JP2005186736A - Mode switching control device for hybrid transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress deterioration of fuel consumption by energy loss by making preliminary operation to the just before fastening state of a clutch and/or a brake enhancing shift mode switching response to the minimum. <P>SOLUTION: When High mode is selected at hybrid (HEV) traveling, a shift mode where selection is predicted when increase of required driving force exists is shown at a left side of a Figure than the High mode and as the shift mode, High-iVT mode for larger driving force than this, second mode, Low-iVT mode and Low mode exist. All these shift modes are predicted as a shift mode at driving force increase where selection is predicted when the increase of the required driving force exists during selection of High mode. At switching of the present High mode to the High-iVT mode, the second mode, the Low-iVT mode or the Low mode, since the clutch and/or the brake switched from the release state to the connection state is low brake B<SB>L0</SB>, this is predicted as a shift mode switching element at the driving force increase. This is preliminarily operated to the just before connection state where loss stroke is completed and preliminary operation of another clutch and/or brake is forbidden. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a mode switching control device for a hybrid transmission, and more particularly to a mode switching control device for performing mode switching with high response with minimal energy loss.

  As the hybrid transmission, an engine, an output shaft, and a motor / generator are mutually connected by a differential device, and a clutch for mutually connecting predetermined rotating elements constituting the differential device, and / or Alternatively, a brake that fixes a predetermined rotating element is provided, and a plurality of shift modes can be selected by selectively engaging the clutch and / or the brake.

Therefore, depending on the hybrid transmission, it may be necessary to switch between a plurality of shift modes.
By the way, when switching the mode of the hybrid transmission, generally, for example, as described in Patent Document 1, the corresponding clutch and / or brake is changed from the disengaged state to the engaged state only when the driving state is to be switched. Is normal.
JP 2000-62483 A

  However, when the clutch and / or the brake are changed from the released state to the engaged state only when the operation state is to be switched, the clutch and / or the brake is changed from the released state to the engaged state. The problem is that the mode change response of the hybrid transmission is reduced by the time required for the loss stroke because the loss stroke for preventing dragging is performed and the state is changed immediately before the start of the engagement and then the engagement force gradually increases from 0. Is produced.

As a technique for alleviating such a response delay, it is conceivable that the released clutch and / or brake is preliminarily operated in a state immediately before the start of engagement after the loss stroke is completed.
However, if all the released clutches and / or brakes are set in the pre-operated state, the clutches and / or brakes that are not involved in the mode switching at this stage are also kept in the pre-operated state.

  Thus, if the clutches and / or brakes that are not involved in the mode switching are kept in the pre-actuated state unnecessarily, the energy loss (pump drive loss when the clutches and / or brakes are hydraulic) is increased accordingly. Or unnecessary drag loss of the clutch and / or brake occurs, resulting in a problem of worsening the fuel consumption of the engine.

  In the present invention, the clutch and / or the brake to be kept in the preliminary operation state is only the clutch and / or the brake that is surely involved in the mode switching that may be involved in the mode switching at this stage. Thus, an object of the present invention is to propose a device that can perform mode switching of a hybrid transmission with high response with a minimum energy loss.

For this purpose, a mode change control device for a hybrid transmission according to the present invention is constructed as described in claim 1.
First, a premised hybrid transmission is a clutch in which an engine, an output shaft, and a motor / generator are connected to each other by a differential device, and rotational elements that are to constitute the differential device are connected to each other. And / or a hybrid transmission that includes a brake for fixing a predetermined rotating element and that can select a plurality of shift modes by selectively engaging the clutch and / or the brake.

In the present invention, such a hybrid transmission is provided with the following shift mode prediction means for increasing driving force, shift mode switching element prediction means, and shift mode switching element preliminary operation means.
The driving force increase shift mode prediction means predicts all shift modes that are predicted to be selected when the required drive force increases in the current shift mode.
The shift mode switching element prediction means predicts a clutch and / or a brake that will be switched from the disengaged state to the engaged state when realizing the switching from the current shift mode to the predicted drive force increase shift mode.
The shift mode switching element preliminary actuating means preliminarily operates the predicted clutch and / or brake in a state immediately before the start of engagement after the loss stroke is completed, and prohibits preliminary operation of other clutches and / or brakes.

A mode change control device for a hybrid transmission according to the present invention is configured as described in claim 16.
The same hybrid transmission as above is assumed as the basic premise of the summary structure,
A required driving force change speed calculating means for calculating a change speed of the required driving force;
The required driving force after the preliminary operation is calculated from the change speed of the required driving force calculated by this means and the preliminary operation time required for the clutch and / or the brake to be preliminarily operated immediately before the start of the engagement after the loss stroke. Required driving force calculation means after preliminary operation for calculating
When the required driving force after the preliminary operation calculated by this means reaches a driving force for selecting another shift mode other than the selected shift mode, when switching from the selected shift mode to the other shift mode. There is provided a shift mode switching element preliminary operation means for starting the preliminary operation of the clutch and / or brake to be switched from the released state to the engaged state immediately before the start of the engagement, and prohibiting the preliminary operation of other clutches and / or brakes. It is a thing.

Further, a mode change control device for a hybrid transmission according to the present invention is constructed as described in claim 18.
The same hybrid transmission as above is assumed as the basic premise of the summary structure,
Vehicle acceleration calculating means for calculating the change speed of the vehicle speed;
After the preliminary operation for calculating the vehicle speed after the preliminary operation from the vehicle acceleration calculated by this means and the preliminary operation time required for preliminary operation of the clutch and / or brake immediately before the start of engagement after the loss stroke is completed. Vehicle speed calculation means;
When the vehicle speed after the preliminary operation calculated by this means reaches a vehicle speed at which another shift mode other than the selected shift mode should be selected, the vehicle is released from the released state when switching from the selected shift mode to the another shift mode. Shift mode switching element preliminary operation means for starting preliminary operation of the clutch and / or brake to be switched to the engaged state immediately before the engagement start state and prohibiting other clutch and / or brake preliminary operation. is there.

Further, the mode change control device for a hybrid transmission according to the present invention is configured as described in claim 22.
The same hybrid transmission as above is assumed as the basic premise of the summary structure,
In the shift mode for electric travel, the transmission torque of the clutch and / or brake for performing the preliminary operation is estimated from the rotation speed of the predetermined rotating element constituting the differential and the motor torque, and the hybrid travel is performed. In the shift mode, an observer for estimating the transmission torque of the clutch and / or brake for performing the preliminary operation is provided from the rotation speed of the predetermined rotating element, the motor torque, and the engine torque constituting the differential device. Yes,
If the torque obtained by removing the drag at the time of release due to friction or the like is not zero from the estimated value of the transmitted torque at the observer after the preliminary operation, the estimated value of the transmitted torque is less than the drag torque at the time of release. In addition, the preliminary operation amount is corrected to decrease.

According to the mode switching control device of the first aspect, when the switching from the current shift mode to all the shift modes predicted to be selected when the required driving force is increased, the release state is changed to the engaged state. Since the clutch and / or brake to be switched is preliminarily operated immediately before the start of engagement after the loss stroke is completed, and the preliminary operation of other clutches and / or brakes is prohibited,
Only the clutches and / or brakes that are to be switched from the disengaged state to the engaged state when realizing the switching to the shift mode in which the selection is predicted when the required driving force increases are brought into the pre-actuated state, Alternatively, the brake is not unnecessarily pre-activated, and the former clutch and / or brake pre-operation can increase the hybrid transmission mode switching response and the latter clutch and / or brake pre-operate wastefully. It is possible to avoid the occurrence of a situation where the fuel consumption is deteriorated.

According to the mode switching control device of claim 16,
When the required driving force after the preliminary operation determined from the change speed of the required driving force and the preliminary operation time of the clutch and / or the brake reaches a driving force for selecting another shift mode other than the selected shift mode, The clutch and / or brake that will be switched from the disengaged state to the engaged state when switching from the selected transmission mode to the other transmission mode begins to be preliminarily operated immediately before the start of engagement after the loss stroke has been completed, Since the preliminary operation of the brake is prohibited, the following effects can be obtained.

In other words, only the clutch and / or brake that should be switched from the disengaged state to the engaged state when realizing the mode switching to the other speed change mode accompanying the change in the required driving force is timed by the mode switching command and lost. The preliminary operation described above will be started so that it will be in the state immediately before the start of fastening after completing the stroke,
The mode change response of the hybrid transmission can be enhanced by the preliminary operation of the clutch and / or brake related to the mode change.
In addition, since the preliminary operation of the clutch and / or brake related to the mode switching is started to be completed by timing the mode switching command, the time for the preliminary operation state is minimized. As a result, fuel consumption deterioration due to energy loss can be suppressed.
Further, the other clutches and / or brakes other than the above are not preliminarily preliminarily operated, and deterioration of fuel consumption due to unnecessary preliminary operation of the clutches and / or brakes can be avoided.

According to the mode switching control device of claim 18,
When the vehicle speed after the preliminary operation obtained from the vehicle acceleration (change in vehicle speed) and the clutch and / or brake preliminary operation time reaches a vehicle speed at which another shift mode other than the selected shift mode should be selected. When switching from one speed change mode to another speed change mode, the clutch and / or brake that is to be switched from the released state to the engaged state begins to be pre-operated immediately before the start of engagement, and the pre-operation of other clutches and / or brakes is prohibited Therefore, the following effects can be obtained.

