JP2008201382A - Gear change determination device of automatic transmission, gear change determination method, program that materializes its method, recording medium which records its program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce deterioration of responsiveness of gear change caused by delaying the gear change until rotating speed of an engine becomes a value in a permission range, when the rotating speed of the engine is out of the permission range. <P>SOLUTION: An ECU executes a program including; a step (S100) to calculate a change rate of the rotating speed of the engine NE; a step to predict the rotating speed of the engine NE after a period ΔTS required for execution of gear change by using the change rate of the rotating speed of an engine NE; a step (S130) to permit a gear change when the predicted value NEP of the rotating speed of the engine NE is in a permission range (YES at S120); and a step (S140) to prohibits gear change when the predicted value NEP of the rotating speed of the engine NE is out of the permission range (NO at S120). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a shift determination device for an automatic transmission, a shift determination method, a program for realizing the method, and a recording medium on which the program is recorded, and in particular, a technique for determining whether to allow or prohibit a shift of the automatic transmission. About.

  Conventionally, a hybrid vehicle having an engine and a rotating electric machine as drive sources is known. In such a hybrid vehicle, an engine and a rotating electric machine are selectively used according to the traveling state of the vehicle. For example, the vehicle travels mainly using an engine when traveling at a high speed, and travels mainly using a rotating electrical machine when traveling at a medium or low speed. One such hybrid vehicle includes a multi-stage automatic transmission in addition to a differential mechanism that functions as a continuously variable transmission using a rotating electrical machine.

  Japanese Patent Laying-Open No. 2005-337491 (Patent Document 1) includes a first element coupled to an engine, a second element coupled to a first electric motor (rotating electric machine), and a third element coupled to a second electric motor. Control of a vehicle drive device comprising a continuously variable transmission having a configured differential mechanism and functioning as an electric continuously variable transmission, and a transmission provided between the continuously variable transmission and the wheels An apparatus is disclosed. In the control device described in Patent Document 1, the gear of the continuously variable transmission unit is synchronized with the shift so that the gear ratio formed by the continuously variable transmission unit and the transmission unit is continuous when the transmission unit shifts. Including a continuously variable transmission control unit.

According to the control device described in this publication, the gear ratio formed by the continuously variable transmission unit and the transmission unit, that is, the gear ratio formed based on the transmission ratio of the continuously variable transmission unit and the transmission gear ratio. The overall gear ratio is continuously changed. As a result, the engine speed (the number of revolutions) is continuously changed before and after the speed change of the speed change unit to reduce the speed change shock.
JP 2005-337491 A

  By the way, due to the characteristics of the differential mechanism, when at least one of the three rotational elements changes, the rotational speed of the other rotational elements changes. When the multi-stage automatic transmission is connected to the differential mechanism, the rotational speed of the rotary element connected to the input shaft of the multi-stage automatic transmission changes stepwise as the multi-stage automatic transmission shifts. Further, in the nomograph, the rotation speed of a rotation element different from the rotation elements connected to the engine changes greatly with the engine rotation speed as a fulcrum. At this time, depending on the engine speed, the rotational speed of the rotating element may be excessively increased or decreased.

  Therefore, it is conceivable that the shift is permitted when the engine speed is within the permitted range determined in consideration of the durability of the rotating electrical machine and the rotating element, and prohibited when the engine speed is outside the permitted range. .

  However, in this case, when the engine speed is outside the permitted range, the shift is delayed until the engine speed reaches a value within the permitted range. As a result, the responsiveness of gear shifting deteriorates. However, Japanese Patent Application Laid-Open No. 2005-337491 has no description regarding such a problem.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a shift determination device, a shift determination method, and a shift determination method for an automatic transmission that can reduce the deterioration of the response of the shift. To provide a program for realizing the method and a recording medium on which the program is recorded.

