the twelfth aspect of the present invention, the time from the start of the inertia phase to the end of the shift in the so-called power-on upshift is learned, and the torque transmitted from the main power source to the output member based on the learned value Therefore, the correction timing and / or correction amount associated with the shift of the torque transmitted from the main power source to the output member is optimized, and the shock associated with the shift can be accurately prevented or reduced. Further, when the shift proceeds to some extent and reaches the end of the shift, the torque correction control based on the fact becomes possible, and the torque correction control of the main power source becomes easy.

  According to the invention of claim 13, since the torque of the internal combustion engine is corrected based on the torque correction amount of the first motor / generator during the shift, the internal combustion engines connected to each other via the gear mechanism. Is controlled to an appropriate value according to the torque of the first motor / generator, and as a result, the accuracy of the correction control of the torque of the output member is improved, and the shock can be prevented or reduced. Changes in the rotational speed can be suppressed or avoided.

  According to the fourteenth aspect of the present invention, a shift in which the torque acting on the transmission mechanism changes positively or negatively, that is, a shift in which contact / separation of the tooth surface of the gear occurs, while the torque appearing on the output member is substantially zero. Is prohibited, so-called rattling noise in the speed change mechanism can be avoided or reduced.

  Next, the present invention will be described based on specific examples. First, the hybrid drive apparatus targeted by the present invention will be described. The hybrid drive apparatus targeted by the present invention is mounted on a vehicle as an example, and as shown in FIG. Torque is transmitted to the output member 2, and torque is transmitted from the output member 2 to the drive wheels 4 via the differential 3. On the other hand, an assist power source 5 capable of power running control that outputs driving force for traveling or regenerative control that recovers energy is provided, and this assist power source 5 is connected to the output member 2 via a transmission 6. Has been. Therefore, the transmission torque between the assist power source 5 and the output member 2 is increased or decreased according to the gear ratio set by the transmission 6.

  The transmission 6 can be configured such that the speed ratio to be set is “1” or more. With this configuration, the assist power source 5 can be used when the assist power source 5 outputs torque. Since the torque output in step 1 can be increased and transmitted to the output member 2, the assist power source 5 can be reduced in capacity or size. However, since it is preferable to maintain the driving efficiency of the assist power source 5 in a good state, for example, when the rotation speed of the output member 2 increases according to the vehicle speed, the gear ratio is decreased to reduce the assist power source 5 Reduce the speed. Moreover, when the rotation speed of the output member 2 falls, a gear ratio may be increased.

  In the case of such a shift, the transmission torque capacity in the transmission 6 is reduced, or an inertia torque is generated due to a change in the rotational speed, which affects the torque of the output member 2, that is, the drive torque. Therefore, the control device of the present invention corrects the torque of the main power source 1 during the shift by the transmission 6 to prevent or suppress the torque fluctuation of the output member 2.

  More specifically, as shown in FIG. 10, the main power source 1 includes an internal combustion engine 10, a motor / generator (hereinafter referred to as a first motor / generator or MG 1) 11, the internal combustion engine 10, A planetary gear mechanism 12 for synthesizing or distributing torque with one motor / generator 11 is mainly used. The internal combustion engine (hereinafter referred to as an engine) 10 is a known power device that outputs power by burning fuel such as a gasoline engine or a diesel engine, and includes a throttle opening (intake amount), a fuel supply amount, ignition. It is configured so that the operation state such as time can be electrically controlled. The control is performed by, for example, an electronic control unit (E-ECU) 13 mainly composed of a microcomputer.

  The first motor / generator 11 is a synchronous motor as an example, and is configured to generate a function as a motor and a function as a generator, and is connected to a power storage device 15 such as a battery via an inverter 14. ing. By controlling the inverter 14, the output torque or regenerative torque of the first motor / generator 11 is set appropriately. In order to perform the control, an electronic control unit (MG1-ECU) 16 mainly including a microcomputer is provided.

  Further, the planetary gear mechanism 12 meshes with a sun gear 17 that is an external gear, a ring gear 18 that is an internal gear disposed concentrically with the sun gear 17, and the sun gear 17 and the ring gear 18. This is a known gear mechanism that generates a differential action using the carrier 19 that holds the pinion gear so as to rotate and revolve freely as three rotating elements. An output shaft of the internal combustion engine 10 is connected to the carrier 19 via a damper 20. In other words, the carrier 19 is an input element.

  On the other hand, the first motor / generator 11 is connected to the sun gear 17. Therefore, the sun gear 17 is a so-called reaction force element, and the ring gear 18 is an output element. The ring gear 18 is connected to the output member (that is, the output shaft) 2.

  On the other hand, the transmission 6 is constituted by a set of Ravigneaux type planetary gear mechanisms in the example shown in FIG. That is, a first sun gear 21 and a second sun gear 22 that are external gears are provided, and a short pinion 23 meshes with the first sun gear 21, and the short pinion 23 has a longer pinion with a longer axial length. The long pinion 24 is meshed with a ring gear 25 arranged concentrically with each of the sun gears 21 and 22. Each pinion 23 and 24 is held by a carrier 26 so as to rotate and revolve. Further, the second sun gear 22 meshes with the long pinion 24. Therefore, the first sun gear 21 and the ring gear 25 constitute a mechanism corresponding to a double pinion type planetary gear mechanism together with the pinions 23 and 24, and the second sun gear 22 and the ring gear 25 together with the long pinion 24 constitute a single pinion type planetary planet. A mechanism corresponding to the gear mechanism is configured.

  A first brake B1 that selectively fixes the first sun gear 21 and a second brake B2 that selectively fixes the ring gear 25 are provided. These brakes B1 and B2 are so-called friction engagement devices that generate a braking force by a frictional force, and a multi-plate type engagement device or a band type engagement device can be adopted. These brakes B1 and B2 are configured such that their torque capacities change continuously according to the engagement force such as hydraulic pressure or electromagnetic force. Further, the assist power source 5 is connected to the second sun gear 22, and the carrier 26 is connected to the output shaft 2.