In other words, only the clutch and / or brake that should be switched from the disengaged state to the engaged state when realizing the mode change to the other speed change mode in accordance with the change in the vehicle speed adjusts the mode change command to complete the loss stroke. The preliminary operation will be started so that it will be in the state immediately before the start of fastening,
The mode change response of the hybrid transmission can be enhanced by the preliminary operation of the clutch and / or brake related to the mode change.
In addition, since the preliminary operation of the clutch and / or brake related to the mode switching is started to be completed by timing the mode switching command, the time for the preliminary operation state is minimized. As a result, fuel consumption deterioration due to energy loss can be suppressed.
Further, the other clutches and / or brakes other than the above are not preliminarily preliminarily operated, and deterioration of fuel consumption due to unnecessary preliminary operation of the clutches and / or brakes can be avoided.

According to the mode switching control device of claim 22,
In the shift mode for electric travel, the transmission torque of the clutch and / or brake for performing the preliminary operation is estimated from the rotation speed of the predetermined rotating element constituting the differential and the motor torque, and the hybrid travel is performed. In the shift mode, an observer for estimating the transmission torque of the clutch and / or brake for performing the preliminary operation is provided from the rotation speed of the predetermined rotating element, the motor torque, and the engine torque constituting the differential device. Yes,
If the estimated value of transmission torque at the observer after the preliminary operation is not zero, the preliminary operation amount is corrected to decrease so that the estimated value of transmission torque becomes zero. Can be played.
In other words, even if the preliminary operation amount set in advance to match the loss stroke becomes larger than the loss stroke due to time degradation of valves, clutches, and / or brakes, etc., the increase in drag torque is estimated by the observer. Since the deviation between the operation amount and the loss stroke is compensated, it is possible to suppress the drag loss of the clutch and / or brake that performs the preliminary operation, and to suppress the deterioration of the durability and fuel consumption of the clutch and / or brake.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 illustrates a control system for a hybrid transmission 1 including a mode switching control device according to an embodiment of the present invention. The hybrid transmission 1 is used for a rear wheel drive vehicle (FR vehicle) in this embodiment. As shown in FIG. 2, the following configuration is useful for use as a transmission.

In FIG. 2, 11 indicates a transmission case. Three simple planetary gear sets on the right side (the rear end far from the engine ENG) in the axial direction (left-right direction in the figure) of the transmission case 1, that is, the front side close to the engine ENG A planetary gear set GF, a central planetary gear set GC, and a rear planetary gear set GR are arranged coaxially and built in, and a composite current two-layer motor 2 can be provided on the left side of the figure (front side close to the engine ENG), for example. The motor / generator set is arranged coaxially with respect to the planetary gear set.
Here, the front planetary gear set GF, the central planetary gear set GC, and the rear planetary gear set GR are correlated as follows to form the differential device 3 having three degrees of freedom.

First, the front planetary gear set GF, the central planetary gear set GC, and the rear planetary gear set GR are respectively three elements of sun gears Sf, Sc, Sr, ring gears Rf, Rc, Rr, and carriers Cf, Cc, Cr. A simple planetary gear set with
Then, the ring gear Rr and the carrier Cc are coupled to each other, and an input shaft 3 (indicated as input In in the collinear diagram of FIG. 3) to which the rotation of the engine ENG is input via the engine clutch Cin is coupled to these coupled bodies. The carrier Cr is coupled to the output shaft 4 (shown as output Out in the alignment chart of FIG. 3).

The composite current two-layer motor 2 includes an inner rotor 2ri and an annular outer rotor 2ro surrounding the inner rotor 2ri so as to be coaxially and rotatably supported in the transmission case 11, and between the inner rotor 2ri and the outer rotor 2ro. An annular stator 2s disposed coaxially in the annular space is fixed to the transmission case 1.
The annular stator 2s and the outer rotor 2ro constitute a first motor / generator MG1 that is an outer motor / generator, and the annular stator 2s and the inner rotor 2ri constitute a second motor / generator MG2 that is an inner motor / generator. Configure.
Here, each of the motor / generators MG1 and MG2 functions as a motor that outputs the rotation of each direction and speed (including stop) according to the supplied current when the combined current is supplied as a load on the motor side. When the generator side is applied as a load, it functions as a generator that generates electric power according to rotation by an external force.

First motor / generator MG1 (outer rotor 2ro) is coupled to ring gear Rc, and second motor / generator MG (inner rotor 2ri) is coupled to sun gear Sf, and this sun gear Sf is coupled to sun gear Sc.
Inter-carrier Cf and sun gear Sf is couplable by high clutch Chi, and can fix the carrier Cf by low brake B _LO, couples the ring gear Rf in the sun gear Sr.

Note in the present embodiment, by winding the low and high brake B _LH band brake type on the outer periphery of the outer rotor 2ro, thereby fixably constituting the ring gear Rc coupled thereto via the outer rotor 12Ro.
Further, the rotational degree of freedom of the differential unit 3 is 3 as described above. As described in detail later, at least one of the low brake B _LO , the high clutch Chi, and the low & high brake B _LH is operated and engaged as will be described later. Therefore, the degree of freedom of rotation of the differential device 3 is 2 or less.
Therefore, the differential device 3 determines the rotational speeds of all the rotational elements when the rotational speeds of any two of the rotational elements forming the differential apparatus 3 are determined.

As shown in FIGS. 1 and 2, the hybrid transmission 1 according to the present embodiment is coaxially arranged behind the engine ENG and mounted vertically on the vehicle.
As shown in FIG. 1, the output shaft 5 is drivingly coupled to the left and right rear wheels 7L and 7R via a differential gear device 6.

The control system of the engine ENG and the hybrid transmission 1 is as shown in FIG.
A hybrid controller 21 manages integrated control of the engine ENG and the hybrid transmission 1 (motor / generators MG1, MG2, engine clutch Cin, low brake _BLO , high clutch Chi, low & high brake B _LH ).
The hybrid controller 21 supplies a command related to the target engine torque T _E ^* of the engine ENG to the engine controller 22, and the engine controller 22 operates the engine ENG so that the command value T _E ^* is achieved.

The hybrid controller 21 further supplies a command related to the target torques T ₁ ^* , T ₂ ^* of the motor / generators MG1, MG2 to the motor controller 23. The motor controller 23 uses the inverter 24 and the battery 25 to supply the motor / generators MG1, MG2, respectively. The torque command values T ₁ ^* and T ₂ ^* are controlled to be achieved.
Further hybrid controller 21 supplies the engine clutch Cin in hybrid transmission 1, low brake B _LO, high clutch Chi, engaging the low & high brake B _LH, the hydraulic pressure command for opening controlled by the hydraulic control device 26, The oil pressure control device 26 supplies the oil pressure corresponding to these oil pressure commands to the corresponding engine clutch Cin, low brake B _LO , high clutch Chi, and low & high brake _BLH , and controls these to be engaged and released.

For the various controls described above, the hybrid controller 21 includes
A signal from an accelerator opening sensor 27 for detecting an accelerator pedal depression amount (accelerator opening) APO;
A signal from a vehicle speed sensor 28 that detects a vehicle speed VSP (proportional to the output speed ω _o of output Out);
A signal from the input rotation sensor 29 for detecting the input rotation ω _in to the ring gear Rr (carrier Cc) is input.

The hybrid transmission 1 configured as shown in FIG. 2 is like the collinear diagram shown in FIG. 3, and the rotational speed order of the elements in the intermediate planetary gear set GC is the ring gear Rc, the carrier Cc, and the sun gear Sc. The order of rotation speed of the elements in the rear planetary gear set GR is the ring gear Rr, the carrier Cr, and the sun gear Sr.
A carrier Cc having an intermediate rotational speed order in the intermediate planetary gear set GC and a ring gear Rr having the first rotational speed order in the rear planetary gear set GR are coupled to each other via an engine clutch Cin. Enter the engine ENG rotation.
The ring gear Rf and sun gear in the front planetary gear set GF are respectively the sun gear Sr with the third rotation speed order in the rear planetary gear set GR and the sun gear Sc with the third rotation speed order in the intermediate planetary gear set GC. Join Sf.

Moreover, the provision of the low brake B _LO for fixing the carrier Cf of planetary gear group GF, providing high clutch Chi to couple the carrier Cf and sun gear Sf of planetary gear group GF on each other.
The motor / generator MG1 is connected to the ring gear Rc of the intermediate planetary gear set GC, and the input In from the engine ENG is connected to the combination of the carrier Cc of the intermediate planetary gear set GC and the ring gear Rr in the rear planetary gear set GR. The output shaft 5 (output Out to the wheel drive system) is coupled to the carrier Cr of the rear planetary gear set GR, and a motor / motor is connected to the sun gear Sc (sun gear Sf of the front planetary gear set GF) in the intermediate planetary gear set GC. Combine generator MG2.
Furthermore, eggplant fixable ring gear Rc of center planetary gear group GC by the low & high brake B _LH.

In the hybrid transmission represented by the collinear diagram of FIG. 3 described above, when the carrier Cf and the sun gear Sf of the planetary gear set GF are coupled by engaging the high clutch Chi, all the rotating elements of the planetary gear set GF are integrated. Therefore, the sun gear Sr coincides with the sun gears Sf and Sc on the alignment chart of FIG.
In this case, the lever (indicated by the same symbol GR) relating to the planetary gear set GR in FIG. 3 rides on the lever (indicated by the same symbol GC) relating to the planetary gear set GC, and is constituted by the planetary gear sets GC, GR. The row is represented by a linear collinear diagram with 4 elements and 2 degrees of freedom. The motor / generator MG1, the input In from the engine ENG, the output Out to the wheel drive system, the motor / generator in order of the rotational speed of the rotating elements. MG2 array.

