JP2012086763A - Control device of power transmission device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress shock associated with rattling at coast down shift time with rotation synchronization control, which is executed when switching from a driven state to a driving state during coast driving, in a controller for a power transmission device of a vehicle, which includes an electric motor connected to an input shaft of an automatic transmission so that power may be transmitted.SOLUTION: A transmission input torque change rate is suppressed on the basis of a vehicle state, as a transmission input torque Tbecomes closer to zero, when the transmission input torque Tis controlled toward zero in the case where the vehicle 10 is in the driven state, and thereby, vibration associated with rattling is suppressed. Moreover, vibration after the rattling, the vibration which is originated in the rattling, is suppressed. Consequently, at coast down shift time with rotation synchronization control, which is operated when switching from the driven state to the driving state during coast driving, shock associated with rattling (that is, rattling shock or vibration shock after the rattling), and gear hit noise are suppressed.

Description

  The present invention relates to a control device for a vehicle power transmission device that synchronizes a transmission input rotational speed with a synchronous rotational speed after a shift by an electric motor while releasing a power transmission path in the automatic transmission during a coast downshift of the automatic transmission. It is about.

  An automatic transmission in which a shift is executed by engagement and release of a hydraulic friction engagement device (hereinafter referred to as an engagement device) to selectively establish a plurality of shift stages, and power is supplied to an input shaft of the automatic transmission After the gear shifts the transmission input rotational speed by the transmission input torque applied from the motor while releasing the power transmission path in the automatic transmission during a coast downshift of the automatic transmission. 2. Description of the Related Art A control device for a vehicle power transmission device that performs rotation synchronization control that synchronizes with the synchronous rotation speed of the vehicle is well known. For example, the control apparatus of the hybrid drive apparatus described in Patent Document 1 is this.

  In Patent Document 1, when the automatic transmission is powered off, the automatic transmission is set in a power transmission cut-off state, that is, the disengagement engagement device and the engagement engagement device in the automatic transmission are both disengaged. In the clutch free state, the motor connected to the input shaft of the automatic transmission is controlled so that the rotational speed becomes the synchronous rotational speed after the shift, and the motor is synchronized with the synchronous rotational speed. Rotation synchronous control has been proposed in which the engagement hydraulic pressure of the automatic transmission is increased after the pressure reaches the value to complete the power-off shift. In such rotation synchronous control, for example, when the transmission input rotation speed surely changes toward the synchronous rotation speed in a state where the disengagement side engagement device is released, and the transmission input rotation speed reaches the synchronous rotation speed. Since the engagement side engagement device is completely engaged, even if the transmission input torque changes during the clutch free state by the synchronous control by the electric motor, it is not affected on the output side, and the shift shock is suppressed. Further, complicated control is not required because torque is not transferred as in clutch-to-clutch shift, and shift shock is easily suppressed.