  Therefore, in the transmission 6 described above, the second sun gear 22 is a so-called input element, and the carrier 26 is an output element. By engaging the first brake B1, the speed ratio is higher than “1”. A stage is set, and the second brake B2 is engaged instead of the first brake B1, so that a low speed stage having a higher gear ratio than the high speed stage is set. The speed change between the respective speeds is executed based on a traveling state such as a vehicle speed and a required driving force (or accelerator opening). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected driving state. An electronic control unit (T-ECU) 27 mainly composed of a microcomputer for performing the control is provided.

  In the example shown in FIG. 10, a power generator that outputs torque and a regenerative motor generator that collects energy (hereinafter, referred to as a second motor generator or MG2) are employed as the assist power source 5. Yes. The second motor / generator 5 is connected to a battery 29 via an inverter 28. The inverter 28 is controlled by an electronic control unit (MG2-ECU) 30 mainly composed of a microcomputer, so that power running and regeneration and torque in each case are controlled. The battery 29 and the electronic control unit 30 can be integrated with the inverter 14 and the battery (power storage device) 15 for the first motor / generator 11 described above.

  If the collinear diagram of the single pinion type planetary gear mechanism 12 as the torque synthesizing / distributing mechanism described above is shown, it is as shown in FIG. 11 (A) and corresponds to the torque output from the engine 10 input to the carrier 19. When the reaction torque generated by the first motor / generator 11 is input to the sun gear 17, a torque larger than the torque input from the engine 10 appears in the ring gear 18 serving as an output element. In this case, the first motor / generator 11 functions as a generator. Further, when the rotation speed (output rotation speed) of the ring gear 18 is constant, the rotation speed of the engine 10 is continuously (steplessly) changed by changing the rotation speed of the first motor / generator 11 to be larger or smaller. Can be made. That is, the control for setting the rotational speed of the engine 10 to, for example, the rotational speed with the best fuel efficiency can be performed by controlling the first motor / generator 11. This type of hybrid type is called a mechanical distribution type or a split type.

  A collinear diagram of the Ravigneaux type planetary gear mechanism constituting the transmission 6 is as shown in FIG. That is, if the ring gear 25 is fixed by the second brake B2, the low speed stage L is set, and the torque output from the second motor / generator 5 is amplified according to the gear ratio and applied to the output shaft 2. On the other hand, if the first sun gear 21 is fixed by the first brake B1, the high speed stage H having a smaller gear ratio than the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the torque output from the second motor / generator 5 is increased according to the gear ratio and applied to the output shaft 2.

  In the state where the gears L and H are constantly set, the torque applied to the output shaft 2 is a torque obtained by increasing the output torque of the second motor / generator 5 in accordance with the gear ratio. However, in the shift transition state, the torque is influenced by the torque capacity at each brake B1, B2 and the inertia torque accompanying the change in the rotational speed. The torque applied to the output shaft 2 is a positive torque when the second motor / generator 5 is driven, and a negative torque when the second motor / generator 5 is driven.

  The above-described hybrid drive system mainly operates the engine 10 in as efficient a manner as possible to reduce the amount of exhaust gas and simultaneously improve the fuel efficiency, and also to regenerate energy and improve the fuel efficiency in this respect as well. It is aimed. Therefore, when a large driving force is required, the second motor / generator 5 is driven to apply the torque to the output shaft 2 while the torque of the main power source 1 is transmitted to the output shaft 2. . In this case, in the low vehicle speed state, the transmission 6 is set to the low speed stage L to increase the torque to be applied. Thereafter, when the vehicle speed increases, the transmission 6 is set to the high speed stage H, 2 Reduce the rotational speed of the motor generator 5. This is to prevent the deterioration of fuel consumption by maintaining the driving efficiency of the second motor / generator 5 in a good state.

  Therefore, in the hybrid drive device described above, there is a case where a shift by the transmission 6 is executed while the second motor / generator 5 is running. The shift is executed by switching the engagement / release state of the brakes B1 and B2 described above. For example, when switching from the low speed stage L to the high speed stage H, the second brake B2 is released from the engaged state, and at the same time the first brake B1 is engaged, so that the low speed stage L is changed to the high speed stage H. Shifting to is executed.

  In this shifting process, the torque capacity at each of the brakes B1 and B2 decreases, so the torque applied from the second motor / generator 5 to the output shaft 2 is limited by the torque capacity at each of the brakes B1 and B2. To do. The state is schematically shown in FIG. 12. In the torque phase after the start of shifting from the low speed stage L to the high speed stage H, the output shaft torque gradually decreases, and after the inertia phase starts, the output shaft torque gradually increases. At the end of the shift, the torque slightly increases or decreases by the amount of inertia torque and stabilizes to the desired output shaft torque. Such torque fluctuation at the time of shifting occurs even when one of the brakes is replaced with a one-way clutch and the transmission 6 is configured.

  As described above, when a shift occurs in the transmission 6 that couples the second motor / generator 5 serving as the assist power source to the output shaft 2, the torque of the output shaft 2 changes, which causes a shock. The suppression of fluctuations in the output torque is generally performed by controlling the output torque of the drive device that performs so-called torque assist, but the hybrid drive device that is the subject of the present invention is so-called torque assist means. Since the torque transmitted from the second motor / generator 5 to the output shaft 2 is limited, the shock cannot be eliminated or reduced even if the output torque of the second motor / generator 5 is controlled. Therefore, the control device according to the present invention eliminates or reduces the shock by controlling the torque transmitted from the main power source 1 to the output shaft 2. Specifically, in the case of the shift from the low speed stage L to the high speed stage H described above, the torque transmitted from the main power source 1 to the output shaft 2 is increased to reduce the torque drop. This state is indicated by a broken line in FIG.

  A specific example of the control will be described below. First, the overall control will be described with reference to FIG. 1. In the example shown in FIG. 1, the shift position is detected (step S1). This shift position refers to the engine rotation speed relative to the rotation speed of the parking P for maintaining the vehicle in a stopped state, the reverse R for reverse travel, the neutral N for the neutral state, the drive D for forward travel, and the output shaft 2. Each state is selected by a shift device (not shown) such as an engine brake S that maintains relatively large and increases driving torque or increases braking force during coasting. In step S1, reverse, drive, Each shift position of the engine brake is detected.