In the shift mode with the high clutch Chi engaged (hereinafter referred to as “High-iVT mode”), the input rotation ω _in and the output rotation ω _o are controlled by the motor / generators MG1 and MG2 and the engine. The output can be determined while controlling both the gear ratio and the driving force while freely selecting the rotation speed ratio between the two and the gear ratio (High-iVT mode) is a continuously variable gear ratio mode. .

On the other hand, in the speed change mode (hereinafter referred to as “Low-iVT mode”) in which the carrier Cf is fixed by the operation of the low brake B _LO , as illustrated by the lever (shown by the same symbol GF) of FIG. 3 relating to the planetary gear set GF. The rotation of the sun gear Sr with respect to the sun gears Sc and Sf is the reverse rotation determined by the gear ratio between the ring gear Rf and the sun gear Sf.
Accordingly, the output Out coupled to the carrier Cr becomes lower than that in the above-described High-iVT mode, as is apparent from FIG. 3, so that the speed change mode (Low-iVT mode) is the same between the sun gear Sc and the sun gear Sf. It is used in the region of the low gear ratio including the reverse gear ratio rather than the gear ratio at which the rotational speed is zero.
When the rotation ω _in of the input In is constant, the reverse rotation of the sun gear Sr coupled to the ring gear Rf is increased by increasing the reverse rotation of the ring gear Rf by increasing the positive rotation of the sun gear Sc by the motor / generator MG2. And the rotation ω _{o of the} output Out decreases, the gear ratio can be shifted to the low side, and further, the gear ratio can be shifted from the low side infinite (stopped) gear ratio to the reverse gear ratio.

Even in the shift mode (Low-iVT mode) with the low brake B _LO engaged _{in this way} , the input rotation ω _in and the output rotation ω _o are controlled by the motor / generator MG1, MG2 control and the engine control. The output can be determined while controlling both the gear ratio and the driving force while freely selecting the rotation speed ratio between the two, and this speed change mode (Low-iVT mode) is the same as the High-iVT mode described above. This is a continuously variable transmission ratio mode.

Said to have entered into a High-iVT mode low & high mode brake B _LH, shift mode (hereinafter, High mode) for fixing the ring gear Rc through the outer rotor 2ro cases, securing the high side speed ratio in the high mode This fixed high-side gear ratio enables high-speed driving by the engine alone, and the second motor / generator MG2 can assist driving force and regenerate energy during deceleration. It is possible to achieve both driving performance and improved fuel efficiency.
As described above, in the shift mode (High mode) in which the low & high mode brake B _LH is engaged in the High-iVT mode, the rotation speed ratio between the input rotation ω _in and the output rotation ω _o is fixed as described above. In this state, the power of the second motor / generator MG2 can be added to or subtracted from the engine power, and this speed change mode (High mode) is a fixed speed ratio mode.

Further, by engaging low & high mode brake B _LH with Low-iVT mode described above, shift mode (hereinafter, Low mode) for fixing the ring gear Rc case, it is fixed low side gear ratio in the low mode In this fixed low-side gear ratio, low-speed and large-torque traveling is enabled by a large driving force obtained by adding the output of the engine ENG and the output of the second motor / generator MG2.
In this case, if the second motor / generator MG2 acts as a generator, it is possible to travel with an output obtained by reducing the engine output by that amount.
As described above, in the shift mode (Low mode) in which the low & high mode brake B _LH is engaged in the Low-iVT mode as described above, the rotation speed ratio between the input rotation ω _in and the output rotation ω _o is fixed. In this state, the power of the second motor / generator MG2 can be added to or subtracted from the engine power, and this speed change mode (Low mode) is also a fixed speed ratio mode.

On the other hand, the carrier Cf is fixed by the operation of low brake B _LO, and, high clutch Chi shift mode was bound between sun gear Sf and carrier Cf by the operation (hereinafter, 2nd mode), the sun gear Sr, the rotation of Sc Since both numbers are 0,
In the alignment chart of FIG. 3, the lever GR overlaps the lever GC to form a linear alignment chart with four elements and two degrees of freedom, and the sun gears Sr and Sc are fixed at the rotational speed position.
Accordingly, the transmission gear ratio can be fixed to an intermediate 2nd transmission gear ratio between the high mode and the low mode, and the output of the engine ENG and / or the output of the first motor / generator MG1 at the fixed second transmission gear ratio. Medium speed running is possible.
As described above, the shift mode (2nd mode) in which the low brake _BLO and the high clutch Chi are both engaged is operated with the rotational speed ratio between the input rotation ω _in and the output rotation ω _o fixed as described above. The power of the first motor / generator MG1 can be added to or subtracted from the engine power, and this speed change mode (2nd mode) is also a fixed speed ratio mode.

As described above, the two continuously variable transmission ratio modes and the three fixed transmission ratio modes obtained according to the combination of engagement and release of the low brake B _LO , the high clutch Chi, and the low & high brake B _LH are engaged with the engine clutch Cin. Hybrid (HEV) shift mode that can use both the power from the engine ENG and the power from the motor / generator MG1, MG2, the selected shift mode, the low brake B _LO , the high clutch Chi, The relationship with the combination of engagement and release of the low and high brake B _LH is as shown in FIG.
In FIG. 4, a circle indicates fastening and a cross indicates release.

By the way, the same five shift modes exist as shown in FIG. 4 when the engine clutch Cin is released and the vehicle travels only by the power from the motor / generators MG1 and MG2.
However, the shift mode during EV travel in FIG. 5 is a name in which (EV-) is added to the beginning of the corresponding shift mode name.

As is clear from the above description in FIG. 4, the speed change mode with (-iVT) added to the end of the speed change mode name is a continuously variable transmission ratio mode, and (-iVT) is added to the end of the speed change mode name. The transmission mode that is not performed is the fixed transmission ratio mode.
The differential gear 3 composed of the planetary gear sets GF, GC, and GR has three degrees of freedom of rotation as described above, but the continuously variable transmission ratio mode (Low-iVT and High-iVT, and EV-Low-iVT and In EV-High-iVT), the low brake B _LO or the high clutch Chi is engaged as shown in FIG.
In fixed gear ratio mode (Low, High, 2nd, EV-Low, EV-High, and EV-2nd), as shown in Fig. 4, low brake B _LO or high clutch Chi and low & high brake B _LH are engaged. The rotational degree of freedom of the differential device 3 is 1.

In the hybrid transmission 1 described above, the higher the required driving force requested by the driver by depressing the accelerator pedal, the higher the shift mode on the left side of FIG. 4, that is, the High-iVT mode (High-iVT mode (EV-High mode)). (EV-High-iVT mode), High-iVT mode (EV-High-iVT mode) than 2nd mode (EV-2nd mode), Low-iVT mode (EV-Low-mode) than 2nd mode (EV-2nd mode) It is assumed that the low mode (EV-Low mode) is selected over the iVT mode) and Low-iVT mode (EV-Low-iVT mode), and a large driving force is output.
In addition, the larger the required driving force, the larger the driving force is output by selecting the shifting mode for hybrid (HEV) driving with the engine clutch Cin engaged than the shifting mode for electric (EV) driving with the engine clutch Cin released. It is supposed to be done.

Hereinafter, the shift mode switching control of the hybrid transmission to which the idea of the present invention is applied will be described.
As shown in FIGS. 5 (a) and 5 (b), there is an upper limit value of the driving force that can be output although both the shift mode during hybrid (HEV) travel and the shift mode during electric (EV) travel differ for each shift mode. However, since it is not possible to output a driving force that exceeds this, when the required driving force increases greatly, the mode is switched from the shifting mode during electric (EV) traveling to the shifting mode during hybrid (HEV) traveling. In addition, it is unavoidable to switch the speed change mode, and the above-described problem related to the decrease in the mode switching response due to the clutch and / or brake delay to be switched from the released state to the engaged state cannot be ignored.
Thus, when the required driving force is reduced, the driving force is sufficient, so it is not unavoidable to switch the speed change mode. Even if the speed change mode is changed, the release state is switched to the engaged state at this time. Decreasing mode switching response due to delay in engagement of the power clutch and / or brake does not become a problem.

From this point of view, the present embodiment makes it possible to perform mode switching with high response with minimum energy loss, particularly when the required driving force is increased.
Because of this, illustration was omitted,
A drive force increase time shift mode prediction means for predicting all shift modes predicted to be selected when there is an increase in required drive force in the current shift mode;
And a shift mode switching element predicting means for predicting a clutch and / or a brake that will be switched from the released state to the engaged state when switching from the current shift mode to the predicted shift mode when the driving force increases is realized. Provided,
Further, a shift mode switching element pre-actuating means for preliminarily operating the predicted clutch and / or brake immediately before the start of engagement after the loss stroke is completed and prohibiting the pre-operation of other clutches and / or brakes is provided. .

These means will be described in detail, and the driving force increase shift mode prediction means predicts all the shift modes that are predicted to be selected when there is an increase in the required driving force in the current shift mode as follows. .
In other words, the current shift mode is a shift mode in electric (EV) running with the engine clutch Cin released (EV-High mode, EV-High-iVT mode, EV-2nd mode, EV-Low-iVT mode, (EV-Low mode), the shift mode that is predicted to be selected when there is an increase in the required driving force in these shift modes, the engine is left in the same combination of clutch and / or brake engagement and release. There are shift modes (High mode, High-iVT mode, 2nd mode, Low-iVT mode, Low mode in Fig. 4) in hybrid (HEV) driving with clutch Cin engaged,
The driving force increase shift mode prediction means predicts this as a shift mode (shift mode when driving force increases) in which selection is predicted when the required driving force increases in electric (EV) traveling.

