JP2006312997A - Shift control system of transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift control system of a transmission by which stability of vehicle behavior is prevented from being impaired, and when a driver attempts to accelerate, a quick response is given under shift control taken on the basis of at least either one of driving conditions and driving environment of the vehicle. <P>SOLUTION: The shift control system of a transmission compromises a motor/generator connected to a driving wheel by an internal combustion engine. In the shift control system of a transmission of a hybrid powered vehicle, the shift stage or the shift ratio of the transmission is changed to a shift stage or a shift ratio for comparatively low speed so that the deceleration acts on the vehicle on the basis of at least either one of driving conditions and driving environment (step S102). If the deceleration generated by changing the shift stage or the shift ratio to a shift stage or a shift ratio for a relatively low speed is at least a set value (step S104-Y), control is exerted so as to generate driving torque from the motor/generator (step S108). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a transmission control device for a transmission, and in particular, a vehicle running state (including an inter-vehicle distance from a preceding vehicle) and a traveling environment (including a corner size and a road surface gradient in front of the vehicle). When shift control (shift point control) based on at least one of them is performed, shift control with excellent responsiveness when the driver desires acceleration is performed without impairing the stability of the behavior of the vehicle The present invention relates to a shift control device for a transmission that can perform the above-described operation.

  Japanese Patent Laid-Open No. 9-9414 (Patent Document 1) discloses a technique in which a shift diagram is changed in accordance with a remaining electric capacity SOC of a motor in a hybrid vehicle.

  Japanese Patent Laid-Open No. 10-132072 (Patent Document 2) detects a current position and a curve ahead, searches for a recommended speed that can smoothly pass through the curve ahead, and enters the curve. In addition, a technique is disclosed in which when the accelerator pedal is detected to be decelerated to the recommended speed, the gear position is shifted down and the engine is decelerated by engine braking.

Japanese Patent Laid-Open No. 9-9414 Japanese Patent Laid-Open No. 10-132072

  In general, for example, in shift point control based on the size of the corner in front of the vehicle, in order to prevent the stability of the vehicle behavior during cornering (including when entering the corner) from being impaired, If the estimated engine braking force (braking force of the drive wheels) exceeds the set value when shifting to a certain gear stage under conditions, gear shifting to that gear stage is prohibited and the gear speed is higher than that gear stage. There was a gear change on the stage.

  In this case, the stability of the vehicle behavior during cornering is ensured, but there is a problem that the response (acceleration performance) is not good when the driver turns on the accelerator for acceleration, such as when the corner is escaped. . On the other hand, when shifting to a gear position that emphasizes responsiveness when the driver desires acceleration, such as when exiting a corner, there is a problem that the stability of vehicle behavior during cornering may be impaired. .

  An object of the present invention is to suppress the deterioration of the stability of the behavior of the vehicle and to accelerate the driver when the shift control based on at least one of the traveling state and the traveling environment of the vehicle is performed. It is an object of the present invention to provide a transmission control device for a transmission capable of performing a shift control excellent in responsiveness when desired.

  A transmission control apparatus for a transmission according to the present invention includes a motor generator connected to driving wheels of an internal combustion engine, and is based on at least one of a traveling state and a traveling environment of the vehicle. Is a shift control device for a transmission of a hybrid vehicle that applies a deceleration to the vehicle by shifting the speed to a relatively low speed gear stage or gear ratio, wherein the gear stage or gear ratio of the transmission is set to the relative speed. In particular, when the deceleration generated by shifting to a low speed gear stage or gear ratio is greater than or equal to a set value, control is performed such that drive torque is generated from the motor generator.

  In the transmission control device for a transmission according to the present invention, the deceleration generated by shifting the transmission speed or gear ratio of the transmission to the relatively low speed gear speed or gear ratio is greater than or equal to the set value. The control for generating the drive torque from the motor generator is performed when the charge amount of the battery of the motor generator is a predetermined value or more.

  In the transmission control apparatus for a transmission according to the present invention, the transmission speed or the transmission ratio of the transmission is such that when the charge amount of the battery of the motor generator is less than the predetermined value, the charge amount of the battery of the motor generator is the predetermined amount. Compared to when the value is greater than or equal to the value, the speed is changed to a relatively high speed gear ratio or gear ratio, and the motor generator is controlled to generate a braking torque.

  According to the transmission control device for a transmission of the present invention, it is possible to suppress the deterioration of the stability of the behavior of the vehicle, and to perform the shift control excellent in responsiveness when the driver desires acceleration. Is possible.