JP 2004-203219 A JP 2010-132149 A JP 2009-255873 A JP 2008-302802 A JP 2008-207639 A

  By the way, if the transmission input torque immediately before the clutch free state is a certain large torque, the transmission input torque is not transmitted to the output side of the automatic transmission when the clutch free state is established. May suddenly change and shock the driver. Therefore, in order to suppress the transmission output torque fluctuation associated with the clutch free state, it is desirable to execute the rotation synchronization control when the transmission input torque is as zero as possible. For example, during a coast downshift accompanied by regeneration by an electric motor, the rotation synchronization is performed from the time when the control command value of the regenerative torque (here, agreed with the transmission input torque) that is reduced toward zero along with deceleration becomes zero. It is conceivable to start control (shifting to make the clutch free state). However, when the control command value of the transmission input torque is reduced toward zero, even if the control command value becomes zero [Nm], the actual transmission input torque (actual transmission input torque) is not equal to the motor torque error or There is a possibility of overshooting from negative to positive due to inertia. Then, for example, the gap (backlash) of the meshing portion between the gears in the drive system on the output side of the automatic transmission (for example, the output shaft and the differential gear) is clogged from the clogged state on the driven side There is a possibility that a sudden change in vehicle deceleration (rattling shock) or rattling noise may occur due to rattling (rattle). At this time, when the rotation synchronization control is started from the time when the control command value of the transmission input torque becomes zero, the inertia of the front stage is caused by the clutch-free state in the drive system on the output side of the automatic transmission. , And vibration after rattling using rattling as a vibration source is difficult to suppress, and vibrational shock may remain. Further, since the clutch is free, the electric motor is disconnected from the drive system on the output side of the automatic transmission, and the vibration suppression control for suppressing the vibration after the rattling cannot be performed using the electric motor. Note that the above-described problems are not known, and when driving from a driven state in which the transmission input torque is a negative torque to a driving state in which the transmission input torque is a positive torque during coasting (for example, toward zero). When the coasting downshift with rotation synchronous control is started (when the control command value of the transmission input torque to be reduced becomes zero), a shock due to rattling (for example, rattling shock or vibration shock) It has not yet been proposed to improve drivability by suppressing rattling noise.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle power transmission device including an electric motor connected to an input shaft of an automatic transmission so that power can be transmitted. It is an object of the present invention to provide a control device capable of suppressing a shock caused by rattling when a coast downshift accompanied by rotation synchronous control executed when switching from a driven state to a driven state.

  In order to achieve the above object, the gist of the present invention is that: (a) Automatic shift in which a plurality of shift stages are selectively established by shifting and engaging the hydraulic friction engagement device. And an electric motor connected to the input shaft of the automatic transmission so as to be able to transmit power, and applied from the electric motor while releasing the power transmission path in the automatic transmission when the automatic transmission is coast downshifted. A vehicle power transmission control device that executes rotational synchronization control for changing the transmission input rotational speed from the synchronous rotational speed before the shift toward the synchronous rotational speed after the shift by the transmission input torque. ) When coasting, the coast downshift is started when the drive input state where the transmission input torque is negative torque is switched to the drive state where the transmission input torque is positive torque. (C) when controlling the transmission input torque toward zero when in the driven state, the transmission based on the vehicle state as the transmission input torque approaches zero It is to suppress the torque change rate of the input torque.

  In this case, when the transmission input torque is controlled toward zero in the driven state, the transmission input torque is controlled based on the vehicle state as the transmission input torque approaches zero. Since the torque change rate of the torque is suppressed, vibration due to rattling in the drive system on the output side of the automatic transmission that may occur when switching from the driven state to the driving state during coasting Is suppressed. Further, vibration after rattling using the rattling as a vibration source is also suppressed. Therefore, a shock due to rattling (that is, rattling shock or vibration shock after rattling) during coast downshift with rotation synchronization control executed when switching from the driven state to the driving state during coasting And rattling noises are suppressed.

  Here, preferably, the vehicle state includes a temperature of hydraulic oil for operating the hydraulic friction engagement device, a vehicle deceleration, or an engine in addition to the electric motor as a driving force source for traveling. Is the operating state of the engine, and the higher the temperature of the hydraulic oil, the greater the vehicle deceleration, or the lower the torque change rate when the operating state of the engine changes from a non-operating state to a driving state. It is in. In this way, the torque change rate when controlling the transmission input torque toward zero in the driven state is appropriately suppressed, and the shock and rattling noise associated with the rattling are appropriate. To be suppressed.

  Preferably, the vehicle state includes an engine in addition to the electric motor as a temperature of hydraulic oil for operating the hydraulic friction engagement device, a vehicle deceleration, or a driving force source for traveling. When the engine is in an operating state and the temperature of the hydraulic oil is higher, the vehicle deceleration is larger, or the operating state of the engine is changed from a non-operating state to a driving state, a start timing for suppressing the torque change rate Is to make it faster. If it does in this way, the shock and rattling sound accompanying the said rattling will be suppressed appropriately.