  A shift determination device for an automatic transmission according to a first aspect of the present invention is a shift determination device for an automatic transmission that is coupled to an engine and a power mechanism having a rotating electrical machine that changes in rotation speed according to the rotation speed of the engine. The shift determination device includes a prediction unit for predicting the engine speed and a determination unit for determining whether to permit or prohibit the shift based on the predicted rotation speed. The shift determination method for an automatic transmission according to a sixth aspect has the same requirements as the shift determination apparatus for an automatic transmission according to the first aspect.

  According to the first or sixth invention, the automatic transmission is connected to a power mechanism having an engine and a rotating electrical machine whose rotation speed changes according to the rotation speed of the engine. Whether the automatic transmission is prohibited or permitted to be shifted is determined based on the predicted engine speed. As a result, even if the actual engine speed is not a value that allows the shift, the automatic transmission can be shifted as long as the predicted engine speed is a value that allows the shift. Therefore, the frequency with which the shift is delayed can be reduced. As a result, it is possible to provide a shift determination device or a shift determination method for an automatic transmission that can reduce the deterioration of the response of the shift.

  In the shift determination device for an automatic transmission according to the second invention, in addition to the configuration of the first invention, the determination means determines that the shift is permitted when the predicted number of revolutions is within a predetermined region. And means for determining that shifting is prohibited when the predicted rotational speed is outside a predetermined range. The shift determination method for an automatic transmission according to a seventh aspect has the same requirements as the shift determination apparatus for an automatic transmission according to the second aspect.

  According to the second or seventh invention, it is determined whether or not to allow the automatic transmission to shift depending on whether the predicted engine speed is within a predetermined region or outside the predetermined region. be able to.

  In the shift determination device for an automatic transmission according to the third invention, in addition to the configuration of the first or second invention, the predicting means uses a rate of change of the engine speed and a predetermined time has elapsed. Means for predicting the speed of the subsequent engine. The shift determination method for an automatic transmission according to an eighth aspect has the same requirements as the shift determination apparatus for an automatic transmission according to the third aspect.

  According to the third or eighth aspect of the invention, the engine speed after a predetermined time has elapsed is predicted using the rate of change of the engine speed. As a result, even if the actual engine speed is not a value that can permit a shift, if the engine speed after a predetermined time has passed is a value that can permit a shift, the automatic transmission Shifting can be performed.

  In the shift determination device for an automatic transmission according to the fourth aspect of the invention, in addition to the configuration of the third aspect of the invention, the predetermined time is a time determined as the time required for execution of the shift. A shift determination method for an automatic transmission according to a ninth aspect has the same requirements as the shift determination apparatus for an automatic transmission according to the fourth aspect.

  According to the fourth or ninth aspect of the invention, the engine speed after a predetermined time has elapsed is estimated using the rate of change of the engine speed. Thus, even if the engine speed before the shift is not a value that allows the shift, the automatic transmission can be shifted if the engine speed after the shift is a value that allows the shift. .

  In the shift determination device for an automatic transmission according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the power mechanism is connected to the first rotating element connected to the engine and the rotating electrical machine. And a differential mechanism having a third rotating element coupled to the input shaft of the transmission. A shift determination method for an automatic transmission according to a tenth invention has the same requirements as the shift determination device for an automatic transmission according to the fifth invention.

  According to the fifth or tenth invention, the power mechanism includes a first rotating element coupled to the engine, a second rotating element coupled to the rotating electrical machine, and a third rotation coupled to the input shaft of the transmission. Including a differential mechanism having elements. It is possible to reduce the deterioration of the responsiveness of the shift of the automatic transmission connected to such a power mechanism.

  A program according to an eleventh aspect of the invention is a program for causing a computer to realize the shift determination method according to any of the sixth to tenth aspects of the invention, and the recording medium according to the twelfth aspect of the invention is any of the sixth to tenth aspects. The computer-readable recording medium which recorded the program which makes a computer implement | achieve the shift determination method concerning this invention.