  Hereinafter, an embodiment of a transmission control device for a transmission according to the present invention will be described in detail with reference to the drawings.

An embodiment will be described with reference to FIGS. 1 to 7.
The present embodiment is a shift control device for a transmission of a hybrid vehicle, and includes a travel environment (including the size of a front corner and a road surface gradient) and a travel state (including an inter-vehicle distance from a preceding vehicle). As a shift control (shift point control) based on the transmission, a shift control device for a transmission that performs shift control of an automatic transmission. In this example, as an example of shift point control, a case where shift control of an automatic transmission is performed based on the size of a corner in front of the vehicle will be described.

  FIG. 2 is a schematic configuration diagram of the hybrid vehicle according to the present embodiment. As shown in FIG. 2, the vehicle is equipped with an engine 40, an automatic transmission 10, and a motor generator (MG) 11 that can function as an electric motor and a generator as power sources. Drive torque generated from the engine 40 and the MG 11 is transmitted to the drive wheels 15 via the speed reducer 16 and the drive shaft 17. The vehicle according to the present embodiment is an FR vehicle in which the engine 40 is mounted on the front portion of the vehicle and drives the rear wheels (drive wheels 15).

  MG11 is an AC synchronous motor and is driven by AC power. The electric power stored in the battery 19 is converted from direct current to alternating current by the inverter 18 and supplied to the MG 11, and the electric power generated by the MG 11 is converted from alternating current to direct current by the inverter 18 and stored in the battery 19. It is done.

  The MG 11 generates a driving force as a motor, but can also generate electric power (regenerative power generation) using the rotation of the driving wheels 15 and can also function as a generator. At this time, since a brake (regenerative brake) acts on the drive wheel 15, the vehicle can be braked by using this in combination with a foot brake or an engine brake. The MG 11 is connected only to wheels (drive wheels 15) driven by the engine 40.

  Control of the automatic transmission 10 and the MG 11 is controlled by an electronic control unit (ECU) 20. Driving by the engine 40 and driving by the MG 11 which are characteristic as a hybrid vehicle are comprehensively controlled by the ECU 20. That is, the ECU 20 determines the distribution of the output of the engine 40 and the output of the MG 11, and outputs each control command to control the engine 40, the automatic transmission 10 and the MG 11.

  The ECU 20 is connected to a battery ECU 21 that controls the battery 19 and a brake ECU 22. The battery ECU 21 monitors the state of charge of the battery 19 and outputs a charge request command to the ECU 20 when the amount of charge is insufficient. Receiving the charge request, the ECU 20 performs control to generate power to the MG 11 so that the battery 19 is charged. The brake ECU 22 manages braking of the vehicle, and controls the regenerative braking by the MG 11 together with the ECU 20.

  A navigation system device 95 is connected to the ECU 20. The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The ECU 20 includes data indicating a vehicle speed 31 from a vehicle speed sensor (not shown) of the vehicle, data indicating an accelerator opening 32 from a throttle opening sensor (not shown), and driving wheels 15 via a brake ECU 22. Data indicating the braking force 33 is input.

  The operation of the present embodiment will be described with reference to FIGS.

  FIG. 4 is a diagram for explaining the necessary deceleration in the shift point control of the present embodiment. FIG. 4 shows a top view of the road shape including the control execution boundary line Lc and the corner 501.

  In FIG. 4, the vertical axis indicates the vehicle speed, and the horizontal axis indicates the distance, and the corner 501 ahead of the vehicle C exists ahead of the point 502 of B. It is assumed that the accelerator is turned off (the accelerator opening is fully closed) at a location corresponding to the symbol A in FIG. In this place A, it is assumed that the brake is also OFF. This place A is a position separated from the entrance 502 of the corner 501 by a distance L.

  First, it is determined whether corner control (shift point control) according to this embodiment is necessary (not shown). That is, the ECU 20 determines whether or not the present control is necessary based on, for example, the control execution boundary line Lc. In the determination, in FIG. 4, if it is located above the control execution boundary line Lc in relation to the current vehicle speed and the distance to the entrance 502 of the corner 501, it is determined that this control is necessary, and the control execution boundary line If it is located below Lc, it is determined that this control is unnecessary. As a result of the determination, if it is determined that the main control is necessary, the process proceeds to step S101 in FIG. 1. If it is determined that the main control is not necessary, the main control flow in FIG. 1 is not executed.