  Preferably, when responsiveness at the time of re-acceleration is emphasized, the torque change rate is increased from the vicinity of zero of the transmission input torque at the start of suppressing the torque change rate and the speed change is performed. By suppressing the torque change rate near zero of the machine input torque, the timing at which the transmission input torque reaches zero is made as much as possible compared to when no change is made to suppress the torque change rate. There is no delay. In this way, for example, by suppressing the rate of change in torque, the timing at which the transmission input torque reaches zero is delayed, and the response until the driving force is output after the accelerator is depressed is delayed. Responsiveness at the time of re-acceleration is appropriately improved.

  Another aspect of the invention for achieving the above object is that (a) a shift is executed by engagement and release of a hydraulic friction engagement device to selectively establish a plurality of shift stages. And an electric motor connected to the input shaft of the automatic transmission so as to be able to transmit power, and the motor is opened while releasing the power transmission path in the automatic transmission when coasting downshifting the automatic transmission. A control device for a vehicle power transmission device that executes rotational synchronization control for changing a transmission input rotational speed from a synchronous rotational speed before shifting to a synchronous rotational speed after shifting by a transmission input torque applied from (B) during coasting, the coast downshift occurs when the driven input state where the transmission input torque is a negative torque is switched to the driving state where the transmission input torque is a positive torque. (C) during the coast downshift, the temperature of the hydraulic oil for operating the hydraulic friction engagement device, the vehicle deceleration, or the engine in addition to the motor as a driving force source for traveling If it is included, based on the vehicle state indicated by the operating state of the engine, the higher the temperature of the hydraulic oil, the higher the vehicle deceleration, or the operating state of the engine changes from the non-operating state to the operating state. The purpose is to delay the switching of the power transmission path in the automatic transmission to the released state.

  In this case, when the coast downshift includes the engine in addition to the electric motor as the operating oil temperature, vehicle deceleration, or driving power source for driving the hydraulic friction engagement device. When the temperature of the hydraulic oil is higher, the vehicle deceleration is higher, or the engine operating state is changed from the non-operating state to the operating state based on the vehicle state indicated by the engine operating state, Since the switching of the power transmission path in the transmission to the released state is delayed, rattling (rattle) in the drive system on the output side of the automatic transmission occurs when the driven state is switched to the driving state during coasting. Even if it occurs, vibration after rattling using the rattling as a vibration source is suppressed. Therefore, during coast downshift with rotation synchronous control that is executed when switching from the driven state to the driving state during coasting, there is a shock (ie, vibration shock after rattling) and rattling noise during coast downshifting. It is suppressed.

  Preferably, based on the vehicle state, a shift output for starting the coast downshift is delayed or a determination vehicle speed for determining the start of the coast downshift is changed to a low vehicle speed side. Thus, the switching of the power transmission path in the automatic transmission to the released state is delayed. By so doing, switching of the power transmission path in the automatic transmission to the released state is appropriately delayed during the coast downshift.

  Preferably, based on the vehicle state, the release hydraulic pressure of the disengagement hydraulic friction engagement device involved in the coast downshift is temporarily reduced at a predetermined oil pressure for a predetermined time before being quickly reduced toward zero. By holding, the switching of the power transmission path in the automatic transmission to the released state is delayed. By so doing, switching of the power transmission path in the automatic transmission to the released state is appropriately delayed during the coast downshift.

  Preferably, at the time of the coast downshift, further, vibration suppression control is performed to suppress vibration generated on the output side of the automatic transmission by the electric motor when the driven state is switched to the driving state. There is to do. In this way, when the coast downshift is performed, the switching of the power transmission path in the automatic transmission to the released state is delayed, so that the vibration suppression control can be appropriately executed, and the vibration after rattling Is more appropriately suppressed.