  On the other hand, if the current shift mode is a shift mode (High mode, High-iVT mode, 2nd mode, Low-iVT mode, Low mode) in hybrid (HEV) running with engine clutch Cin engaged, driving force increases The hour shift mode prediction means predicts a shift mode to be selected as follows when the required driving force increases in any of these shift modes.

  First, if the current shift mode is the High mode, the shift mode that is predicted to be selected when there is an increase in the required drive force is the left side in FIG. There are High-iVT mode, 2nd mode, Low-iVT mode, and Low mode. Shift mode prediction means when driving force increases All these shift modes are selected when required driving force increases while High mode is selected. Is predicted as a predicted shift mode (shift mode when driving force increases).

  Next, if the current shift mode is the High-iVT mode, the shift mode that is predicted to be selected when there is an increase in the required driving force is on the left side in FIG. 4 and higher than the High-iVT mode. There are 2nd mode, Low-iVT mode, and Low mode for driving force, and when the driving force increases, the shift mode predicting means will select all these shift modes when the required driving force increases while the High-iVT mode is selected. The selection is predicted as a predicted shift mode (shift mode when driving force increases).

  Next, if the current shift mode is the 2nd mode, the shift mode that is predicted to be selected when there is an increase in the required drive force is located on the left side in FIG. There are Low-iVT mode and Low mode, and the shift mode prediction means when driving force increases All these shift modes are selected when the required driving force is increased while the 2nd mode is selected. Predicted as a shift mode when increasing).

  Next, if the current shift mode is the Low-iVT mode, the shift mode that is predicted to be selected when there is an increase in the required drive force is on the left side in FIG. There is a low mode, and the shift mode prediction means when the driving force is increased. The shift mode is predicted to be selected when the required drive force is increased while the low-iVT mode is selected. Mode).

  Next, if the current shift mode is the Low mode, there is no large drive force mode located on the left side of the Low mode in FIG. It is predicted that there is no speed change mode (speed change mode at the time of driving force increase) that is predicted to be selected when the required driving force increases.

  Next, the shift mode switching element predicting means will be described in detail. This is based on the shift mode at the time of increasing driving force predicted when the required driving force predicted as described above is increased. The clutches and / or brakes that will be switched from the released state to the engaged state when switching to the speed increasing mode are predicted as follows.

  First, if it is predicted that the shift mode when the driving force increases during the current electric (EV) traveling is the hybrid (HEV) traveling mode as described above, the hybrid mode is changed from the currently selected electric (EV) traveling mode. (HEV) Since the clutch and / or brake to be switched from the disengaged state to the engaged state when switching to the traveling speed mode is the engine clutch Cin as apparent from FIG. 4, the speed mode switching element predicting means The engine clutch Cin is predicted as a shift mode switching element when the driving force is increased.

As described above, the shift mode when the required driving force increases in the current High mode is predicted to be the High-iVT mode, 2nd mode, Low-iVT mode, and Low mode. 2nd mode, low-iVT mode or the clutch and / or brake will be switched from the released state to the engaged state when switching to the low mode, because it is low brake B _LO as apparent from FIG. 4, the shift mode The switching element predicting means predicts the low brake _BLO as a shift mode switching element when the driving force is increased.

If the shift mode when the required driving force is increased in the current High-iVT mode is predicted to be the 2nd mode, Low-iVT mode, or Low mode as described above, the current High-iVT mode is changed to the 2nd mode, Low-iVT. Since the clutch and / or brake to be switched from the released state to the engaged state at the time of switching to the mode or the low mode is the low brake B _LO and the low & high brake B _LH as apparent from FIG. The mode switching element prediction means predicts the low brake B _LO and the low & high brake B _LH as the shift mode switching element when the driving force is increased.

If the shift mode when the required driving force is increased in the 2nd mode is predicted to be the Low-iVT mode or Low mode as described above, it is concluded from the released state when switching from the current 2nd mode to the Low-iVT mode or Low mode. Since the clutch and / or brake to be switched to the state is the low & high brake B _LH as apparent from FIG. 4, the shift mode switching element predicting means applies the low & high brake B _LH when the driving force is increased. Predicted as a shift mode switching element.

If the shift mode when the required driving force is increased is predicted to be the low mode as described above in the current low-iVT mode, the switching from the released state to the engaged state will be performed when switching from the current low-iVT mode to the low mode. Since the clutch and / or brake is the low and high brake B _LH as is apparent from FIG. 4, the shift mode switching element predicting means predicts the low and high brake B _LH as the shift mode switching element when the driving force is increased. To do.

  When it is predicted that the required driving force increase shift mode is not present as described above in the low mode, the shift mode switching element prediction means predicts that the drive force increase shift mode switching element does not exist.

  Next, the shift mode switching element preliminary actuating means will be described in detail. This is because the clutch and / or brake (which is switched from the released state to the engaged state when switching to the shift mode when the driving force is increased as described above) The drive mode increase speed change mode switching element) is preliminarily actuated so as to be in a state immediately before the start of engagement after the loss stroke is completed, and the preparatory operation of other clutches and / or brakes is prohibited.

According to the embodiment having the above-described configuration, switching from the released state to the engaged state is realized when switching from the current shift mode to all shift modes for which selection is predicted when the required driving force increases. Since the clutch and / or brake to be operated is preliminarily actuated immediately before the start of engagement after the loss stroke has been completed, the preparatory operation of other clutches and / or brakes is prohibited.
Only the clutches and / or brakes that are to be switched from the released state to the engaged state when switching to the shift mode in which the selection is predicted when the required driving force increases are brought into a pre-actuated state, and the other clutches and / or Alternatively, the brake is not unnecessarily pre-activated, and the former clutch and / or brake pre-operation can increase the hybrid transmission mode switching response and the latter clutch and / or brake pre-operate wastefully. It is possible to avoid the occurrence of a situation where the fuel consumption is deteriorated.

  FIG. 6 is a shift mode region diagram used in a mode switching control device according to another embodiment of the present invention. This diagram shows selection of the shift mode of the hybrid transmission 1 shown in FIGS. Is a two-dimensional map related to the required driving force F and the vehicle speed VSP in order to perform the operation in such a manner as to optimize (require the required driving force with minimum fuel consumption).

In this embodiment, the shift mode map for the optimum fuel consumption is high mode (including EV-High mode) and High-iVT mode (including EV-High-iVT mode) obtained by engaging the high clutch Chi. And the first set vehicle speed VSP1 that defines the low vehicle speed range (Chi = OFF region in Fig. 6) in which the 2nd mode (including EV-2nd mode) cannot be set, and by engaging the low brake B _LO High vehicle speed range where the low mode (including EV-Low mode), Low-iVT mode (including EV-Low-iVT mode), and 2nd mode (including EV-2nd mode) cannot be set (Figure 6) to set the B _LO = second set speed VSP2 defining the OFF region).

In this embodiment, in the low vehicle speed range (Chi = OFF range in FIG. 6) lower than the first set vehicle speed VSP1, the high clutch Chi is engaged even if the driver changes the required driving force by operating the accelerator pedal. Since it cannot be obtained, a preliminary operation for keeping the high clutch Chi in a state immediately before the start of engagement when the loss stroke is completed is prohibited.
Also, in the high vehicle speed range (B _LO = OFF range in FIG. 6) higher than the second set vehicle speed VSP2, even if the driver changes the required driving force by operating the accelerator pedal, the low brake B _LO cannot be engaged. The preliminary operation for keeping the low brake _BLO in the state immediately before the start of engagement after the loss stroke is completed is prohibited.

Even in the configuration of the present embodiment, the clutch and / or the brake that is not switched from the released state to the engaged state even if the required driving force is changed by the operation of the accelerator pedal is brought into the state immediately before the start of the engagement after the loss stroke is completed. In order not to pre-activate and prohibit the pre-actuation of the clutch and / or brake,
It is possible to avoid the occurrence of the problem that the fuel consumption deteriorates due to unnecessary preliminary operation of the clutch and / or brake.

The shift mode map for optimum fuel consumption shown in FIG. 6 is for when the battery storage state SOC (carryable power) is medium, and the shift mode map for optimum fuel consumption shown in FIG. 7B. Is the same.
By the way, the shift mode map for optimum fuel consumption changes to the one shown in FIG. 7A, for example, as shown in FIG. 7A, depending on the battery storage state SOC (power that can be taken out). ) Is high, for example, it changes to the one shown in FIG.

For this reason, the low vehicle speed range (Chi = OFF region) where the shift mode obtained by engaging the high clutch Chi cannot be set is narrow as illustrated in FIG. 7A when the battery storage state SOC is low, As the battery charge state SOC becomes higher, the battery storage state becomes wider as illustrated in FIGS. 7B and 7C.
Therefore, in the present embodiment, the first set vehicle speed VSP1 is lowered as illustrated in FIG. 7A when the battery storage state SOC is low, and the battery storage state SOC increases as the battery storage state SOC increases. 7 (b) and 7 (c), the above-described effects can be further ensured by corresponding to the change in the optimum fuel efficiency shift mode map.