  According to the eleventh or twelfth invention, the shift determination method for an automatic transmission according to any of the sixth to tenth inventions can be realized using a computer (which may be general purpose or dedicated).

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, a hybrid vehicle equipped with a shift determination device according to an embodiment of the present invention will be described. This hybrid vehicle is an FR (Front engine Rear drive) vehicle. A vehicle other than FR may be used.

  The hybrid vehicle includes a hybrid system 100 as a drive source, an automatic transmission 400, a propeller shaft 500, a differential gear 600, a rear wheel 700, and an ECU (Electronic Control Unit) 800. The shift determination device according to the present embodiment is realized, for example, by executing a program recorded in ROM (Read Only Memory) 802 of ECU 800.

  ECU 800 may be divided into a plurality of ECUs. Further, a program executed by the ECU 800 may be recorded on a recording medium such as a CD (Compact Disc) or a DVD (Digital Versatile Disc) and distributed to the market.

  The hybrid vehicle power train includes a hybrid system 100 and an automatic transmission 400. The engine 200 of the hybrid system 100 is an internal combustion engine that burns a mixture of fuel and air injected from an injector 202 in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated.

  Automatic transmission 400 is coupled to the output shaft of hybrid system 100. The driving force output from the automatic transmission 400 is transmitted to the left and right rear wheels 700 via the propeller shaft 500 and the differential gear 600.

  The ECU 800 includes a position switch 806 for the shift lever 804, an accelerator opening sensor 810 for the accelerator pedal 808, a stroke sensor 814 for the brake pedal 812, a throttle opening sensor 818 for the electronic throttle valve 816, and an engine speed sensor 820. The input shaft speed sensor 822, the output shaft speed sensor 824, the oil temperature sensor 826, and the water temperature sensor 828 are connected via a harness or the like.

  The position (position) of shift lever 804 is detected by position switch 806, and a signal representing the detection result is transmitted to ECU 800. Corresponding to the position of the shift lever 804, a shift in the automatic transmission 400 is automatically performed.

  Accelerator opening sensor 810 detects the opening of accelerator pedal 808 and transmits a signal representing the detection result to ECU 800. The stroke sensor 814 detects the operation amount of the brake pedal 812 (the amount by which the driver steps on the brake pedal 812), and transmits a signal representing the detection result to the ECU 800.

  The throttle opening sensor 818 detects the opening of the electronic throttle valve 816 whose opening is adjusted by the actuator, and transmits a signal indicating the detection result to the ECU 800. The electronic throttle valve 816 adjusts the amount of air taken into the engine 200 (output of the engine 200).

  Instead of or in addition to the electronic throttle valve 816, the amount of air sucked into the engine 200 is changed by changing the lift amount of the intake valve (not shown) or the exhaust valve (not shown) and the opening / closing phase. You may make it adjust.

  Engine rotation speed sensor 820 detects the rotation speed (engine rotation speed NE) of the output shaft (crankshaft) of engine 200 and transmits a signal representing the detection result to ECU 800. Input shaft speed sensor 822 detects input shaft speed NI of automatic transmission 400 and transmits a signal representing the detection result to ECU 800. Output shaft rotational speed sensor 824 detects output shaft rotational speed NO of automatic transmission 400 and transmits a signal representing the detection result to ECU 800.

  The vehicle speed of the hybrid vehicle is calculated from the output shaft rotational speed NO of automatic transmission 400. In addition, about the method of calculating a vehicle speed, what is necessary is just to use a known general technique, Therefore The detailed description is not repeated here.

  Oil temperature sensor 826 detects the temperature (oil temperature) of oil (ATF: Automatic Transmission Fluid) used for the operation and lubrication of automatic transmission 400 and transmits a signal representing the detection result to ECU 800.

  Water temperature sensor 828 detects the temperature (water temperature) of cooling water for engine 200 and transmits a signal representing the detection result to ECU 800.