It is a figure explaining the schematic structure of the power transmission path | route which comprises the vehicle to which this invention is applied, and is a figure explaining the principal part of the control system provided in the vehicle. It is a skeleton diagram explaining a power transmission device for vehicles. It is an action | operation chart explaining the relationship between the speed change operation | movement of an automatic transmission, and the combination of the action | operation of the engagement apparatus used for it. It is a functional block diagram explaining the principal part of the control function by an electronic control apparatus. It is a time chart explaining an example at the time of performing control action which controls transmission input torque change rate. It is a figure which shows an example of the map for setting the start determination threshold value of a transmission input torque change rate or a transmission input torque change rate change based on a vehicle state. It is a figure which shows an example of the change pattern of a transmission input torque change rate. It is a time chart explaining an example at the time of performing control operation which holds release hydraulic pressure temporarily. It is a time chart explaining an example at the time of performing the control action which delays a shift output or changes a coast downshift point vehicle speed to the low vehicle speed side. It is a figure which shows an example of the map for setting drain oil pressure retention time and shift output delay time (or shift point reduction part) based on a vehicle state. The main part of the control operation of the electronic control unit, that is, the control operation for suppressing the shock caused by rattling at the coast downshift with the rotation synchronous control executed when the driven state is switched to the driving state during coasting. It is a flowchart to explain. It is the schematic explaining another Example to which this invention is applied. It is the schematic explaining another Example to which this invention is applied. 14 is an operation chart for explaining a relationship between a shift operation of the automatic transmission of FIG. 13 and a combination of operations of engagement devices used therefor.

  In the present invention, preferably, the automatic transmission is a stepped automatic transmission in which a plurality of gear ratios are mechanically set in stages. For example, in the stepped automatic transmission, a plurality of gear stages (shift stages) are alternatively achieved by selectively connecting the rotating elements of a plurality of sets of planetary gear units by an engagement device. It is composed of various planetary gear type multi-stage transmissions having four forward speeds, five forward speeds, six forward speeds, and more. As an engagement device in this planetary gear type multi-stage transmission, an engagement device such as a multi-plate type, single-plate type clutch or brake engaged with a hydraulic actuator, or a belt type brake is widely used. The oil pump that supplies the hydraulic oil for operating the engagement device may be driven by a driving power source for driving (for example, an engine or an electric motor) to discharge the hydraulic oil. Alternatively, it may be driven by a dedicated electric motor arranged separately.

  Preferably, the hydraulic control circuit including the engaging device preferably supplies, for example, the output hydraulic pressure of the linear solenoid valve directly to the hydraulic actuator (hydraulic cylinder) of the engaging device. However, it is also possible to control the shift control valve by using the output hydraulic pressure of the linear solenoid valve as the pilot hydraulic pressure, and to supply the hydraulic oil from the control valve to the hydraulic actuator.

  Preferably, one linear solenoid valve is provided, for example, corresponding to each of the plurality of engagement devices, but a plurality of engagements that are not simultaneously engaged, engaged, or controlled to be released. When a combination device is present, various modes are possible, such as providing a common linear solenoid valve for them. In addition, it is not always necessary to perform hydraulic control of all the engagement devices with the linear solenoid valve. Some or all of the hydraulic control is performed with pressure regulating means other than the linear solenoid valve, such as duty control of the ON-OFF solenoid valve. Also good. In this specification, “supplying hydraulic pressure” means “applying hydraulic pressure” or “supplying hydraulic oil controlled to the hydraulic pressure”.

  Preferably, the differential mechanism includes a first rotating element coupled to the engine, a second rotating element coupled to the differential electric motor, and a third rotating element coupled to the traveling electric motor. Is a device having three rotating elements. The differential mechanism is a single-pinion type planetary gear device, the first rotating element is a carrier of the planetary gear device, the second rotating element is a sun gear of the planetary gear device, The rotating element is the ring gear of the planetary gear set. The engine is an internal combustion engine such as a gasoline engine or a diesel engine.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine 14 to a drive wheel 36 constituting a vehicle 10 to which the present invention is applied, and also includes output control of the engine 14 and shift control of the automatic transmission 18. FIG. 3 is a diagram for explaining a main part of a control system provided in the vehicle 10 for drive control of the electric motor MG and the like. FIG. 2 is a skeleton diagram illustrating the vehicle power transmission device 12 (hereinafter referred to as the power transmission device 12). The torque converter 16, the automatic transmission 18, and the like are configured substantially symmetrically with respect to the center line (first axis RC1), and the lower half of the center line is omitted in FIG. Further, the first axis RC1 in FIG. 2 is the rotation axis of the engine 14 and the torque converter 16, and the second axis RC2 is the rotation axis of the electric motor MG.