  In this embodiment, the engine can also be started by the engagement of the engine clutch Cin while the shift mode for electric (EV) driving is selected in the low vehicle speed range (Chi = OFF range) lower than the first set vehicle speed VSP1. For example, under a vehicle speed less than the engine start possible determination rotation speed indicated by VSP0 in FIG. 7C, the engine start operation is not performed by engaging the engine clutch Cin. The preliminary operation is prohibited, and the deterioration of the fuel consumption due to the unnecessary preliminary operation of the engine clutch Cin is avoided.

  FIG. 8 shows still another embodiment of the present invention. In this embodiment, when a shift mode switching command is issued by an accelerator pedal operation, the timing is adjusted to change from the released state to the engaged state when the mode is switched. The main purpose is to ensure that the clutch and / or brake to be switched has completed the preliminary operation.

FIG. 8 shows that the required driving force F increases from the value corresponding to the operating point α to the value corresponding to the operating point β due to the change in the accelerator pedal depression amount (accelerator opening) APO, and passes through the speed change mode boundary line A. The case where it is necessary to switch the shift mode from the low mode to the low mode is illustrated.
As apparent from FIG. 4 and as shown in FIG. 8, this mode switching is performed by switching the low & high brake B _LH from the released state to the engaged state (holding the high clutch Chi in the released state, (With the _BLO held in the _engaged state), change the state of the low and high brake B _LH as follows to complete the shift mode switching.

For this purpose, although not shown in the present embodiment, a required driving force change speed calculating means, a required driving force calculating means after preliminary operation, and a shift mode switching element preliminary operating means are provided.
These means will be described in detail. The requested driving force change speed calculating means obtains the accelerator opening change speed vAPO and requests it from now on as illustrated as a value at the operating point α ′ in FIG. 8 during the accelerator operation. The change speed vF of the driving force F is calculated.

The required driving force calculation means after the preliminary operation includes the required driving force change speed vF and the clutch and / or brake (here, the low & high brake B _LH ) that should be changed from the released state to the engaged state when the mode is switched. Calculate the required driving force fF * after the preliminary operation from the preliminary operation time Δt required to perform the preliminary operation immediately before the start of fastening after the loss stroke is completed and the target driving force F * from moment to moment by the following equation: To do.
fF * = F * + Δt · vF

In the shift mode switching element preliminary operation means, the required drive force fF * after the preliminary operation reaches a drive force for selecting another shift mode (Low mode) other than the selected shift mode (Low-iVT mode). In other words, referring to FIG. 8, when the operating point reaches α ′ and the required driving force fF * after preliminary operation exceeds the value on the shift mode boundary line A, the selected shift mode (Low-iVT mode) The clutch and / or brake (low & high brake B _LH ) that is switched from the released state to the engaged state when switching to another shift mode (Low mode) is preliminarily operated immediately before the start of engagement by the start of the loss stroke. At the same time, the preliminary operation of other clutches and / or brakes is prohibited.

  According to this embodiment having such a configuration, when the required driving force fF * after the preliminary operation reaches a driving force for selecting another shift mode other than the selected shift mode, the selected shift mode is The clutch and / or brake that is to be switched from the released state to the engaged state when switching to another speed change mode begins to be pre-operated immediately before the start of engagement after the loss stroke is completed, and the other clutch and / or brake is pre-operated. Since the above is prohibited, the following effects can be obtained.

In other words, only the clutch and / or the brake that should be switched from the disengaged state to the engaged state when realizing the mode switching to the other speed change mode accompanying the change in the required driving force F is timed to the mode switching command. The preliminary operation will be started so that it will be in the state just before the start of fastening after completing the loss stroke,
The mode change response of the hybrid transmission can be enhanced by the preliminary operation of the clutch and / or brake related to the mode change.
In addition, since the preliminary operation of the clutch and / or brake related to the mode switching is started to be completed by timing the mode switching command, the time for the preliminary operation state is minimized. As a result, fuel consumption deterioration due to energy loss can be suppressed.
Further, the other clutches and / or brakes other than the above are not preliminarily preliminarily operated, and deterioration of fuel consumption due to unnecessary preliminary operation of the clutches and / or brakes can be avoided.

  In the present embodiment, in addition to the above, from the start of the preliminary operation of the clutch and / or the brake, for example, when the accelerator pedal is stopped before the mode boundary A from the operating point α in FIG. If the switching to the other speed change mode is not instructed even if a set time longer than the preliminary operation time Δt has elapsed, the speed change mode switching is made so that the preliminary operation interruption command is issued to the speed change mode switching element preliminary operation means. It is preferable to provide an element pre-operation interruption means so that useless pre-operation is continued and fuel consumption is not deteriorated.

In FIG. 9, the vehicle speed VSP increases from the value corresponding to the driving point γ to the value corresponding to the driving point δ and passes through the speed change mode boundary line B, and it is necessary to switch the speed change mode from the Low-iVT mode to the High-iVT mode. An example is given.
As is apparent from FIG. 4 and as shown in FIG. 9, this mode switching is performed by switching the high clutch Chi from the disengaged state to the engaged state (switching the low brake B _LO from the engaged state to the disengaged state, The high brake B _LH is maintained (in the released state). However, the state change of the high clutch Chi is executed as follows to complete the change of the shift mode.

For this purpose, although not shown in the present embodiment, vehicle acceleration calculation means, preliminary operation vehicle speed calculation means, and shift mode switching element preliminary operation means are provided.
These means will be described in detail individually. The vehicle acceleration calculating means calculates a change speed aVSP (vehicle acceleration) of the vehicle speed VSP during the above-described change in the vehicle speed, as exemplified as a value at the driving point γ ′ in FIG.

After the preliminary operation, the vehicle speed calculation means applies the vehicle acceleration aVSP and the clutch and / or brake (here, the high clutch Chi as described above) to be engaged from the disengaged state when the mode is switched. The vehicle speed fVSP * after the preliminary operation is calculated by the following equation from the preliminary operation time Δt required for the preliminary operation just before the start and the vehicle speed VSP * from moment to moment.
fVSP * = VSP * + Δt · aVSP

  Shift mode switching element preliminary operation means when the vehicle speed fVSP * after the preliminary operation reaches the vehicle speed at which another shift mode (High-iVT mode) other than the selected shift mode (Low-iVT mode) should be selected That is, referring to FIG. 9, when the driving point reaches γ ′ and the vehicle speed fVSP * after the preliminary operation exceeds the value on the shift mode boundary line B, the selected shift mode (Low-iVT mode) is different from the above. When switching to the shift mode (High-iVT mode), the clutch and / or brake (high clutch Chi) that will be switched from the disengaged state to the engaged state will be preliminarily operated immediately before the start of engagement by the start of the loss stroke, Prohibit pre-operation of other clutches and / or brakes.

  According to the present embodiment having such a configuration, when the vehicle speed fVSP * after the preliminary operation reaches a vehicle speed value at which another shift mode other than the selected shift mode should be selected, the other shift mode from the selected shift mode is The clutch and / or brake, which will be switched from the released state to the engaged state when switching to the shift mode, starts pre-operation immediately before the start of engagement after the loss stroke is completed, and prohibits other clutches and / or brakes from pre-operation Therefore, the following effects can be obtained.

In other words, only the clutch and / or brake that should be switched from the disengaged state to the engaged state when realizing the mode switching to the other speed change mode according to the change in the vehicle speed VSP is timed to the mode switching command and the loss stroke The preliminary operation will be started so that it will be in the state immediately before the start of fastening that has completed
The mode change response of the hybrid transmission can be enhanced by the preliminary operation of the clutch and / or brake related to the mode change.
In addition, since the preliminary operation of the clutch and / or brake related to the mode switching is started to be completed by timing the mode switching command, the time for the preliminary operation state is minimized. As a result, fuel consumption deterioration due to energy loss can be suppressed.
Further, the other clutches and / or brakes other than the above are not preliminarily preliminarily operated, and deterioration of fuel consumption due to unnecessary preliminary operation of the clutches and / or brakes can be avoided.

  In this embodiment, in addition to the above, from the start of the preliminary operation of the clutch and / or the brake, for example, when the increase of the vehicle speed VSP stops before the mode boundary line B from the operating point γ in FIG. If the switching to the other speed change mode is not instructed even if a set time longer than the preliminary operation time Δt has elapsed, the speed change mode switching is made so that the preliminary operation interruption command is issued to the speed change mode switching element preliminary operation means. It is preferable to provide an element pre-operation interruption means so that useless pre-operation is continued and fuel consumption is not deteriorated.

Here, the vehicle acceleration calculation means in the present embodiment is provided with travel resistance estimation means for estimating the travel resistance of the vehicle instead of directly obtaining the change speed of the vehicle speed VSP to obtain the vehicle acceleration aVSP, and the travel estimated by this means Needless to say, the estimated value Tr, the required driving force F, and the vehicle inertia Iv may be calculated by the following equation.
aVSP = (F-Tr) / Iv

  In the following, still another embodiment of the present invention will be shown, and the preliminary operation amount set in advance according to the loss stroke amount is not adapted due to time degradation or individual variation of the clutch and / or brake for performing the preliminary operation, In order to prevent the drag loss from increasing and the durability and fuel consumption of the clutch / brake from deteriorating, use the disturbance observer shown below to properly correct the preliminary operation amount according to the loss stroke amount. To do.

During the preliminary operation, only the loss stroke amount is given as the preliminary operation amount. Therefore, if the preliminary operation amount is equal to or less than the loss stroke amount, the transmission torque of the clutch and / or brake that performs the preliminary operation is only the amount of friction.
However, during the pre-operation, if the transmission torque of the clutch and / or brake performing the pre-operation is greater than the friction, the pre-operation amount has become larger than the loss stroke amount due to deterioration of timing or individual variations. Indicates. Therefore, the reserve operation amount is corrected to decrease, and the reserve operation amount is set to the loss stroke amount or less to suppress the deterioration of the clutch / brake durability and fuel consumption.