  Next, the required driving force is determined (step S2). For example, the required driving force is determined based on information relating to the running state of the vehicle such as the shift position, the accelerator opening, and the vehicle speed, and information stored in advance such as a driving force map.

  A gear position is determined based on the determined required driving force (step S3). That is, the speed stage to be set by the transmission 6 is determined to be the low speed stage L or the high speed stage H.

  It is determined whether or not a shift to a gear position to be set by the transmission 6 is in progress (step S4). This determination is a determination as to whether or not a shift should be executed. If the shift stage determined in step S3 is different from the shift stage set at that time, an affirmative determination is made in step S4. Is done.

  If an affirmative determination is made in step S4, the hydraulic pressure is controlled so as to execute a shift for setting the gear determined in step S3 (step S5). This hydraulic pressure is the hydraulic pressure of each of the brakes B1 and B2 described above. For example, for the brake on the engagement side, the hydraulic pressure is increased to a predetermined low hydraulic pressure after the first fill for temporarily increasing the hydraulic pressure in order to obtain a state immediately before the engagement. The low pressure standby control to be maintained is performed. On the other hand, for the brake on the release side, after stepping down to a predetermined hydraulic pressure, the hydraulic pressure is lowered so as to be gradually released according to the rotational speed of the second motor / generator 5. Take control.

  Since the torque transmitted between the second motor / generator 5 and the output shaft 2 is limited by controlling the engagement pressures of the brakes B1 and B2 in this way, the output torque is reduced in the power-on state. To do. Since the amount of torque decrease depends on the torque capacity of the brakes B1 and B2 in the transmission 6, the brake torque is estimated (step S6). This can be estimated based on the hydraulic pressure command values of the brakes B1 and B2.

  Since the estimated brake torque corresponds to the reduction amount of the output torque, a torque compensation control amount (MG1 target rotational speed) by the main power source 1 for compensating for the reduction of the output torque is obtained (step S7). In the hybrid drive device shown in FIG. 10, the main power source 1 is composed of the engine 10, the first motor / generator 11, and the planetary gear mechanism 12. Torque compensation can be performed. Accordingly, in step S7, the compensation control amount of the first motor / generator 11 is obtained. Details thereof will be described later.

  As described above, the shift in the transmission 6 is executed by changing the engagement / release state of the brakes B1 and B2, and the torque capacity decreases in the process. As a result, for example, in the power-on state in which the second motor / generator 5 outputs torque, the reaction force acting on the second motor / generator 5 decreases, so the control amount of the second motor / generator 5 is not changed. If so, the number of rotations increases. Therefore, together with the calculation of the correction control amount of the first motor / generator 11, the torque correction amount of the second motor / generator 5 is obtained (step S8).

  Next, each control amount or correction amount obtained as described above is output. That is, a command signal for controlling the brake hydraulic pressure obtained in step S5 is output (step S9), and a command signal for setting the MG1 target rotational speed obtained in step S7 is output (step S10). A command signal for setting the torque of the second motor / generator 5 obtained in S8 is output (step S11).

  On the other hand, if a negative determination is made in step S4 because the gear is not being shifted, the brake hydraulic pressure during steady running (non-shifting) is calculated (step S12). The brake hydraulic pressure is a hydraulic pressure for setting a torque capacity corresponding to the torque transmitted between the second motor / generator 5 and the output shaft 2, and therefore, between the second motor / generator 5 and the output shaft 2. It can be calculated based on the torque that is required to be transmitted.

  Further, the torque of the second motor / generator 5 during steady running is calculated (step S13). During steady running, the engine 10 is controlled to improve fuel efficiency, and the second motor / generator 5 compensates for excess or deficiency of the output of the main power source 1 with respect to the required driving force in that state. The torque of the generator 5 can be calculated based on the torque output by the engine 10 and the first motor / generator 11 and the required torque.

  As described above, the number of revolutions of the engine 10 can be controlled by the first motor / generator 11, and the engine 10 is operated so as to achieve optimum fuel consumption in a steady running state. The number of revolutions that optimizes the fuel consumption of the engine 10 is calculated as a target (step S14).

  Thereafter, the process proceeds to step S9 to step S11 described above, a command signal for setting the brake hydraulic pressure obtained in step S12, a command signal for setting the torque of the second motor generator 5 obtained in step S13, Command signals for setting the rotation speed of the first motor / generator 11 calculated in step S14 are output.

  Next, the output torque correction control by the main power source 1 during the shift in the transmission 6 will be described more specifically. In FIG. 2, it is first determined whether or not the gear is being changed (step S21). The determination in step S21 is not a determination as to whether or not a shift is actually being executed, but a determination as to whether or not a running state in which a shift is to be performed is present. If the determination in step S21 is negative, there is no need to compensate for the output torque, and therefore the target rotational speed change amount dnesft and the engine torque correction amount Teajd of the first motor / generator 11 are reset to zero. (Step S22).

  Here, the target rotational speed change amount dnesft of the first motor / generator 11 is adopted for torque compensation because the target rotational speed of the first motor / generator 11 is always feedback-controlled to control the engine 10. It is because it is doing. Then, the target rotational speed change amount dnesft and the engine torque correction amount Teajd in which the set value is zero are output (step S23). In this case, these signals may not be output. In short, the target rotational speed change control and the engine torque correction control of the first motor / generator 11 are not performed.

  If the determination in step S21 is affirmative, it is determined whether or not a command signal for executing the shift has been output (step S24). If a positive determination is made in step S24 due to the shift output, the estimated output shaft torque Totg at the start of the shift is stored (step S25). That is, the output torque to be maintained during the shift is maintained.

  Next, the guard timer is reset to zero (step S26). This guard timer is the time from the shift output to the control start point for actually switching the engagement / release state of the brakes B1 and B2, and is set to prevent erroneous control. That is, the actual engagement / release control and torque compensation control of the brakes B1 and B2 are started after the guard timer elapses.