  1 and 2, the power transmission device 12 has a transaxle case (T / A case) 20 (hereinafter referred to as a case 20) as a non-rotating member attached to the vehicle body by bolting or the like. The engine intermittent clutch K0, the torque converter 16, the oil pump 22, and the automatic transmission 18 are provided on the first axis RC1 in order, that is, in series from the engine 14 side. An electric motor MG that is driven to rotate about a second axis RC2 parallel to RC1 is provided. Further, the power transmission device 12 is connected to the counter driven gear 26 via the counter driven gear 26, the final gear pair 28, and the final gear pair 28 that mesh with the output gear 24 that is an output rotation member of the automatic transmission 18 in the case 20. A differential gear device (differential gear) 30 is provided. The power transmission device 12 configured in this manner is suitably used for, for example, an FF (front engine / front drive) type vehicle 10. In the power transmission device 12, when the engine intermittent clutch K0 is engaged, the power of the engine 14 is transmitted from the engine connecting shaft 32 that connects the engine 14 and the engine intermittent clutch K0 to the engine intermittent clutch K0, torque. The converter 16, the automatic transmission 18, the counter driven gear 26, the final gear pair 28, the differential gear device 30, the pair of axles 34, and the like are sequentially transmitted to the pair of drive wheels 36.

  The engine interrupting clutch K0 is a wet multi-plate hydraulic friction engagement device in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, and transmits power using the hydraulic pressure generated by the oil pump 22 as a source pressure. Engagement release control is performed by a hydraulic control circuit 60 provided in the device 12. In the disengagement control, the torque capacity capable of transmitting the power of the engine intermittent clutch K0, that is, the engaging force of the engine intermittent clutch K0 is continuously adjusted by, for example, adjusting the pressure of the linear solenoid valve or the like in the hydraulic control circuit 60. Can be changed. The engine interrupting clutch K0 includes a pair of clutch rotating members (clutch hub and clutch drum) that can rotate relative to each other around the first axis RC1 in the released state, and one of the clutch rotating members (clutch hub) ) Is connected to the engine connecting shaft 32 in a relatively non-rotatable manner, while the other clutch rotating member (clutch drum) is connected to the pump impeller 16a of the torque converter 16 in a relatively non-rotatable manner. With such a configuration, the engine intermittent clutch K0 rotates the pump impeller 16a integrally with the engine 14 via the engine connecting shaft 32 in the engaged state. That is, in the engaged state of the engine intermittent clutch K0, the driving force from the engine 14 is input to the pump impeller 16a. On the other hand, in the released state of the engine intermittent clutch K0, power transmission between the pump impeller 16a and the engine 14 is interrupted.

  The torque converter 16 is a fluid transmission device that is disposed so as to rotate about the first axis RC1 and that transmits the driving force input to the pump impeller 16a to the automatic transmission 18 side via fluid. The pump impeller 16a is connected to the engine 14 through the engine intermittent clutch K0 and the engine connecting shaft 32 in order, and can receive the driving force from the engine 14 and can rotate about the first axis RC1. This is the input side rotation element. A turbine impeller 16b of the torque converter 16 is an output-side rotating element of the torque converter 16, and is connected to a transmission input shaft 38, which is an input shaft of the automatic transmission 18, so as not to be relatively rotatable by spline fitting or the like. The torque converter 16 includes a lockup clutch 40. The lock-up clutch 40 is a direct coupling clutch provided between the pump impeller 16a and the turbine impeller 16b, and is brought into an engaged state, a slip state, or a released state by hydraulic control or the like.