  The control execution boundary line Lc is based on the relationship between the current vehicle speed and the distance to the entrance 502 of the corner 501, as long as a deceleration exceeding a preset deceleration due to normal braking does not act on the vehicle. , The line corresponding to the range in which the recommended vehicle speed Vreq cannot be reached (the corner 501 cannot turn at the desired turning G). That is, when the vehicle is positioned above the control execution boundary line Lc, in order to reach the recommended vehicle speed Vreq at the entrance 502 of the corner 501, the deceleration exceeding the deceleration due to the normal braking set in advance is increased. It is necessary to act on

  Therefore, when the position is higher than the control execution boundary line Lc, deceleration control corresponding to the radius or curvature R of the corner according to the present embodiment is executed (FIG. 1), and the driver increases the deceleration. Even if there is no brake operation amount or the operation amount is relatively small (even if the foot brake is stepped on only a little), the recommended vehicle speed Vreq can be reached at the entrance 502 of the corner 501.

  FIG. 5 is a diagram for explaining the control execution boundary line Lc. In the hatched portion of the figure, the deceleration region calculated based on the recommended vehicle speed Vreq determined from the radius of curvature R of the corner 501 of the road in the vehicle traveling direction is shown. This deceleration region is provided at a position on the high vehicle speed side and on the side where the distance L from the corner is small, and the control execution boundary line Lc indicating the boundary of the deceleration region increases as the radius of curvature R of the corner 501 increases. It is set to be moved to the side and the side approaching the corner 501. When the actual vehicle speed V of the vehicle traveling in front of the corner area exceeds the control execution boundary Lc of FIG. 5, the deceleration control corresponding to the corner R of the present embodiment is executed (FIG. 1).

  As the control execution boundary line Lc of the present embodiment, a control execution boundary line used for shift point control corresponding to a conventional general corner R can be applied as it is. The control execution boundary line Lc is created by the ECU 20 based on data input from the navigation system device 95 and indicating the radius of curvature R of the corner 501 and the distance to the corner 501.

  In the present embodiment, in FIG. 4, the location corresponding to the symbol A where the accelerator opening 32 (FIG. 2) is zero is located above the control execution boundary line Lc, so it is determined that this control is necessary. The process proceeds to step S101 in FIG. In the above description, the example in which the presence / absence of execution of the deceleration control (FIG. 1) corresponding to the corner R of the present embodiment is determined using the control execution boundary line Lc has been described. Based on this, it can be determined whether or not the deceleration control (FIG. 1) corresponding to the corner R of the present embodiment is executed.

[Step S101]
In step S101 of FIG. 1, the ECU 20 determines whether or not the accelerator is in an OFF state (fully closed) based on a signal indicating the accelerator opening 32. If it is determined in step S101 that the accelerator is in an OFF state, the process proceeds to step S102. When the accelerator is fully closed (step S101-Y), it is determined that the driver intends to decelerate. On the other hand, if it is not determined that the accelerator is in the OFF state, this control flow is returned. As described above, in FIG. 4, the accelerator opening is set to zero (fully closed) at the position of symbol A.

[Step S102]
In step S102, the ECU 20 determines whether there is a downshift output of shift point control (in this example, corner control). For the determination in step S102, the downshift determination map shown in FIG. 6 is used. In FIG. 6, the downshift destination shift stage in the corner control is determined based on the radius (or curvature) R of the corner 501 and the road gradient θ _R of the place A where the accelerator is OFF (step S101-Y). Yes.

FIG. 6 shows a downshift determination having a plurality of types of regions corresponding to driving operations in a two-dimensional coordinate system with a horizontal axis representing the radius of curvature R of the corner in front of the vehicle and a vertical axis representing the gradient θ _{R of the} traveling road surface. Shows the map. In the downshift determination map, the uphill driving force or the downhill engine braking force is set so as to be obtained more than in the case of automatic shift control using a shift diagram normally used in general.

  Suppose now that corner R of corner 501 is a hairpin and location A is a middle downhill. In this case, the downshift determination map of FIG. 6 indicates that the second speed is the target shift speed. In step S102, the target shift speed determined in the downshift determination map is compared with the current shift speed, and it is determined whether or not the current shift speed is higher than the target shift speed. . If the result of this determination is that the current shift speed is higher than the target shift speed, it is determined that there is a downshift output for shift point control (corner control) (step S102-Y), and the routine proceeds to step S103. On the other hand, when the current shift speed is not higher than the target shift speed, it is determined that there is no downshift output for corner control (step S102-N), and this control flow is returned.