ここで、ω_iは差動装置側のエンジンクラッチプレート回転速度、ω_oは出力軸回転速度、T_Rは走行抵抗トルク、T_ECはエンジンクラッチ伝達トルク、T_LBはローブレーキ伝達トルク、T_HLはロー＆ハイブレーキ伝達トルク、T₁はモータ/ジェネレータMG1トルク、T₂はモータ/ジェネレータMG2トルク、b_EH11、b_EH12、b_EH13、b_EH14、b_EH15、b_EH21、b_EH22、b_EH23、b_EH24、b_EH25、b_EH26はそれぞれ、差動歯車回転要素の半径と、差動歯車回転要素慣性、モータ/ジェネレータ慣性、車両慣性から決まる定数である。 Here, correction using the disturbance observer is performed in the continuously variable transmission mode of EV-Low-iVT mode, EV-High-iVT mode, High-iVT mode, and Low-iVT mode as follows.
(EV-High-iVT mode)
The state equation of the rotating system in EV-High-iVT mode is expressed by the following equation.

Where ω _i is the engine clutch plate rotation speed on the differential side, ω _o is the output shaft rotation speed, T _R is the running resistance torque, T _EC is the engine clutch transmission torque, T _LB is the low brake transmission torque, T _HL low & high brake transmission torque, T ₁ the motor / generator MG1 torque, T ₂ is the motor / generator MG2 _{torque, b EH11, b EH12, b} EH13, b EH14, b EH15, b EH21, b EH22, b EH23, b _EH24 , b _EH25 , and b _EH26 are constants determined by the radius of the differential gear rotating element, the differential gear rotating element inertia, the motor / generator inertia, and the vehicle inertia, respectively.

この状態方程式に対して、T_RとT_ECを外乱とし、ここでは省略するが、一般的な外乱オブザーバの設計方法を適用して、次のように状態量と外乱とを推定する外乱オブザーバを構成する。

ここで、

Since only the engine clutch is preliminarily operated, T _LB = T _HL = 0 while driving in the EV-High-iVT mode, and these state equations may be expressed as follows.

For this state equation, T _R and T _EC are assumed to be disturbances, and although omitted here, a disturbance observer that estimates the state quantities and disturbances as follows is applied by applying a general disturbance observer design method. Constitute.

here,

ここで、T_HCはハイクラッチ伝達トルク、b_EL11、b_EL12、b_EL13、b_EL14、b_EL15、b_EL21、b_EL22、b_EL23、b_EL24、b_EL25、b_EL26はそれぞれ、差動歯車回転要素の半径と、差動歯車回転要素慣性、モータ/ジェネレータ慣性、車両慣性から決まる定数である。 (EV-Low-iVT mode)
The equation of state of the rotating system in EV-Low-iVT mode is expressed by the following equation.

Here, T _HC is the high clutch transmission _{torque, b EL11, b EL12, b} EL13, b EL14, b EL15, b EL21, b EL22, b EL23, b EL24, b EL25, b EL26 respectively, a differential gear rotation This is a constant determined by the element radius, differential gear rotating element inertia, motor / generator inertia, and vehicle inertia.

この状態方程式に対して、T_RとT_ECを外乱とし、ここでは省略するが、一般的な外乱オブザーバの設計方法を適用して、次のように状態量と外乱とを推定する外乱オブザーバを構成する。

ここで、

Since only the engine clutch is preliminarily operated, T _HC = T _HL = 0 while driving in the EV-Low-iVT mode, and these state equations may be expressed as follows.

For this state equation, T _R and T _EC are assumed to be disturbances, and although omitted here, a disturbance observer that estimates the state quantities and disturbances as follows is applied by applying a general disturbance observer design method. Constitute.

here,

ここで、T_Eはエンジントルク、b_H11、b_H12、b_H13、b_H14、b_H15、b_H21、b_H22、b_H23、b_H24、b_H25、b_H26はそれぞれ、差動歯車回転要素の半径と、差動歯車回転要素慣性、モータ/ジェネレータ慣性、車両慣性から決まる定数である。 (High-iVT mode)
The rotating system equation of state in High-iVT mode is expressed by the following equation.

Where T _E is the engine torque, b _H11 , b _H12 , b _H13 , b _H14 , b _H15 , b _H21 , b _H22 , b _H23 , b _H24 , b _H25 , and b _H26 are respectively differential gear rotating elements. It is a constant determined from the radius, differential gear rotating element inertia, motor / generator inertia, and vehicle inertia.

この状態方程式に対して、T_RとT_LBを外乱とし、ここでは省略するが、一般的な外乱オブザーバの設計方法を適用して、次のように状態量と外乱とを推定する外乱オブザーバを構成する。

ここで、

When low-iVT or 2nd on the large driving force side, only the low brake is preliminarily operated, so T _HL = 0 when driving in High-iVT mode, and these equations of state are as follows: May be represented.

For this state equation, T _R and T _LB are assumed to be disturbances, and although omitted here, a disturbance observer that estimates the state quantity and disturbance as follows is applied by applying a general disturbance observer design method. Constitute.

here,

ここで、b_L11、b_L12、b_L13、b_L14、b_L15、b_L21、b_L22、b_L23、b_L24、b_L25、b_L26はそれぞれ、差動歯車回転要素の半径と、差動歯車回転要素慣性、モータ/ジェネレータ慣性、車両慣性から決まる定数である。 (Low-iVT mode)
The rotational system equation of state in Low-iVT mode is expressed by the following equation.

Here, b _L11 , b _L12 , b _L13 , b _L14 , b _L15 , b _L21 , b _L22 , b _L23 , b _L24 , b _L25 , b _L26 are respectively the radius of the differential gear rotating element and the differential gear It is a constant determined by the rotating element inertia, motor / generator inertia, and vehicle inertia.

この状態方程式に対して、T_RとT_HLを外乱とし、ここでは省略するが、一般的な外乱オブザーバの設計方法を適用して、次のように状態量と外乱とを推定する外乱オブザーバを構成する。

ここで、

H_Lはオブザーバゲインである。 Since only the low and high brakes are preliminarily operated, T _HC = 0 while driving in the Low-iVT mode, and these state equations may be expressed as follows.

For this state equation, T _R and T _HL are regarded as disturbances, and although omitted here, a general disturbance observer design method is applied and a disturbance observer that estimates state quantities and disturbances as follows: Constitute.

here,

H _L is an observer gain.

However, as described above, the correction in the continuously variable transmission mode is limited to one disturbance torque that can be estimated in the fixed gear ratio mode and two in the continuously variable transmission mode. This is because in order to estimate the torque of the clutch / brake that performs the preparatory operation including the running resistance torque that is not detected in step 3, it is only possible to use the continuously variable transmission mode.
For example, if the running resistance torque can be detected from the vehicle speed, gradient sensor, etc., it is possible to estimate the torque of the clutch / brake that performs preliminary operation using the disturbance observer even in the fixed gear ratio mode. Is possible. In addition, the number of disturbance torques that can be estimated increases as the order of the state equation of the rotating system increases, so if the order of the state equation can be increased, the number of clutches / brakes that can be corrected can be increased according to this order. It is.

In the hybrid transmission 1 shown in FIGS. 1 to 4, since the clutch and / or the brake are hydraulically operated, the preliminary operation is performed by supplying a precharge pressure.
Even if the clutch and / or brake is an electromagnetic drive type or motor drive type clutch and / or brake, the idea of the present invention can be applied based on the same concept.
Moreover, even if any of the above-described embodiments is adopted, the hybrid transmission to be subjected to the shift mode switching control is not limited to the hybrid transmission 1 shown in FIGS. Of course, the above-described idea of the present invention can be applied to this hybrid transmission.

1 is a system diagram showing a control system of a hybrid transmission including a mode switching control device according to an embodiment of the present invention. 2 is a diagrammatic longitudinal side view of the hybrid transmission. FIG. FIG. 3 is a collinear diagram of the hybrid transmission shown in FIG. 2. It is explanatory drawing of the mode determination logic which showed the relationship between the transmission mode of the hybrid transmission shown in FIG. 2, and the engagement and releasing of a brake and / or a clutch. The driving force upper limit characteristic for each speed change mode is shown, (a) is a driving force upper limit characteristic diagram for each speed change mode selected during hybrid travel, and (b) is the drive force upper limit for each speed change mode selected during electric travel. FIG. FIG. 3 is a region diagram showing a shift mode selection map for optimizing engine fuel efficiency in the hybrid transmission shown in FIG. 2. 2 shows a shift mode selection map for optimizing the fuel consumption of the engine in the hybrid transmission shown in FIG. 2, (a) is an area diagram showing the shift mode selection map when the battery storage state SOC is low; ) Is a region diagram showing a shift mode selection map when the battery storage state SOC is medium, and (c) is a region diagram showing a shift mode selection map when the battery storage state SOC is high. It is explanatory drawing for demonstrating the shift mode switching control by this invention when depressing an accelerator pedal and making a request | requirement driving force increase. It is explanatory drawing for demonstrating the shift mode switching control by this invention when a vehicle speed rises.