The electric motor MG is a so-called motor generator having a function as a motor that generates mechanical driving force from electric energy and a function as a generator that generates electric energy from mechanical energy. In other words, the electric motor MG can function as an alternative to the engine 14 that is a power source or as a power source that generates a driving force for traveling together with the engine 14. Further, electric energy is generated by regeneration from driving force generated by another power source or driven force (mechanical energy) input from the driving wheel 36 side, and the electric energy is stored via the inverter 62 to the power storage device. 64, and so on. The electric motor MG has a second axial center RC2 that is different from the first axial center RC1 as the rotational axis, and the motor output shaft 42, the motor output gear 44, and the first axial center RC1 that can rotate about the second axial center RC2. It is operatively connected to the pump impeller 16a via an electric motor connecting gear 46 that can rotate around. That is, power is transmitted between the electric motor MG and the pump impeller 16a via the electric motor output gear 44, the electric motor coupling gear 46, and the like. Therefore, similarly to the engine 14, the electric motor MG is connected to the transmission input shaft 38 so that power can be transmitted. In this embodiment, the pitch circle diameter of the motor output gear 44 is smaller than the pitch circle diameter of the motor connecting gear 46. That is, since the number of teeth of the motor output gear 44 is smaller than the number of teeth of the motor connecting gear 46, the rotation of the motor MG is decelerated and transmitted to the pump impeller 14a. In other words, the output torque T _{MG of} the electric motor _MG (hereinafter referred to as electric motor torque T _MG ) is amplified and transmitted from the electric motor MG to the pump impeller 16a.

  The oil pump 22 is connected to the pump impeller 16a and controls the shift of the automatic transmission 18, controls the torque capacity of the lockup clutch 40, and controls the engagement / release of the engine intermittent clutch K0. Or a mechanical oil pump that is generated by rotationally driving hydraulic pressure for supplying lubricating oil to each part of the power transmission path of the vehicle 10 by the engine 14 (or the electric motor MG).

  The automatic transmission 18 constitutes a part of a power transmission path from the engine 14 to the drive wheels 36, and is re-engaged by any of a plurality of hydraulic friction engagement devices (that is, engagement of the hydraulic friction engagement devices). And a planetary gear type multi-stage transmission that functions as a stepped automatic transmission in which a plurality of shift stages (gear stages) are selectively established by shifting. For example, it is a stepped transmission capable of performing a so-called clutch-to-clutch shift that is often used in known vehicles. This automatic transmission 18 has a single pinion type first planetary gear unit 48, a double pinion type second planetary gear unit 50 and a single pinion type third planetary gear unit 52 which are configured in a Ravigneaux type coaxially. On the line (on the first axis RC1), the rotation of the transmission input shaft 38 is shifted and output from the output gear 24. The transmission input shaft 38 corresponds to an input member of the automatic transmission 18, and is a turbine shaft that is rotationally driven by the turbine impeller 16b of the torque converter 16 in this embodiment. The output gear 24 corresponds to an output member of the automatic transmission 18 and meshes with the counter driven gear 26 to form a pair of gears together with the counter driven gear 26.

  As is well known, the first planetary gear device 48, the second planetary gear device 50, and the third planetary gear device 52 include a sun gear, a carrier that supports the pinion gear so as to rotate and revolve, and the sun gear via the pinion gear. Three rotating elements are constituted by ring gears meshing with each other. Each of these three rotating elements is directly or indirectly (or selectively) via a hydraulic friction engagement device (clutch C1, C2 and brakes B1, B2, B3) or one-way clutch F1. Some of them are connected to each other, or connected to the transmission input shaft 38, the case 12, or the output gear 24.

  The clutches C1, C2 and the brakes B1, B2, B3 (hereinafter simply referred to as the clutch C, the brake B or the engagement device unless otherwise distinguished) are hydraulic frictions often used in known vehicular automatic transmissions. It is an engagement device, and includes a wet multi-plate clutch and brake pressed by a hydraulic actuator, a band brake tightened by a hydraulic actuator, and the like. The clutch C and the brake B configured as described above are controlled to be disengaged by the hydraulic control circuit 60, and the torque capacity, that is, the engagement force is continuously applied by adjusting the pressure of the linear solenoid valve or the like in the hydraulic control circuit 60, for example. Is selectively changed to selectively connect the members on both sides in which it is inserted.