  In this example, if the current shift speed at the location A is the fifth speed, the current shift speed is higher than the target shift speed, so in step S102, it is determined that there is a downshift output to the second speed. Suppose that

[Step S103]
In step S103, the ECU 20 estimates an engine braking force (engine braking force) based on the target shift speed and the vehicle speed. For the estimation in step S103, an estimated engine braking force map shown in FIG. 7 is used. In this estimated engine braking force map, the control acting on the drive wheels 15 of the vehicle by the shift to the target shift stage determined from the target shift stage and the vehicle speed (corresponding to the rotation speed No of the output shaft of the automatic transmission 10). The maximum power (engine brake) is set. Hereinafter, the braking force that acts on the drive wheels 15 of the vehicle, which is obtained in step S103, is referred to as estimated engine braking force.

  In this example, if it is a downshift from the fifth speed to the second speed, and the rotational speed No of the output shaft of the automatic transmission 10 is 2000 rpm, the estimated engine braking force is −0.10 G. Following step S103, step S104 is performed.

[Step S104]
In step S104, the ECU 20 determines whether or not the estimated engine braking force is greater than or equal to a preset set value. As a result of the determination, if the estimated engine braking force is greater than or equal to the set value, the vehicle behavior during cornering (including when entering the corner) when shifting to the target shift speed (second speed) obtained in step S102. The process proceeds to step S105, and if not, the vehicle behavior stability can be obtained during cornering even if the speed is changed to the target speed determined in step S102. It is determined that the possibility is high, and the process proceeds to step S112.

  The set value can be obtained from a map (preset) of the radius of curvature R of the corner 501 and the estimated turning vehicle speed (or the current vehicle speed 31) that is the vehicle speed estimated at the entrance 502 of the corner 501. it can. The map can be prepared for each friction coefficient of the road surface. In this example, it is assumed that the set value is −0.07G (in the example of FIG. 7, corresponding to the third speed when the rotation speed No of the output shaft of the automatic transmission 10 is 2000 rpm). In this example, as described above, since the estimated engine braking force when downshifting to the second speed is −0.10 G, step S104 is determined affirmatively and the process proceeds to step S105.

[Step S112]
In step S <b> 112, a shift command to the target shift stage is output from the ECU 20 to the automatic transmission 10. In this example, a downshift command to the second speed is output. When the estimated engine braking force when shifting to the target shift stage related to the downshift output (step S102) of the shift point control is not equal to or greater than the set value (step S104-N), the shift to the target shift stage is performed. However, since there is a high possibility that the stability of the vehicle behavior during cornering can be obtained, the gear is shifted to the target shift stage. Following step S112, the control flow is returned.

[Step S105]
In step S105, the ECU 20 sets the target braking force of the drive wheels 15 to the set value (see step S104). As will be described later, by controlling so that the braking force exceeding the target braking force (the set value) does not act on the drive wheel 15 (step S108, step S111), the vehicle behavior may become unstable during cornering. It is suppressed. In this example, −0.07G, which is the set value, is the target braking force for the drive wheels 15. After step S105, the process proceeds to step S106.

[Step S106]
In step S106, the ECU 20 determines whether or not the remaining electric capacity SOC of the battery 19 input from the battery ECU 21 is equal to or greater than a predetermined value set in advance. As a result of the determination, if the remaining electric capacity SOC of the battery 19 is greater than or equal to a predetermined value set in advance, the process proceeds to step S107, and if not, the process proceeds to step S109. As will be described later, if the remaining electric capacity SOC of the battery 19 is small, the MG 11 is regenerated, and if the remaining electric capacity SOC is sufficient, the MG 11 is powered.

[Step S107]
In step S107, the ECU 20 outputs to the automatic transmission 10 a shift command to the target shift stage related to the downshift output (step S102) for shift point control. In this example, a downshift command to the second speed is output. Following step S107, step S108 is performed.

[Step S108]
In step S108, the ECU 20 performs control for generating (powering) driving torque from the MG 11 so that the braking force of the driving wheel 15 becomes the target braking force set in step S105 (the set value in step S104). In the downshift to the second speed performed in step S107, the braking force of the drive wheel 15 is −0.10 G (estimated engine braking force), which is equal to or greater than the target braking force (−0.07 G), but step S108. Then, a driving torque is generated from the MG 11 so that the braking force of the driving wheel 15 becomes the target braking force (−0.07 G). That is, the braking force (estimated engine braking force) generated by the shift (step S107) to the target shift stage (second gear) related to the downshift output (step S102) of the shift point control and the target braking force (step S105). The MG 11 is feedback controlled so that the deviation becomes zero.