Explanation of symbols

ENG engine 1 Hybrid transmission 2 Composite current 2-layer motor
MG1 Motor / Generator
MG2 Motor / generator 3 Differential gear 4 Input shaft 5 Output shaft 6 Differential gear device
7L, 7R Rear wheel
GF Front planetary gear set
GC middle planetary gear set
GR Rear planetary gear set
Cin engine clutch
Chi high clutch
B _LO low brake
B _LH Low & High brake
11 Transmission case
21 Hybrid controller
22 Engine controller
23 Motor controller
24 inverter
25 battery
26 Hydraulic controller
27 Accelerator position sensor
28 Vehicle speed sensor
29 Input rotation sensor

Claims (22)

The engine, output shaft, and motor / generator are mutually connected by a differential device,
A clutch that couples predetermined rotating elements that constitute the differential device to each other and / or a brake that fixes the predetermined rotating elements;
In a hybrid transmission in which a large number of shift modes can be selected by selectively engaging the clutch and / or brake,
A driving force increase shift mode prediction means for predicting all shift modes that are predicted to be selected when there is an increase in required drive force in the current shift mode;
A shift mode switching element predicting means for predicting a clutch and / or a brake that is switched from the released state to the engaged state when switching from the current shift mode to the shift mode when the driving force is increased predicted by the means; ,
A shift mode switching element pre-actuating means for preliminarily operating the clutch and / or brake predicted by the means in a state immediately before the start of engagement after the loss stroke is completed, and prohibiting the pre-operation of other clutches and / or brakes; A mode change control device for a hybrid transmission, comprising: An engine clutch that allows appropriate input of power from the engine is provided as one of the clutch and / or brake, the engine clutch is released, and a speed change mode in electric travel only by the motor / generator, and The mode change control device for a hybrid transmission according to claim 1, wherein the mode change control device of the hybrid transmission according to claim 1 has a gear change mode in a hybrid running by the motor / generator and the engine by engaging an engine clutch.
The driving force increase shift mode prediction means predicts a shift mode in hybrid driving as a shift mode in which selection is predicted when there is an increase in required driving force during selection of the shift mode in electric driving,
The shift mode switching element prediction means predicts the engine clutch as the clutch and / or brake for realizing switching to the shift mode when the driving force is increased,
The shift mode switching element preliminary operation means is configured to preliminarily operate the engine clutch in a state immediately before the start of engagement after the loss stroke is completed, and to prohibit preliminary operation of other clutches and / or brakes. A mode change control device for a hybrid transmission. The clutch and / or brake includes a high clutch, a low brake, and a low & high brake. The high mode of the high-side fixed gear ratio can be selected by engaging the high clutch and the low & high brake, and high by engaging the high clutch. High-iVT mode with side continuously variable transmission ratio can be selected, 2nd mode with intermediate fixed gear ratio can be selected by engaging high clutch and low brake, and Low-iVT with low side continuously variable transmission ratio by engaging low brake The mode change control device for a hybrid transmission according to claim 1 or 2, wherein a mode can be selected, and a low mode of a low-side fixed gear ratio can be selected by engaging a low brake and a low & high brake.
The driving force increase shift mode prediction means predicts the 2nd mode, the Low-iVT mode, and the Low mode as the shift modes that are predicted to be selected when the required driving force increases while the High mode is selected. ,
The shift mode switching element prediction means predicts the low brake as a clutch and / or a brake that is switched from the released state to the engaged state when switching to the shift mode when the driving force is increased.
The shift mode switching element preliminary operation means is configured to preliminarily operate the low brake immediately before the start of engagement after the loss stroke is completed, and to prohibit the preliminary operation of other clutches and / or brakes. A mode change control device for a hybrid transmission. In the hybrid transmission mode switching control device according to claim 3,
When the required drive force actually increases from the high speed mode, which is the current shift mode, and the mode is switched to the 2nd mode, the low-iVT mode, or the low mode, the 2nd shift mode after switching When the mode is selected, the low & high brake is released first to make a transition to the High-iVT mode, then the low brake is engaged and the state transition to make the transition to the 2nd mode is executed. When iVT mode is selected, first release the high clutch, then engage the low brake and transition to Low mode, then release the low & high brake and execute the state transition to transition to Low-iVT mode When the low mode is selected as the speed change mode after switching, the high clutch is first released, then the low brake is engaged and the state transition to the low mode is executed. It has a mode switching sequence execution means,
The shift mode switching element preliminary actuating means is configured so that the required driving force actually increases and the low brake preliminary operation is prohibited until the mode switching is started, and the preliminary operation is started after the mode switching is started. A mode change control device for a hybrid transmission. The clutch and / or brake includes a high clutch, a low brake, and a low & high brake. The high mode of the high-side fixed gear ratio can be selected by engaging the high clutch and the low & high brake, and high by engaging the high clutch. High-iVT mode with side continuously variable transmission ratio can be selected, 2nd mode with intermediate fixed gear ratio can be selected by engaging high clutch and low brake, and Low-iVT with low side continuously variable transmission ratio by engaging low brake The mode switching control device for a hybrid transmission according to any one of claims 1 to 4, wherein a mode can be selected and a low mode with a low-side fixed gear ratio can be selected by engaging a low brake and a low & high brake. In
The driving force increase speed change mode prediction means selects a 2nd mode, a Low-iVT mode, and a Low mode as a speed change mode that is predicted to be selected when the required driving force increases during the selection of the High-iVT mode. Predict,
The shift mode switching element predicting means predicts the low brake and the low & high brake as a clutch and / or a brake that is switched from the released state to the engaged state when switching to the shift mode when the driving force is increased. ,
The shift mode switching element preliminary actuating means is configured so that these low brake and low & high brake are preliminarily actuated immediately before the start of engagement after the loss stroke has been completed, and the preliminary actuation of other clutches and / or brakes is prohibited. A mode change control device for a hybrid transmission, characterized in that The clutch and / or brake includes a high clutch, a low brake, and a low & high brake. The high mode of the high-side fixed gear ratio can be selected by engaging the high clutch and the low & high brake, and high by engaging the high clutch. High-iVT mode with side continuously variable transmission ratio can be selected, 2nd mode with intermediate fixed gear ratio can be selected by engaging high clutch and low brake, and Low-iVT with low side continuously variable transmission ratio by engaging low brake The mode switching control device for a hybrid transmission according to any one of claims 1 to 4, wherein a mode can be selected and a low mode with a low-side fixed gear ratio can be selected by engaging a low brake and a low & high brake. In
The driving force increase shift mode prediction means predicts the 2nd mode and the Low-iVT mode as a shift mode to be selected when there is an increase in required drive force during the selection of the High-iVT mode,
The shift mode switching element prediction means predicts the low brake as a clutch and / or a brake that is switched from the released state to the engaged state when switching to the shift mode when the driving force is increased.
The shift mode switching element preliminary operation means is configured to preliminarily operate the low brake immediately before the start of engagement after the loss stroke is completed, and to prohibit the preliminary operation of other clutches and / or brakes. A mode change control device for a hybrid transmission. The clutch and / or brake includes a high clutch, a low brake, and a low & high brake. The high mode of the high-side fixed gear ratio can be selected by engaging the high clutch and the low & high brake, and high by engaging the high clutch. High-iVT mode with side continuously variable transmission ratio can be selected, 2nd mode with intermediate fixed gear ratio can be selected by engaging high clutch and low brake, and Low-iVT with low side continuously variable transmission ratio by engaging low brake The mode switching control device for a hybrid transmission according to any one of claims 1 to 4, wherein a mode can be selected and a low mode with a low-side fixed gear ratio can be selected by engaging a low brake and a low & high brake. In
When selecting the High-iVT mode, there is an actual increase in the required driving force. When switching to the Low mode, first engage the low & high brake, transition to the High mode, and then turn the high clutch on. Release mode, and then has a shift mode switching sequence execution means for executing the state transition to engage the low brake and then transition to the Low mode,
The driving force increase shift mode prediction means predicts the Low mode as a shift mode to be predicted when there is an increase in required drive force during the selection of the High-iVT mode,
The shift mode switching element prediction means predicts the low and high brakes as clutches and / or brakes that are switched from the released state to the engaged state when switching to the shift mode when the driving force is increased.
The shift mode switching element preliminary actuating means is configured such that the low and high brakes are preliminarily actuated immediately before the start of engagement after the loss stroke is completed, and the preliminary actuation of other clutches and / or brakes is prohibited. A mode change control device for a hybrid transmission. The clutch and / or brake includes a high clutch, a low brake, and a low & high brake. The high mode of the high-side fixed gear ratio can be selected by engaging the high clutch and the low & high brake, and high by engaging the high clutch. High-iVT mode with side continuously variable transmission ratio can be selected, 2nd mode with intermediate fixed gear ratio can be selected by engaging high clutch and low brake, and Low-iVT with low side continuously variable transmission ratio by engaging low brake The mode switching control device for a hybrid transmission according to any one of claims 1 to 7, wherein a mode can be selected and a low mode of a low-side fixed gear ratio can be selected by engaging a low brake and a low & high brake. In
The driving force increase speed change mode prediction means is a combination of the Low-iVT mode and the Low mode, or only the Low mode as a speed change mode to be predicted when the required driving force increases during the selection of the 2nd mode. Predict
The shift mode switching element prediction means predicts the low and high brakes as clutches and / or brakes that are switched from the released state to the engaged state when switching to the shift mode when the driving force is increased.
The shift mode switching element preliminary actuating means is configured such that the low and high brakes are preliminarily actuated immediately before the start of engagement after the loss stroke is completed, and the preliminary actuation of other clutches and / or brakes is prohibited. A mode change control device for a hybrid transmission. In the hybrid transmission mode switching control device according to claim 8,