  After resetting the guard timer to zero in the above step S26, or if it is determined negative in step S24 because there is no shift output, whether or not the guard timer has been established, that is, the time set as the guard timer has elapsed. Is determined (step S27). In this case, it may be determined that other preconditions such as the oil temperature is equal to or higher than a predetermined temperature and that the control device is not failed are satisfied.

  If the time has not elapsed and there is no shift output, a negative determination is made in step S27. In this case, there is no need to compensate for the output torque, so the target of the first motor / generator 11 is determined. The rotational speed change amount dnesft and the engine torque correction amount Teajd are each reset to zero (step S28). This is the same as the control in step S22 described above. Therefore, also in this case, the process proceeds to step S23, and the respective signals dnesft and Teajd having the set value of zero are output. In other words, the target rotational speed change control and the engine torque correction control of the first motor / generator 11 are not performed.

  On the other hand, when a positive determination is made in step S27, a shift control for actually switching the engagement / release state of the brakes B1 and B2 in the transmission 6 and a torque compensation control associated therewith are executed. That is, first, the release-side brake (second brake in the case of upshift) B2 is gradually released along with the establishment of the guard timer, and the engagement-side brake (in the case of upshift in the first case) 1 brake) B1 is in a low-pressure standby state immediately before the engagement, in which the pack clearance is reduced. Therefore, the estimated output shaft torque To is calculated based on the torque capacity (engagement pressure) of these brakes B1 and B2 (step S29). That is, in the torque phase during shifting, the torque applied from the second motor / generator 5 to the output shaft 2 is limited according to the torque capacity of the brakes B1 and B2, and the output torque decreases accordingly. Therefore, if the reduced output torque is subtracted from the stored output shaft torque Totg, the estimated output shaft torque To at that time can be obtained.

  It is determined whether or not the difference between the estimated output shaft torque To thus obtained and the already stored estimated output shaft torque Togt at the start of shifting exceeds a predetermined value (step S30). When the torque capacity of each of the brakes B1 and B2 changes, the torque of the output shaft 2 decreases and the actual shift starts. In step S30, the start of the actual shift is determined. . Therefore, if a negative determination is made in step S30, the process proceeds to step S28 described above, and so-called torque compensation of the output shaft torque is not executed.

  On the contrary, if an affirmative determination is made in step S30, since the actual shift starts and the output shaft torque starts to decrease, the first motor / generator 11 performs the torque compensation by the first motor. The target change amount dnesft of the generator 11 is calculated (step S31). As shown by the broken line in FIG. 11A described above, when the reaction force at the first motor / generator 11 is increased to decrease the rotational speed, the torque generated by the engine 10 is applied to the carrier 19 as shown in FIG. Therefore, the torque can be increased so as to maintain the rotational speed of the ring gear 18 and the output shaft 2 connected thereto.

  The torque compensation by the first motor / generator 11 is the difference (Togt−To) between the amount of decrease in the output shaft torque, that is, the estimated output shaft torque Togt at the start of the shift and the estimated output shaft torque To at each point during the shift. Therefore, the target rotational speed change amount dnesft of the first motor / generator 11 is the torque difference (Togt−To), the time Tinr from the shift output to the start of the inertia phase and the shift end from the shift output. It is determined based on the time until Tend. That is, the target rotational speed change amount dnesft of the first motor / generator 11 is calculated in accordance with the degree of progress of the shift, and as an example, this is the value of the torque capacity of each brake B1, B2 at each time point or the first motor / generator 11. The calculation is based on the inertia torque associated with the change in the rotational speed, or the map value determined in advance according to each driving state is read out according to the degree of progress of the shift, and the calculation is based on the value.

  Further, as shown by a broken line in FIG. 11A, when the reaction force by the first motor / generator 11 is increased, a load acts so as to decrease the engine speed. Therefore, the engine torque correction amount Teadj is calculated in order to suppress the decrease in the engine speed as much as possible and maintain the output shaft torque (step S32). This can be calculated based on the gear ratio of the planetary gear mechanism 12 (the ratio of the number of teeth of the sun gear 17 and the ring gear 18) and the torque output from the first motor / generator 11.

  Next, the inertia phase is determined (step S33). The inertia phase is a state in which the number of rotations of the predetermined rotating member changes toward the number of rotations corresponding to the speed ratio after the gear change. Therefore, in the case of an upshift in the hybrid drive device shown in FIG. The start of the inertia phase can be determined by the decrease in the rotational speed of the two-motor generator 5.

  If a negative determination is made in step S33, the process proceeds to step S23. That is, the target rotational speed change amount dnesft of the first motor / generator 11 set in step S31 and the engine torque correction amount Teajd set in step S32 are output, and the target rotational speed change of the first motor / generator 11 is output. Control and engine torque correction control are executed.

  On the other hand, if an affirmative determination is made in step S33 for the first time, the inertia phase has started when the determination is made, so the timer value at that time (counting started at the shift output time) The timer value is stored (held) (step S34). That is, the start time of the inertia phase is learned. This is to optimize the initial control value of the first motor / generator 11 during the shift, and the initial control value of the first motor / generator 11 is increased or decreased in accordance with the slow start of the inertia phase.

  Further, it is determined that the shift has ended (step S35). This is because whether or not the difference between the rotational speed of the second motor / generator 5 and the rotational speed after shifting, that is, the rotational speed of the output shaft 2 multiplied by the speed ratio after shifting is equal to or less than a predetermined reference value. It can be done by judging. If a negative determination is made in step S35, the process proceeds to step S23, and the target rotational speed change amount dnesft and the engine torque correction amount Teajd calculated in step S31 or step S32 are output. That is, the target rotational speed change control and the engine torque correction control of the first motor / generator 11 in the inertia phase are executed.