  As a result, the vehicle behavior is prevented from becoming unstable during cornering. Further, in this case, since the remaining electric capacity SOC of the battery 19 is equal to or greater than a predetermined value set in advance (step S106-Y), control (step S108) for generating (powering) driving torque from the MG 11 is performed. There is no problem.

  In the prior art, as described above, shifting to a gear stage that generates a braking force large enough to impair the stability of vehicle behavior during cornering has been prohibited. An example of the operation of this prior art will be described with reference to FIG.

  In the prior art, as shown in Steps SA101 to SA103 in FIG. 3, similar to Steps S101 to S103 of the present embodiment, it is generated by a shift to the target shift stage related to the downshift output (Step SA102) of the shift point control. It is determined whether or not the estimated engine braking force is greater than or equal to a preset set value. If the estimated engine braking force is greater than or equal to the set value as a result of the determination (step SA103-Y), cornering is being performed. Since there is a possibility of impairing the stability of the vehicle behavior, the shift to the target shift stage is prohibited, the target shift stage is changed to a higher speed (step SA104), and a downshift is performed (step SA105). This ensures the stability of vehicle behavior during cornering.

  For example, in step SA102, the second speed is determined to be the target shift speed, similarly to the example in step S102, and in step SA103, it is determined that the estimated engine braking force is greater than or equal to the set value in the shift to the second speed. After the target deceleration stage was changed to the third speed (step SA104), it was downshifted to the third speed (step SA105).

  However, in the above prior art, when the estimated engine braking force when shifting to the target gear position related to the downshift output (step SA102) of the shift point control is greater than or equal to the set value (step SA103-Y), Since shifting to the target gear is prohibited and the gear is shifted to a higher gear than the target gear, the responsiveness (acceleration performance) can be improved when the driver turns on the accelerator for acceleration, such as when the corner escapes. There was a problem that it was not good.

  On the other hand, in the present embodiment, the speed is changed to the target gear position related to the downshift output (step S102) of the shift point control (step S107), and the braking force of the drive wheels 15 is set in step S105. Control for generating (powering) driving torque from the MG 11 is performed so that the braking force (set value in step S104) is obtained. Therefore, while ensuring the stability of the vehicle behavior during cornering, it is possible to obtain an effect of excellent responsiveness when the driver turns on the accelerator to desire acceleration, such as when the corner escapes.

  In this step S108, instead of the above, the ECU 20 is driven from the MG 11 so that the braking force of the drive wheel 15 becomes a predetermined value equal to or less than the target braking force set in step S105 (set value in step S104). Control for generating torque can be performed. Further, since the engine braking force changes when the vehicle decelerates, the target braking force can be changed according to the engine speed.

[Step S109]
In step S109, the ECU 20 changes the target shift speed to a shift speed that generates a braking force smaller than the target braking force of the drive wheels 15 set in step S105. As will be described later, this is because the battery 19 is charged and the remaining electric capacity SOC is increased by regenerating the MG 11 (step S111).

  For example, in this example, since the target braking force of the drive wheel 15 set in step S105 is −0.07 G, the fourth gear corresponds to a shift stage that generates a smaller braking force ( As shown in FIG. 7, when the rotation speed No of the output shaft of the automatic transmission 10 is 2000 rpm, a braking force of −0.06 G is generated at the fourth speed). As a result, the target shift speed is changed to the fourth speed (step S109). Following step S109, step S110 is performed.

[Step S110]
In step S110, the ECU 20 outputs to the automatic transmission 10 a shift command to the target shift stage changed in step S109. In this example, a downshift command to the fourth speed is output. Following step S110, step S111 is performed.

[Step S111]
In step S111, the ECU 20 performs control to generate (regenerate) braking torque from the MG 11 so that the braking force of the drive wheels 15 becomes the target braking force set in step S105 (the set value in step S104). In the downshift to the fourth speed performed in step S110, the braking force of the drive wheel 15 is −0.06 G (estimated engine braking force), which is equal to or less than the target braking force (−0.07 G), but step S111. Then, a braking torque is generated from the MG 11 to control the braking force of the driving wheel 15 to be the target braking force (−0.07 G). That is, the MG 11 is feedback-controlled so that the deviation between the braking force generated by the shift to the target shift speed (fourth speed) changed in step S109 (step S110) and the target braking force (step S105) becomes zero. .