  The ECU 800 includes a position switch 806, an accelerator opening sensor 810, a stroke sensor 814, a throttle opening sensor 818, an engine speed sensor 820, an input shaft speed sensor 822, an output shaft speed sensor 824, an oil temperature sensor 826, and a water temperature sensor. Based on the signal sent from 828 or the like, the map stored in the ROM 802 and the program, the devices are controlled so that the vehicle is in a desired running state.

  The hybrid system 100 and the automatic transmission 400 will be further described with reference to FIG.

  Hybrid system 100 includes an engine 200, a power split mechanism 310, a first MG (Motor Generator) 311, and a second MG 312. Power split device 310 splits the output of engine 200 input to input shaft 302 into first MG 311 and output shaft 304. Power split device 310 includes planetary gear 320.

  Planetary gear 320 includes a sun gear 322, a pinion gear 324, a carrier 326 that supports the pinion gear 324 so as to rotate and revolve, and a ring gear 328 that meshes with the sun gear 322 via the pinion gear 324.

  In power split device 310, carrier 326 is connected to input shaft 302, that is, engine 200. Sun gear 322 is connected to first MG 311. Ring gear 328 is coupled to output shaft 304. Torque of ring gear 328 is transmitted to rear wheel 700.

  Power split device 310 functions as a differential device by relatively rotating sun gear 322, carrier 326, and ring gear 328. Due to the differential function of power split device 310, the output of engine 200 is distributed to first MG 311 and output shaft 304.

  The first MG 311 generates electric power using a part of the output of the distributed engine 200, or the second MG 312 is rotationally driven using electric power generated by the first MG 311 so that the power split mechanism 310 is a continuously variable transmission. Function as.

  First MG 311 and second MG 312 are three-phase AC rotating electric machines. First MG 311 is coupled to sun gear 322 of power split device 310. Second MG 312 is provided such that the rotor rotates integrally with output shaft 304.

  Engine 200, first MG 311 and second MG 312 are controlled so as to satisfy the target output torque of automatic transmission 400 calculated from the accelerator opening and the vehicle speed, for example, and to realize optimum fuel consumption in engine 200.

  As shown in FIG. 3, the rotational speed of first MG 311, the rotational speed of second MG 312, and engine rotational speed NE are in a relationship connected by a straight line in the nomographic chart. Therefore, as indicated by the alternate long and short dash line in FIG. 3, when the rotation speed of the second MG 312 changes, the rotation speed of the first MG 311 changes. Further, as indicated by a two-dot chain line in FIG. 3, the rotational speed of the first MG 311 changes according to the engine rotational speed NE.

  Returning to FIG. 2, the automatic transmission 400 includes an input shaft 404 as an input rotating member disposed on a common axis in a case 402 as a non-rotating member attached to the vehicle body, and an output as an output rotating member. Axis 406.

  Input shaft 404 is connected to output shaft 304 of power split device 310. Therefore, the input shaft rotational speed NI of automatic transmission 400 and the output shaft rotational speed of power split device 310, that is, rotational speed NR of ring gear 328 are the same.

  The automatic transmission 400 includes a single pinion type first planetary gear (P1) 410 and a second planetary gear (P2) 420, and five frictional engagements including a C1 clutch 431, a C2 clutch 432, a C3 clutch 433, a B1 brake 441, and a B2 brake 442. And a combination element.

  Further, automatic transmission 400 includes one-way clutch (F) 450. One-way clutch (F) 450 allows relative rotation of inner race 452 and outer race 454 in one direction and restricts the reverse direction. In the present embodiment, the engaged state of the one-way clutch (F) 450 means a state where relative rotation between the inner race 452 and the outer race 454 is restricted.

  First planetary gear (P1) 410 includes a sun gear (S1) 412, a carrier (CA1) 414, and a ring gear (R1) 416. The sun gear (S1) 412 is connected to the input shaft 404 by the engagement of the C3 clutch 433. The sun gear (S1) 412 is fixed to the case 402 by the engagement of the B1 brake 441.