  On the other hand, when the shift end determination is established and the determination in step S35 is affirmative, each of the target rotational speed change amount dnesft and the engine torque correction amount Teajd is reset to zero (step S36). Next, the elapsed time Tend from the gear shift output at that time is held (stored) (step S37). Thereafter, the process proceeds to step S23, and the zero reset signals dnesft and Teajd are output. That is, the target rotational speed change control and the engine torque correction control of the first motor / generator 11 are completed.

  Changes in the rotational speed NMG2, the estimated output shaft torque To, and the engine torque correction amount dnesft of the second motor / generator 5 when the control shown in FIG. 2 is executed are shown as time charts in FIG. That is, when a running state in which a shift in the transmission 6 is to be executed is established at the time t1, and this is detected, a shift signal is output at the time t2 when the predetermined time T1 has elapsed. As an example, a fast fill that temporarily increases the supply pressure to the frictional engagement device on the engagement side (the brake in the above specific example), closes the pack clearance, and then lowers the engagement pressure to wait for a low pressure. Is executed.

  When a predetermined guard timer is established after the shift output (time t3), substantial shift control is started. As an example, the engagement pressure of the release side frictional engagement device (brake in the above specific example) is lowered stepwise to a predetermined pressure. As a result, the transmission torque capacity between the second motor / generator 5 and the output shaft 2 decreases, so that the estimated output shaft torque To gradually decreases. When the difference between the estimated output shaft torque To and the estimated output shaft torque Totg at the start of shifting t2, that is, the torque drop amount becomes larger than a predetermined reference value TQNGCTST (at time t4), the shift control of the main power source 1 is started. . That is, the target rotation speed change control and the engine torque correction control of the first motor / generator 11 are started. The execution flag xngadjex indicating that these controls are being performed is turned on.

  This control is, for example, a control for increasing the reaction force by the first motor / generator 11 and reducing the rotational speed of the first motor / generator 11 and the engine 10 as described above. Since inertia torque resulting from the above is added to the output shaft 2, a decrease in the output shaft torque during shifting is suppressed. In this case, since the engine torque is corrected as in step S32 described above, the positive torque against the increase in the reaction force by the first motor / generator 11 is increased to suppress or prevent an excessive decrease in the engine speed. Is done. FIG. 3 shows an example in which an upper limit value is set for the engine torque correction amount Teajd.

  When the engagement pressure of the disengagement brake decreases and the engagement pressure of the engagement brake increases, the torque changes inside the transmission 6, and when the state proceeds to some extent, the second motor / generator 5 and the like A rotational change of the rotating member occurs. That is, the inertia phase starts (time t5). Since the inertia torque accompanying the rotation change is added to the output shaft 2, the estimated output shaft torque gradually increases as shown in FIG.

  At the same time, when the rotational speed of the second motor / generator 5 gradually decreases toward the rotational speed corresponding to the speed ratio after the shift, and the difference between the rotational speeds decreases to a predetermined value NNGADJEDU, the end condition is satisfied ( t6). As a result, the target rotational speed change amount dnesft and the engine torque correction amount Teajd of the first motor / generator 11 are suppressed to zero. Although not particularly illustrated, the engagement pressure of the engagement side brake is rapidly increased to the engagement pressure in the normal state after the shift.

  At the subsequent time t7, the rotational speed of the second motor / generator 5 coincides with the rotational speed corresponding to the speed ratio after shifting, that is, the rotational speed of the output shaft 2, and the target rotational speed change amount dnesft and the engine torque correction amount. Teajd becomes zero and the control ends. At the same time, the execution flag xngadjex is reset to off (zero).

  As described above, in the control device according to the present invention, the main power source 1 is configured during the shift in the transmission 6 disposed between the second motor / generator 5 and the output shaft 2. (1) Torque control is performed by changing the rotation speed of the motor / generator 11 to suppress a drop in the output shaft torque, so that the change width or rate of change of the output shaft torque accompanying the shift is suppressed, thereby preventing or avoiding a shift shock. Is done.

  The above-described shift in the transmission 6 is performed by releasing one of the brakes B1 and B2 and engaging the other, so that the engagement pressure of at least one brake is set to the shift progress state. It is preferable to control according to. In this case, the controlled engagement pressure is related to the torque applied to the output shaft 2 from the second motor / generator 5 side or the amount of reduction thereof, and thus to the torque to be corrected on the main power source 1 side. Therefore, torque correction on the main power source 1 side can be performed based on the brake engagement pressure or the control amount.

  FIG. 4 is a time chart showing an example of the control. The example shown here is a power-on upshift in which the speed is changed from the low speed stage L to the high speed stage H while torque is output from the second motor / generator 5. An example is shown. That is, the time t11 when the shift output is performed corresponds to the time t2 in FIG. 3, and the hydraulic pressure is rapidly supplied to the first brake B1 on the high speed stage side, so-called first fill is executed. This is a control for temporarily increasing the high speed side hydraulic pressure Phi and then maintaining it at a predetermined low pressure.

  Thereafter, when the guard timer is established or after the guard timer is established, the shift control is substantially started, and the oil pressure Plo of the second brake B2 on the low speed stage side is lowered stepwise to a predetermined pressure (time t12). When the hydraulic pressure of the second brake B2 is gradually reduced (sweep down), the negative torque acting on the second motor / generator 5 is reduced, so that the rotational speed NMG2 of the second motor / generator 5 is increased. . When the difference between the rotational speed NMG2 and the rotational speed corresponding to the speed ratio before the shift increases from a predetermined determination reference value, a so-called blow-up determination in which the rotational speed of the second motor / generator 5 increases is established (t13). Time). In this case, in order to avoid the increase in the rotation speed of the second motor / generator 5 as it is, the hydraulic pressure of the second brake B2 is temporarily increased to control the overlap tendency.

  Then, the low speed side hydraulic pressure Plo is decreased while the high speed stage hydraulic pressure Phi is gradually increased (sweep up). In that case, the low speed side hydraulic pressure Plo is feedback-controlled (FB control) so that the rotational speed of the second motor / generator 5 is higher than the rotational speed corresponding to the speed ratio of the low speed stage by a predetermined amount. In other words, the slip amount of the second brake B2 on the low speed stage side is feedback-controlled based on the rotation speed of the second motor / generator 5 so that the rotation speed of the second motor / generator 5 becomes the rotation speed described above.