  Thereby, it is possible to charge the battery 19 and increase the remaining electric capacity SOC while suppressing the vehicle behavior from becoming unstable during cornering. In this case, since the gear position is the fourth speed, the response when the driver turns on the accelerator to desire acceleration, such as when the corner is escaped, is not good, but the remaining electric capacity SOC of the battery 19 is increased. Priority is given to control.

  In this step S111, instead of the above, the ECU 20 performs braking from the MG 11 so that the braking force of the drive wheels 15 becomes a predetermined value equal to or less than the target braking force set in step S105 (set value in step S104). Control for generating torque can be performed. Further, since the engine braking force changes when the vehicle decelerates, the target braking force can be changed according to the engine speed.

  According to the present embodiment described above, the vehicle behavior becomes unstable due to the engine braking force (braking force acting on the drive wheels) at the target shift stage when downshift is requested in the shift point control. When there is a possibility, the drive torque generated by the motor is generated to reduce the braking force of the drive wheels, ensuring the vehicle stability, and when the driver turns on the accelerator for acceleration such as when exiting the corner The effect of improving vehicle responsiveness can be obtained.

  In the above embodiment, corner control has been described as an example of shift point control. However, the present invention can also be applied to so-called uphill / downhill control and follow-up control. In the above embodiment, the case where only the shift control of the automatic transmission is performed has been described. However, the present invention can also be applied to the case where the cooperative control of the automatic transmission and the brake is performed. Furthermore, although the stepped transmission has been described in the above embodiment, it can also be applied to CVT.

  In the above description, the braking force indicating the amount by which the vehicle is to be braked has been described using the deceleration acceleration (G), but it is also possible to control based on the deceleration torque.

It is a flowchart which shows operation | movement of one Embodiment of the transmission control apparatus of the transmission of this invention. It is a schematic block diagram of one Embodiment of the transmission control apparatus of the transmission of this invention. It is a flowchart which shows operation | movement of an example of the conventional transmission control apparatus of a transmission. It is a figure for demonstrating the control implementation boundary line in one Embodiment of the transmission control apparatus of the transmission of this invention. FIG. 8 is another diagram for explaining a control execution boundary line in the embodiment of the transmission control device for a transmission according to the present invention. It is a figure for demonstrating the target gear stage in one Embodiment of the transmission control apparatus of the transmission of this invention. It is a figure for demonstrating the estimation engine braking force in one Embodiment of the transmission control apparatus of the transmission of this invention.

Explanation of symbols

10 Automatic transmission 11 MG (motor generator)
DESCRIPTION OF SYMBOLS 15 Drive wheel 16 Reducer 17 Drive shaft 18 Inverter 19 Battery 20 ECU
21 Battery ECU
22 Brake ECU
31 Vehicle speed 32 Accelerator opening 33 Driving wheel braking force 40 Engine 95 Navigation system device 501 Corner 502 Inlet L Distance to corner Lc Control execution boundary

Claims (3)

A motor generator connected to a drive wheel of an internal combustion engine, and based on at least one of a running state and a running environment of the vehicle, a shift speed or speed ratio of the transmission is relatively low. A shift control device for a transmission of a hybrid vehicle that causes deceleration on the vehicle by shifting to a ratio,
When the deceleration generated by shifting the gear stage or gear ratio of the transmission to the gear stage or gear ratio for relatively low speed is greater than or equal to a set value, drive torque is generated from the motor generator. A transmission shift control device for a transmission, characterized by: The transmission control apparatus for a transmission according to claim 1,
Drive torque from the motor generator is generated when a deceleration generated by shifting the gear stage or gear ratio of the transmission to the gear speed or gear ratio for relatively low speed is greater than or equal to the set value. The transmission control is performed when the charge amount of the battery of the motor generator is equal to or greater than a predetermined value. The transmission control apparatus for a transmission according to claim 2,
The transmission speed or speed ratio of the transmission is relatively greater when the charge amount of the battery of the motor generator is less than the predetermined value compared to when the charge amount of the battery of the motor generator is greater than or equal to the predetermined value. A transmission shift control device for a transmission, wherein the transmission is controlled to generate a braking torque from the motor generator.

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