  The carrier (CA1) 414 is connected to the input shaft 404 by engagement of the C2 clutch 432. The carrier (CA1) 414 is fixed to the case 402 by the engagement of the B2 brake 442 or the one-way clutch (F) 450. Ring gear (R 1) 416 is coupled to output shaft 406.

  Second planetary gear (P2) 420 includes a sun gear (S2) 422, a carrier (CA2) 424, and a ring gear (R2) 426. The sun gear (S2) 422 is connected to the input shaft 404 by engagement of the C1 clutch 431.

  The carrier (CA2) 424 is coupled to the output shaft 406. Ring gear (R2) 426 is coupled to carrier (CA1) 414 of first planetary gear (P1) 410. Therefore, the ring gear (R2) 426 is fixed to the case 402 by the engagement of the B2 brake 442 or the one-way clutch (F) 450.

  A desired gear stage is formed in the automatic transmission 400 by engaging the friction engagement elements of the automatic transmission 400 in a predetermined combination.

  In the present embodiment, when the vehicle is driven (running with the driving force of the drive source), the first gear is formed by engagement of C1 clutch 431 and one-way clutch (F) 450. When the vehicle is driven, a first gear is formed by engagement of the C1 clutch 431 and the B2 brake 442.

  The engagement of the C1 clutch 431 and the B1 brake 441 forms a second gear. The engagement of the C1 clutch 431 and the C2 clutch 432 forms a third gear. Shifting in automatic transmission 400 is performed based on, for example, a shift diagram.

  In a state where the gear stage is formed in automatic transmission 400, torque (output torque of hybrid system 100) input from ring gear 328 of power split mechanism 310 to automatic transmission 400 is transmitted to rear wheel 700 that is a drive wheel.

  In the neutral state of automatic transmission 400, all the frictional engagement elements are released. In the neutral state, transmission of torque from the ring gear 328 of the power split mechanism 310 to the rear wheel 700 is interrupted.

  The C1 clutch 431, the C2 clutch 432, the C3 clutch 433, the B1 brake 441 and the B2 brake 442 are operated by hydraulic pressure. In the present embodiment, as shown in FIG. 4, the hybrid vehicle is provided with a hydraulic control device 900 that supplies / discharges hydraulic pressure to / from each friction engagement element and controls engagement / release.

  The hydraulic control apparatus 900 adjusts the hydraulic pressure generated by the mechanical oil pump 910, the electric oil pump 920, and the oil pumps 910 and 920 to the line pressure, and the hydraulic pressure adjusted using the line pressure as the original pressure. And a hydraulic circuit 930 that supplies oil for lubrication to an appropriate location.

  Mechanical oil pump 910 is a pump that is driven by engine 200 to generate hydraulic pressure. The mechanical oil pump 910 is disposed coaxially with the carrier 326 and is operated by receiving torque from the engine 200. That is, when the carrier 326 rotates, the mechanical oil pump 910 is driven, and hydraulic pressure is generated.

  On the other hand, the electric oil pump 920 is a pump driven by a motor (not shown). The electric oil pump 920 is attached to an appropriate location such as the outside of the case 402. Electric oil pump 920 is controlled by ECU 800 to generate a desired oil pressure. For example, the rotational speed of the electric oil pump 920 is feedback-controlled.

  The rotational speed of electric oil pump 920 is detected by rotational speed sensor 830, and a signal representing the detection result is transmitted to ECU 800. Further, the discharge pressure from the electric oil pump 920 is detected by the hydraulic sensor 832, and a signal indicating the detection result is transmitted to the ECU 800. The electric oil pump 920 is operated by electric power supplied from the battery 942 via the DC / DC converter 940.