  Since the estimated output shaft torque To is reduced by changing the oil pressures Phi and Plo as described above, the output torque of the first motor / generator 11 is controlled so as to suppress the drop. As described above, the inertia torque can be generated by controlling the rotational speed of the first motor / generator 11, and the output shaft torque can be supplemented by this, but the first motor / generator 11 is connected to the engine via the planetary gear mechanism 12. 10 is coupled to the output shaft 2 together with the output shaft 2, the output shaft torque can be prevented from dropping by controlling the output torque of the first motor / generator 11. Therefore, in the example shown in FIG. 4, the output torque of the first motor / generator 11 is controlled.

  The initial control content such as the torque control start timing of the first motor / generator 11, the initial control amount at the start of the control, or the gradient of the torque increase, is the learning time Tinr and / or the start of the inertia phase. Correction is made based on the learning time Tend until the end condition is satisfied. By doing so, the torque control of the first motor / generator 11 becomes more accurate.

  Specifically, the torque correction amount (MG1 torque correction amount) Tgadj of the first motor / generator 11 is set based on the feedback correction amount of the low speed side hydraulic pressure Plo based on the rotational speed deviation of the second motor / generator 5. Yes. FIG. 4 shows an example in which a so-called upper limit value (upper limit guard) is set for the torque correction amount Tgadj.

  Since the torque capacity of the brake involved in the shift is determined not only by the engagement pressure but also by the friction coefficient, variations in the engagement pressure and the friction coefficient appear as the rotation speed of the second motor / generator 5. Therefore, in the case where the above-described feedback control is performed, the variation in the engagement pressure control can be reflected in the control of the low speed side hydraulic pressure Plo, so the control of each hydraulic pressure or the second motor / generator based on the control. The rotation speed control of 5 can be stabilized.

  As the low speed side hydraulic pressure Plo gradually decreases and the high speed stage side hydraulic pressure Phi gradually increases, the rotational speed of the second motor / generator 5 becomes the rotational speed corresponding to the gear ratio at the high speed stage H after the shift. It begins to decline gradually toward. As a result, when the rotational speed NMG2 of the second motor / generator 5 is reduced by a predetermined value or more from the rotational speed corresponding to the gear ratio at the low speed stage L, the determination of the start of the inertia phase is established (time t14).

  At this time, the second brake B2 on the low speed side is completely released, and the low speed stage hydraulic pressure Plo is almost zero. Therefore, the rotational speed of the second motor / generator 5 and the torque added to the output shaft torque from the second motor / generator 5 side are dependent on the high-speed oil pressure Phi of the first brake B1 and the inertia torque resulting from the change in the rotational speed. It will be a thing.

  Thus, when the rotational speed of the second motor / generator 5 decreases toward the rotational speed at the high speed stage H after the shift and the estimated output shaft torque To gradually increases, the shift end condition is established based on the rotational speed. (At time t15). As a result, the high-speed side hydraulic pressure Phi is rapidly increased to the line pressure or its correction pressure, and the control is terminated immediately after that (time t16). Note that the output torque of the second motor / generator 5 is gradually increased when the start of the inertia phase is established (at time t14).

  By the way, the shift in the transmission 6 is determined and executed based on the running state of the vehicle, similarly to the shift in the general automatic transmission. For this purpose, it is preferable to accurately detect the traveling state of the vehicle, and a shift corresponding to the detected traveling state is executed. FIG. 5 shows another example of the shift control in the transmission 6 described above. In the example shown here, first, the vehicle speed is calculated as one requirement of the traveling state of the vehicle. That is, it is determined whether or not the output shaft rotational speed No detected by the output shaft rotational speed sensor Sout for detecting the rotational speed of the output shaft 2 is smaller than a predetermined value (step S41).

  This type of sensor Sout is generally based on a pulse gear and an electromagnetic pickup, but in such an output shaft rotational speed sensor Sout, the detection accuracy decreases as the rotational speed decreases. Therefore, if the determination in step S41 is affirmative, that is, if the rotation speed of the output shaft 2 is low, the rotation of the output shaft 2 is determined from the engine rotation speed Ne and the rotation speed Ng of the first motor / generator 11. A number is calculated (step S42). That is, since the relationship shown in FIG. 11 (A) described above exists between the engine speed Ne, the speed Ng of the first motor / generator 11, and the speed of the output shaft 2, the engine speed Ne and The rotational speed of the output shaft 2 can be calculated from the rotational speed Ng of the first motor / generator 11.

  If a negative determination is made in step S41, the vehicle speed is calculated based on the rotational speed No by the output shaft rotational speed sensor Sout. On the contrary, if a positive determination is made in step S41, The vehicle speed is calculated based on the rotation speed of the output shaft 2 calculated in step S42 (step S43). Therefore, the vehicle speed is accurately determined.

  Next, the required driving force is calculated (step S44). The required driving force is a driving force required for the second motor / generator 5, and can be calculated by a conventionally performed method. For example, it can be obtained based on the vehicle speed, the accelerator opening, and a map prepared in advance.

  Further, it is determined whether or not there is a shift determination (step S45). The shift determination can be performed in the same manner as the shift determination in a normal automatic transmission. Specifically, an upshift line and a downshift line are provided in a shift diagram (shift map) using the vehicle speed and the required driving force as parameters, and the vehicle speed and the required driving force are set to one of these shift lines. The shift judgment is established when it changes so as to cross. For example, if the vehicle speed changes from the low vehicle speed side to the high vehicle speed side from the upshift line, the upshift judgment is established, and conversely, the vehicle speed crosses the downshift line from the high vehicle speed side to the low vehicle speed side. If the change has occurred, the downshift determination is established, and if the change does not cross any shift line even if the vehicle speed changes, the current gear position is maintained and the shift determination is not established.