When the required drive force actually increases from the 2nd mode, which is the current shift mode, and the mode is switched to the Low mode, the high clutch is first released and the mode is changed to the Low-iVT mode, and then the low and high brakes are applied. It has a shift mode switching sequence execution means for executing a state transition for fastening and transitioning to the Low mode,
The shift mode switching element preliminary operation means is configured to prohibit the low & high brake preliminary operation until the mode switching is started, and to start the preliminary operation after the mode switching starts. A mode change control device for a hybrid transmission, characterized in that The clutch and / or brake includes a high clutch, a low brake, and a low & high brake. The high mode of the high-side fixed gear ratio can be selected by engaging the high clutch and the low & high brake, and high by engaging the high clutch. High-iVT mode with side continuously variable transmission ratio can be selected, 2nd mode with intermediate fixed gear ratio can be selected by engaging high clutch and low brake, and Low-iVT with low side continuously variable transmission ratio by engaging low brake The mode switching control device for a hybrid transmission according to any one of claims 1 to 9, wherein a mode can be selected and a low mode of a low-side fixed gear ratio can be selected by engaging a low brake and a low & high brake. In
The driving force increase shift mode prediction means predicts the Low mode as a shift mode to be predicted when there is an increase in required driving force during the selection of the Low-iVT mode,
The shift mode switching element prediction means predicts the low and high brakes as clutches and / or brakes that are switched from the released state to the engaged state when switching to the shift mode when the driving force is increased.
The shift mode switching element preliminary actuating means is configured such that the low and high brakes are preliminarily actuated immediately before the start of engagement after the loss stroke is completed, and the preliminary actuation of other clutches and / or brakes is prohibited. A mode change control device for a hybrid transmission. The clutch and / or brake includes a high clutch, a low brake, and a low & high brake. The high mode of the high-side fixed gear ratio can be selected by engaging the high clutch and the low & high brake, and high by engaging the high clutch. High-iVT mode with side continuously variable transmission ratio can be selected, 2nd mode with intermediate fixed gear ratio can be selected by engaging high clutch and low brake, and Low-iVT with low side continuously variable transmission ratio by engaging low brake The mode switching control device for a hybrid transmission according to any one of claims 1 to 10, wherein a mode can be selected and a low mode with a low-side fixed gear ratio can be selected by engaging a low brake and a low & high brake. In
The driving force increase shift mode prediction means predicts that there is no shift mode in which selection is predicted when there is an increase in required drive force during the selection of the Low mode,
The shift mode switching element predicting means predicts that there is no clutch and / or brake that will be switched from the released state to the engaged state when switching to the shift mode when the driving force is increased,
The mode change control device for a hybrid transmission, wherein the gear change mode switching element preliminary operation means is configured to prohibit preliminary operation of all clutches and / or brakes. The clutch and / or brake includes a high clutch, a low brake, and a low & high brake. The high mode of the high-side fixed gear ratio can be selected by engaging the high clutch and the low & high brake, and high by engaging the high clutch. High-iVT mode with side continuously variable transmission ratio can be selected, 2nd mode with intermediate fixed gear ratio can be selected by engaging high clutch and low brake, and Low-iVT with low side continuously variable transmission ratio by engaging low brake The mode switching control device for a hybrid transmission according to any one of claims 1 to 11, wherein a mode can be selected and a low mode of a low-side fixed gear ratio can be selected by engaging a low brake and a low & high brake. In
The mode is selected based on a planned two-dimensional map related to required driving force and vehicle speed that optimizes the fuel efficiency of the engine,
The preliminary operation of the high clutch is prohibited in a low vehicle speed range lower than the first set vehicle speed in which the High mode, the High-iVT mode, and the 2nd mode obtained by engaging the high clutch cannot be set. A mode change control device for a hybrid transmission. In the hybrid transmission mode switching control device according to claim 12,
The mode switching control device for a hybrid transmission, wherein the first set vehicle speed is increased as the battery storage state of the motor / generator is higher. The clutch and / or brake includes a high clutch, a low brake, and a low & high brake. The high mode of the high-side fixed gear ratio can be selected by engaging the high clutch and the low & high brake, and high by engaging the high clutch. High-iVT mode with side continuously variable transmission ratio can be selected, 2nd mode with intermediate fixed gear ratio can be selected by engaging high clutch and low brake, and Low-iVT with low side continuously variable transmission ratio by engaging low brake The mode switching control device for a hybrid transmission according to any one of claims 1 to 13, wherein a mode can be selected and a low mode of a low-side fixed gear ratio can be selected by engaging a low brake and a low & high brake. In
The mode is selected based on a planned two-dimensional map related to required driving force and vehicle speed that optimizes the fuel efficiency of the engine,
The low brake, the low-iVT mode, and the 2nd mode obtained by engaging the low brake are configured to prohibit the preliminary operation of the low brake in a high vehicle speed range higher than a second set vehicle speed. A mode change control device for a hybrid transmission. In the hybrid transmission mode switching control device according to any one of claims 12 to 14,
While the shift mode for electric travel is selected in the low vehicle speed range lower than the first set vehicle speed, the engine clutch is preliminarily operated under a vehicle speed at which the engine cannot be set to the startable rotation speed even when the engine clutch is engaged. A mode change control device for a hybrid transmission, which is configured to be prohibited. The engine, output shaft, and motor / generator are mutually connected by a differential device,
A clutch that couples predetermined rotating elements that constitute the differential device to each other and / or a brake that fixes the predetermined rotating elements;
In a hybrid transmission in which a large number of shift modes can be selected by selectively engaging the clutch and / or brake,
A required driving force change speed calculating means for calculating a change speed of the required driving force;
The required driving force after the preliminary operation is calculated from the change speed of the required driving force calculated by the means and the preliminary operation time required for the clutch and / or the brake to be preliminarily operated immediately before the start of the engagement after the loss stroke. Required driving force calculation means after preliminary operation for calculating
When the required driving force after the preliminary operation calculated by the means reaches a driving force for selecting another shift mode other than the selected shift mode, when switching from the selected shift mode to the another shift mode. A shift mode switching element preliminary operating means for starting preliminary operation of the clutch and / or brake to be switched from the disengaged state to the engaged state to the state immediately before the start of engagement, and prohibiting the preliminary operation of other clutches and / or brakes; A mode change control device for a hybrid transmission. In the hybrid transmission mode switching control device according to claim 16,
A shift mode for issuing an instruction to interrupt the preliminary operation to the shift mode switching element preliminary operation means when the switch to another shift mode is not instructed even after a set time has elapsed from the start of preliminary operation of the clutch and / or brake. A mode switching control device for a hybrid transmission, characterized in that switching element preliminary operation interruption means is provided. The engine, output shaft, and motor / generator are mutually connected by a differential device,
A clutch that couples predetermined rotating elements that constitute the differential device to each other and / or a brake that fixes the predetermined rotating elements;
In a hybrid transmission in which a large number of shift modes can be selected by selectively engaging the clutch and / or brake,
Vehicle acceleration calculating means for calculating the change speed of the vehicle speed;
After the preliminary operation for calculating the vehicle speed after the preliminary operation from the vehicle acceleration calculated by the means and the preliminary operation time required for preliminary operation of the clutch and / or the brake immediately before the start of engagement after the loss stroke is completed. Vehicle speed calculation means;
When the vehicle speed after the preliminary operation calculated by the means reaches a vehicle speed at which another shift mode other than the selected shift mode should be selected, the vehicle is released from the released state when switching from the selected shift mode to the another shift mode. A shift mode switching element preliminary operation means for starting preliminary operation of the clutch and / or brake to be switched to the engaged state immediately before the start of the engagement and prohibiting the preliminary operation of other clutches and / or brakes. A mode change control device for a hybrid transmission. In the hybrid transmission mode switching control device according to claim 18,
The vehicle acceleration calculating means comprises a running resistance estimating means for estimating the running resistance of the vehicle, and is calculated from the running resistance estimated by the means and the required driving force. apparatus. In the hybrid transmission mode switching control device according to claim 18 or 19,
A shift mode for issuing an instruction to interrupt the preliminary operation to the shift mode switching element preliminary operation means when the switch to another shift mode is not instructed even after a set time has elapsed from the start of preliminary operation of the clutch and / or brake. A mode switching control device for a hybrid transmission, characterized in that switching element preliminary operation interruption means is provided. In the hybrid transmission mode switching control device according to any one of claims 1 to 20,
The clutch and / or brake is a hydraulically operated clutch and / or hydraulically operated brake;
A mode change of a hybrid transmission characterized in that the preliminary operation for the hydraulically operated clutch and / or hydraulically operated brake is performed by supplying a precharge pressure to the hydraulically operated clutch and / or hydraulically operated brake. Control device. In the hybrid transmission mode switching control device according to any one of claims 1 to 21,
In the shift mode for electric travel, the transmission torque of the clutch and / or brake for performing the preliminary operation is estimated from the rotation speed of the predetermined rotating element constituting the differential and the motor torque, and the hybrid travel is performed. In the shift mode, an observer for estimating the transmission torque of the clutch and / or the brake for performing the preliminary operation from the rotation speed of the predetermined rotating element, the motor torque, and the engine torque constituting the differential device,
A hybrid transmission characterized in that when the estimated transmission torque value at the observer after the preliminary operation is not zero, the preliminary operation amount is corrected to decrease so that the estimated transmission torque value becomes zero. Mode switching control device.

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