  The hydraulic circuit 930 includes a plurality of solenoid valves, switching valves, or pressure regulating valves (each not shown), and is configured to be able to electrically control pressure regulation and hydraulic supply / discharge. The control is performed by the ECU 800.

  In addition, check valves 912 and 922 that open at the discharge pressure of the oil pumps 910 and 920 and close in the opposite direction are provided on the discharge side of the oil pumps 910 and 920, and the hydraulic circuit 930 includes On the other hand, these oil pumps 910 and 920 are connected in parallel to each other. In addition, a valve (not shown) that regulates the line pressure increases the discharge amount to increase the line pressure, and conversely controls the line pressure to reduce the discharge amount to lower the line pressure. Is configured to do.

  With reference to FIG. 5, the function of ECU 800 serving as the shift determination device according to the present embodiment will be described. The functions of ECU 800 described below may be realized by hardware or may be realized by software.

ECU 800 includes an engine speed prediction unit 840 and a shift determination unit 842.
The engine speed prediction unit 840 determines the engine speed after the time ΔTS required for execution (from start to completion) of the shift of the automatic transmission 400 based on the rate of change of the engine speed NE detected using the engine speed sensor 820. NE is predicted.

  The time ΔTS is determined in advance based on experiments or simulations for each type of shift (combination of the gear stage before the shift and the gear stage after the shift), and is stored in the ROM 802. The expected value NEP of the engine speed NE is calculated, for example, by multiplying the rate of change of the engine speed NE by the time ΔTS. The method for predicting the engine speed NE is not limited to this.

  The shift determination unit 842 determines that the shift is permitted when the predicted engine speed NE, that is, the predicted value NEP of the engine speed NE is within the permission range, and prohibits the shift when it is outside the permission range. to decide.

  The permitted area includes an upper limit value of the engine speed NE, an upper limit value NSH of the rotation speed of the first MG 311, a lower limit value NSL of the rotation speed of the first MG 311, a difference between the rotation speed NR of the ring gear 328 and the rotation speed of the carrier 326, that is, the pinion gear The upper limit value PINH of the rotational speed PIN 324, the lower limit value PINL of the rotational speed PIN of the pinion gear 324, and the like are determined. Each upper limit value and each lower limit value are determined in consideration of the durability of engine 200, first MG 311 and pinion gear 324, and the like. Note that the method is not limited to the method of determining the permission area.

  The permission area is determined for each gear stage. In FIG. 6, the hatched area indicates the permission area for the first gear. The permitted range for the first gear is the upper limit value of the engine speed NE, the upper limit value NSH (1) of the first MG 311 at the first gear, and the lower limit value NSL (1) of the first MG 311 at the first gear. 1) It is defined by the upper limit value PINH (1) of the rotational speed PIN of the pinion gear 324 in the first gear.

  Similarly, for example, the permitted range for the third speed gear stage is the upper limit value of the engine speed NE, the upper limit value NSH (3) of the first MG 311 speed at the third speed gear stage, and the first MG 311 rotation speed at the third speed gear stage. The lower limit value NSL (3) is defined by the upper limit value PINH (3) of the rotational speed PIN of the pinion gear 324 in the third gear.

  Whether to allow or prohibit the shift is determined for each gear stage. For example, when the predicted value NEP of the engine speed NE is within the permitted range for the first gear, shifting to the first gear is permitted, and when the predicted value NEP is outside the permitted region, shifting to the first gear is prohibited. Is done. When the predicted value NEP of the engine speed NE is within the permitted range for the second gear, the shift to the second gear is permitted, and when the predicted value NEP is outside the permitted region, the shift to the second gear is prohibited. . The same applies to the other gear stages. When it is determined that the shift is prohibited, the shift is not performed even if the shift is determined based on the shift diagram.

  With reference to FIG. 7, a control structure of a program executed by ECU 800 serving as the shift determination device according to the present embodiment will be described. The program described below is repeatedly executed at a predetermined cycle.