  The shift line is set to have equal power before and after the shift. That is, the output characteristics of the second motor / generator 5 that applies torque to the output shaft are as shown in FIG. B extends to the large driving force side. Therefore, if the upshift to the high speed stage H is performed while the low speed stage L is set on the larger driving force side than the area A, the driving force is reduced in the area A, and such a change in the driving force may be a shock There is sex. In order to avoid such a situation, the shift line is set so that a shift occurs when the vehicle is in the region A, that is, an equal power before and after the shift. FIG. 6 schematically shows an example of the upshift line.

  If a negative determination is made in step S45, the process returns without performing any particular control. On the other hand, if an affirmative determination is made in step S45, it is determined whether the running state of the vehicle is in the shift permission area (step S46). The condition that defines this shift permission region is that a so-called rattling noise is generated in the drive system between the second motor / generator 5 and the output shaft 2 or in a portion related thereto. Specifically, when the driving force is in the vicinity of zero, for example, contact and separation of the tooth surfaces occur such as the meshing states of the gears constituting the transmission 6 are reversed. In this state, shifting is prohibited. The Further, a shift that changes to a power running state when the driving force is negative or a shift that becomes a torque-up state is prohibited. Furthermore, a shift that enters a regeneration state or a torque-down state when the driving force is positive is prohibited.

  Therefore, if a negative determination is made in step S46, the shift cannot be executed, and the process returns without performing any particular control. On the contrary, if a positive determination is made in step S46, a determination is made as to whether or not there is an abnormality in the control device, for example, a determination is made as to the failure state of the hydraulic system (step S47). This can be determined based on the fact that the desired hydraulic pressure does not occur despite the output of the control signal.

  If an affirmative determination is made in step S47 due to the occurrence of a failure, the shift is not in a situation where it can be executed, and the process returns without performing any particular control. Therefore, in this case, the current gear position is maintained. On the other hand, if a negative determination is made in step S47, a shift output is executed (step S48). The shift output includes a shift between the forward range (drive range) and the reverse range (reverse range) in addition to the shift between the high speed stage H and the low speed stage L.

  Further, it is determined whether or not the shift is a shift in a power-on state (step S49). This determination can be made based on the output torque of the second motor / generator 5. If the second motor / generator 5 is outputting torque, the power is on and the determination is positive in step S49. On the other hand, when the second motor / generator 5 does not output torque, including the case where torque is input from the output shaft 2 toward the second motor / generator 5, the power is off. A negative determination is made in step S49.

  If the determination in step S49 is affirmative, the hydraulic pressures of the brakes B1 and B2 in the transmission 6 are controlled according to the power-on state (step S50). The shift control described with reference to FIG. 4 is an example of the hydraulic control in the power-on state. On the other hand, if a negative determination is made in step S49, hydraulic control in the power-off state is executed (step S51). As an example, an upshift example is shown in FIG. 7 as a time chart.

  In the case of upshifting, the rotational speed of the second motor / generator 5 after the shift is lowered from that before the shift. To drop. Therefore, the low speed side hydraulic pressure command value Pbl is stepped down to a low pressure that is about fully released by the shift output (at time t21), and the high speed hydraulic pressure value Pbh is fast-filled with the pack clearance of the first brake B1. To temporarily increase.

  By controlling the hydraulic pressures of the brakes B1 and B2 in this way, the transmission torque is reduced between the second motor / generator 5 and the output shaft 2, and the regenerative torque by the second motor / generator 5 is reduced. Accordingly, torque correction control on the main power source 1 side is started from time t22 when the guard timer is established. On the other hand, the torque of the second motor / generator 5 is feedback controlled (FB control) so that the deviation between the rotational speed NMG2 of the second motor / generator 5 and the target rotational speed Nmtg is within a predetermined value.

  In the meantime, the rotational speed NMG2 of the second motor / generator 5 gradually decreases, and when the difference from the rotational speed corresponding to the speed ratio at the high speed stage H after the shift becomes a predetermined value or less, the determination of the rotational speed synchronization is established ( t23). At the same time, the high speed stage hydraulic pressure command value Pbh is increased and the low speed stage hydraulic pressure command value Pbl is decreased to zero.

  When the rotational speed NMG2 of the second motor / generator 5 approaches the synchronous rotational speed, the absolute value of the feedback control torque becomes larger than a predetermined value (at time t24), and the feedback control is terminated. After that, the motor torque is restored according to the required driving force. Thereafter, the control is terminated (at time t25).

  By the way, when the drop of the output shaft torque during the shift in the transmission 6 is suppressed by the torque on the main power source 1 side, the engine rotation is accompanied by correcting the torque of the first motor / generator 11 as described above. The number may change. On the other hand, the output characteristics of a general internal combustion engine such as a gasoline engine or a diesel engine, as schematically shown in FIG. 8, the torque Te decreases as the rotational speed Ne increases in the range where the rotational speed Ne exceeds a predetermined value. (Torque gradient (Te / Ne) is negative).

  Therefore, when the vehicle is traveling as a whole in the power-on state, the torque compensation by the first motor / generator 11 in step S7 in FIG. 1 described above in the region where the torque gradient is negative (region C in FIG. 8). Or it is preferable to comprise so that the correction | amendment control of the rotation speed of the 1st motor generator 11 by the control shown in FIG. 2 may be performed. With this configuration, if the engine speed is to be reduced at the time of shifting, the engine torque is increased accordingly, so that eventually the decrease in the engine speed is suppressed. In other words, since the necessity of performing engine speed control in conjunction with correction control by the main power source 1 of the output shaft torque at the time of shifting is reduced, control becomes easy.

  Here, the relationship between the specific example described above and the present invention will be briefly described. The functional means in step S7 or step S31 described above corresponds to the first torque correcting means in the present invention, and the functional means in step S32. Is equivalent to the second torque correcting means of the present invention, and the functional means of step S46 is equivalent to the shift prohibiting means of the present invention.

  The present invention is not limited to the specific examples described above. For example, the speed change mechanism of the present invention is not limited to the above-described Ravigneaux type planetary gear mechanism. In short, the speed change ratio between the output member and the power source that outputs torque added thereto is changed. Any device can be used. Further, in the above specific example, a transmission that performs a shift by so-called clutch-to-clutch shift has been described as an example. Can be adopted.