  In step (hereinafter, step is abbreviated as S) 100, ECU 800 calculates the rate of change of engine speed NE based on engine speed NE detected using engine speed sensor 820. In S110, ECU 800 uses the rate of change of engine speed NE to predict engine speed NE after time ΔTS required for gear shifting. That is, the expected value NEP of the engine speed NE after the time ΔTS is calculated.

  In S120, ECU 800 determines whether or not predicted value NEP of engine speed NE is within the permitted region. Whether or not the predicted value NEP of the engine speed NE is within the permitted range is determined for each permitted range determined corresponding to the gear stage. If predicted value NEP of engine speed NE is within the permitted range (YES in S120), the process proceeds to S130. If not (NO in S120), the process proceeds to S140. In S130, ECU 800 permits a shift. In S140, ECU 800 prohibits shifting.

  The operation of ECU 800 serving as the shift determination device according to the present embodiment based on the above-described structure and flowchart will be described. In the following description, as an example, it is assumed that the speed is changed from the third gear to the first gear.

  When downshifting is performed in automatic transmission 400, as shown in FIG. 8, the number of rotations of second MG 312 (ring gear 328) coupled to input shaft 404 of automatic transmission 400 increases in a stepwise manner, so that first MG 311 The number of rotations decreases stepwise.

  At this time, if the engine rotational speed NE is low, the rotational speed of the first MG 311 (sun gear 322) may become excessively low, or the rotational speed PIN of the pinion gear 324 may excessively increase.

  Therefore, it is desirable to allow the gear shift when the engine speed NE is within the aforementioned permission region, and prohibit the gear shift when it is outside the permission region. Assume that it is determined using the actual engine speed NE whether to allow or prohibit shifting. As shown in FIG. 9, when the engine speed NE is outside the permitted range for the first gear, the shift from the third gear to the second gear is performed as shown in FIG. After the number NE increases, a shift from the second gear to the first gear is performed. That is, the shift to the first gear is delayed.

  However, for example, when the accelerator opening is rapidly increased, the engine speed NE increases rapidly. Therefore, as shown in FIG. 11, when the shift is started at time T (1), even if the engine speed NE is outside the permitted range, the engine rotation is completed when the shift is completed at time T (2). The number may change up to a value in the allowed area. In such a case, even if the speed is changed directly from the third gear to the first gear, the rotation speed of the first MG 311 does not become excessively low and the rotation speed PIN of the pinion gear 324 does not become excessively high.

  Therefore, in the present embodiment, it is determined whether to allow or prohibit the shift using the predicted value NEP of the engine speed NE after the time ΔTS required for execution of the shift instead of the actual engine speed NE. The

  While the vehicle is traveling, the rate of change of the engine speed NE is calculated based on the engine speed NE detected using the engine speed sensor 820 (S100). Using the rate of change of the engine speed NE, the engine speed NE after the time ΔTS required to execute the shift is predicted (S110).

  If predicted value NEP of engine speed NE is within the permitted range for first gear (YES at S120), shifting to first gear is permitted (S130). Thereby, even if the actual engine speed NE before the shift is outside the permitted range, the shift to the first gear can be performed. Therefore, the frequency with which the shift is delayed can be reduced. As a result, it is possible to reduce the deterioration of the responsiveness of the shift.

  On the other hand, if predicted value NEP of engine speed NE is outside the permitted range for the first gear (NO in S120), shifting to the first gear is prohibited (S140). Thereby, it is possible to prevent the rotational speed of the first MG 311 from excessively decreasing and the rotational speed PIN of the pinion gear 324 from excessively increasing.