  Further, the main power source in the present invention is not limited to a power unit composed of an internal combustion engine and a motor / generator connected to each other via a planetary gear mechanism, and the main power source is an output member such as an output shaft. Any power device capable of outputting power may be used. In the above specific example, a motor / generator having functions of an electric motor and a generator has been described as an example. However, one driving device constituting the main power source in the present invention is an electric motor and / or a generator. Similarly, the assist power source may be an electric motor and / or a generator.

  Furthermore, in the above-described specific example, the torque correction by the main power source or the first motor / generator is performed based on the information detected at each time point, so-called real time. A predetermined value may be output according to the degree to perform torque correction.

It is a whole flowchart for demonstrating the example of control by the control apparatus of this invention. It is a more specific flowchart for demonstrating the example of control by the control apparatus of this invention. It is a figure which shows an example of the time chart at the time of performing control shown in FIG. 1 or FIG. It is a figure which shows an example of the time chart in the case of setting the torque correction amount by a 1st motor generator according to the feedback correction amount of engagement pressure. It is a flowchart for demonstrating the other example of control by a control apparatus to this invention. It is a diagram which shows typically the field which becomes equal power before and after shifting. It is a figure which shows the time chart in the case of a power-off upshift. FIG. 4 is an engine output characteristic diagram schematically showing a region where the torque gradient is negative. It is a block diagram which shows typically an example of the hybrid drive device made into object by this invention. It is a skeleton figure which shows the hybrid drive device more concretely. It is a collinear diagram about each planetary gear mechanism shown in FIG. It is a diagram which shows the change of the output shaft torque at the time of gear shifting with and without the torque correction by the main power source side.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Main power source, 2 ... Output member (output shaft), 5 ... Assist power source (second motor / generator), 6 ... Transmission, 10 ... Engine, 11 ... First motor / generator, 12 ... Planetary gear mechanism .

Claims (14)

In the control device of the hybrid drive device in which the assist power source is connected to the output member to which the torque output from the main power source is transmitted via the speed change mechanism,
A control device for a hybrid drive device, comprising: a first torque correction means for correcting torque transmitted from the main power source to the output member during a shift by the transmission mechanism.   2. The control device for a hybrid drive apparatus according to claim 1, wherein the first torque correction unit includes a torque increase unit that increases a torque transmitted from the main power source to the output member. 3. The main power source includes an internal combustion engine in which torque is synthesized or distributed via a gear mechanism that performs a differential action by three rotating elements, and a first motor / generator, and the assist power source is a second motor Composed of generators,
3. The control device for a hybrid drive apparatus according to claim 1, wherein the first torque correction means includes means for correcting torque by the first motor / generator. 4.   4. The hybrid drive apparatus according to claim 3, further comprising second torque correcting means for correcting the torque of the internal combustion engine when correcting the torque of the first motor / generator during the speed change. Control device.   5. The control device for a hybrid drive apparatus according to claim 4, wherein the second torque correcting means includes means for increasing the torque of the internal combustion engine.   The first torque correction means is configured to reduce the torque of the first motor / generator when the operating state of the internal combustion engine is in a region where the output torque of the internal combustion engine decreases as the rotational speed of the internal combustion engine increases. 4. The control apparatus for a hybrid drive apparatus according to claim 3, further comprising means for correcting. The transmission mechanism includes a friction engagement device that transmits a torque of the assist power source to the output member and performs a shift by engaging or releasing the torque.
The first torque correction means includes means for correcting torque transmitted from the main power source to the output member based on a torque capacity of the friction engagement device. The control apparatus of the hybrid drive device described in 1. The friction engagement device includes a low-speed friction engagement device that is released at the time of a shift in which the assist power source outputs torque and reduces a gear ratio,
The first torque correction means adjusts the engagement pressure of the low-speed side frictional engagement device so that the rotation speed of the assist power source becomes a rotation number set by a predetermined slight slip of the low-speed side frictional engagement device. 8. The control device for a hybrid drive device according to claim 7, further comprising means for correcting torque transmitted from the main power source to an output member based on a feedback correction amount for feedback control. The transmission mechanism includes a friction engagement device that transmits a torque of the assist power source to the output member and performs a shift by engaging or releasing the torque.
The first torque correction unit is configured to change the output member from the main power source to the output member based on a deviation between the torque of the output member and a target output torque estimated based on the torque capacity of the friction engagement device during a shift. The control device for a hybrid drive device according to any one of claims 1 to 6, further comprising means for correcting a torque to be transmitted.   2. The first torque correcting means includes means for correcting torque transmitted from the main power source to an output member based on a degree of progress of a shift after the start of an inertia phase during the shift. Or the control apparatus of the hybrid drive device of 2.   The first torque correction means is based on a learned value of a time from the start of a shift to the start of an inertia phase at the time of a shift that reduces the speed ratio of the transmission mechanism in a state where the torque of the assist power source is being output. 3. The control apparatus for a hybrid drive apparatus according to claim 1, further comprising means for correcting torque transmitted from the main power source to the output member.   The first torque correction means is based on a learning value of a time from the start of the inertia phase to the end of the shift at the time of a shift that reduces the speed ratio of the speed change mechanism in a state where the torque of the assist power source is being output. 3. The control apparatus for a hybrid drive apparatus according to claim 1, further comprising means for correcting torque transmitted from the main power source to the output member.   9. The second torque correcting means includes means for correcting the torque of the internal combustion engine based on a torque correction amount of the first motor / generator during the shift. , 9. The control device for a hybrid drive device according to claim 9.   The gear change mechanism is constituted by a gear gear change mechanism, and the gear change mechanism prohibits a gear change in which a torque change occurs in which the gear tooth surfaces of the gear gear change mechanism come into contact with or separate from each other when the torque of the output member is substantially zero 14. The control device for a hybrid drive device according to claim 1, further comprising means.

Images