  As described above, according to the ECU that is the shift determination device according to the present embodiment, it is determined whether to permit or prohibit the shift based on the predicted value of the engine speed NE. As a result, even if the actual engine speed NE is outside the permitted range, gear shifting can be performed. Therefore, the frequency with which the shift is delayed can be reduced. As a result, it is possible to reduce the deterioration of the responsiveness of the shift.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a schematic configuration diagram illustrating a hybrid vehicle equipped with an ECU that is a shift determination device according to an embodiment of the present invention. It is a figure which shows a hybrid system and an automatic transmission. It is a figure (the 1) which shows the alignment chart of a power split device. It is a figure which shows a hydraulic control apparatus. It is a functional block diagram of ECU. FIG. 6 is a diagram (No. 1) illustrating a shift permission region. It is a flowchart which shows the control structure of the program which ECU which is a shift judgment apparatus which concerns on embodiment of this invention performs. FIG. 8 is a second diagram showing a nomographic chart of the power split mechanism. FIG. 10 is a diagram (No. 2) illustrating a shift permission region. It is a timing chart (the 1) which shows transition, such as engine speed NE. It is a timing chart (the 2) which shows changes, such as engine speed NE.

Explanation of symbols

  100 hybrid system, 200 engine, 310 power split mechanism, 311 1st MG, 312 2nd MG, 320 planetary gear, 322 sun gear, 324 pinion gear, 326 carrier, 328 ring gear, 400 automatic transmission, 404 input shaft, 406 output shaft, 431 C1 clutch 432 C2 clutch, 433 C3 clutch, 441 B1 brake, 442 B2 brake, 450 one-way clutch (F), 800 ECU, 802 ROM, 820 engine rotation speed sensor, 840 engine rotation speed prediction section, 842 shift determination section.

Claims (12)

A shift determination device for an automatic transmission coupled to a power mechanism having an engine and a rotating electrical machine whose rotation speed changes according to the rotation speed of the engine,
Predicting means for predicting the engine speed;
A shift judging device for an automatic transmission, comprising: judging means for judging whether or not to allow a gear shift based on the predicted rotation speed.   The determination means determines that the shift is permitted when the predicted rotational speed is within a predetermined area, and prohibits the shift when the predicted rotational speed is outside the predetermined area. The shift determination device for an automatic transmission according to claim 1, comprising means for determining.   The automatic means according to claim 1 or 2, wherein the predicting means includes means for predicting the engine speed after a predetermined time has elapsed using a rate of change of the engine speed. A shift determination device for a transmission.   The shift determination device for an automatic transmission according to claim 3, wherein the predetermined time is a time determined as a time required for execution of a shift.   The power mechanism includes a differential mechanism having a first rotating element coupled to the engine, a second rotating element coupled to the rotating electrical machine, and a third rotating element coupled to the input shaft of the transmission. A shift determination device for an automatic transmission according to any one of claims 1 to 4. A shift determination method for an automatic transmission coupled to an engine and a power mechanism having a rotating electrical machine whose rotation speed changes according to the rotation speed of the engine,
Predicting the engine speed;
Determining whether to permit or prohibit shifting based on the predicted number of revolutions.   The step of determining whether to permit or prohibit the shift determines that the shift is permitted when the predicted rotational speed is within a predetermined area, and the predicted rotational speed is determined in the predetermined area. The shift determination method for an automatic transmission according to claim 6, further comprising a step of determining that shifting is prohibited when the vehicle is outside.   The step of predicting the rotational speed of the engine includes the step of predicting the rotational speed of the engine after a predetermined time has elapsed using a rate of change of the rotational speed of the engine. A shift judgment method for an automatic transmission according to claim 1.   The shift determination method for an automatic transmission according to claim 8, wherein the predetermined time is a time determined as a time required for execution of a shift.   The power mechanism includes a differential mechanism having a first rotating element coupled to the engine, a second rotating element coupled to the rotating electrical machine, and a third rotating element coupled to the input shaft of the transmission. A shift determination method for an automatic transmission according to any one of claims 6 to 9.   The program which makes a computer implement | achieve the shift determination method in any one of Claims 6-10.   A computer-readable recording medium recording a program for causing a computer to realize the shift determination method according to claim 6.

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