Then, according to the disengagement control of each of the clutch C and the brake B, according to the driver's accelerator operation, the vehicle speed V, etc., as shown in the engagement operation table of FIG. A stage (each gear stage) is established. In FIG. 3, “1st” to “6th” are the first to sixth forward gears, “R” is the reverse gear, and “N” is a neutral state in which no gear is established. The transmission gear ratio γ (= transmission input rotation speed N _AT / transmission output rotation speed N _OUT ) of the automatic transmission 18 corresponding to each gear stage is determined by the first planetary gear device 48 and the second planetary gear. Each gear ratio of the device 50 and the third planetary gear device 52 (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1, ρ2, and ρ3 is appropriately determined. The engagement operation table of FIG. 3 summarizes the relationship between the above-described gear stages and the operation states of the clutch C and the brake B, where “◯” indicates engagement and “◎” indicates engagement only during engine braking. The blank indicates release.

  Returning to FIG. 1, the vehicle 10 is provided with an electronic control device 100 including a control device of the power transmission device 12 related to, for example, shift control of the automatic transmission 18. The electronic control device 100 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 100 includes the hybrid drive control related to the engine 14 and the electric motor MG including the regeneration control of the electric motor MG, the shift control of the automatic transmission 18, the torque capacity control of the lockup clutch 40, and the torque capacity of the engine intermittent clutch K0. The control is executed, and is configured separately for hybrid control, hydraulic control, and the like as necessary.

Input rotational speed of the electronic control to the apparatus 100, for example, an engine signal indicative of the engine rotational speed N _E is the rotational speed of the engine 14 detected by the rotational speed sensor 66, turbine speed automatic transmission 18 detected by the sensor 68 turbine speed of the torque converter 16 as N _T that is, the signal representing the transmission input rotation speed N _aT is the rotational speed of the transmission input shaft 38, output gear corresponding to the vehicle speed V detected by the output shaft rotation speed sensor 70 A signal indicating a transmission output rotational speed N _OUT that is a rotational speed of 24, and an operation amount of the accelerator pedal 74 as a driving force request amount (driver required output) for the vehicle 10 detected by the accelerator opening sensor 72 by the driver. A signal indicating the accelerator opening Acc, to the driver detected by the foot brake sensor 76 A signal indicating a brake operation amount Bra, which is an operation amount of the brake pedal 78, as a braking force request amount (driver required deceleration) for the vehicle 10, known “P”, “N”, A signal representing the lever position (shift operation position, shift position, operation position) _PSH of the shift lever 82 such as “D”, “R”, “S” positions, etc., an electronic throttle valve (not shown) detected by the throttle sensor 84 , A signal representing the throttle valve opening θ _TH , a signal representing the intake air amount Q _AIR of the engine 14 detected by the intake air amount sensor 86, and a longitudinal acceleration G of the vehicle 10 detected by the acceleration sensor 88 ( Alternatively, a signal indicating the longitudinal deceleration G), the coolant temperature TH _W of the engine 14 detected by the coolant temperature sensor 90, and A signal indicating the hydraulic oil temperature (hydraulic oil temperature) TH _OIL in the hydraulic control circuit 60 detected by the oil temperature sensor 92, the battery temperature TH _BAT of the power storage device 64 detected by the battery sensor 94, and the battery input A signal representing the output current (battery charge / discharge current) I _BAT and the battery voltage V _BAT , a signal representing the motor rotation speed N _MG which is the rotation speed of the motor MG detected by the motor rotation speed sensor 96, and the like are supplied. . The electronic control device 100 sequentially calculates the state of charge (charge capacity) SOC of the power storage device 64 based on, for example, the battery temperature TH _BAT , the battery charge / discharge current I _BAT , and the battery voltage V _BAT .

The electronic control device 100 also receives, for example, an engine output control command signal S _{E for} controlling the output of the engine 14, an electric motor control command signal S _M for controlling the operation of the electric motor MG, an engine intermittent clutch K0, and an automatic transmission. a hydraulic command signal S _P output for operating the solenoid valve included in the hydraulic control circuit 60 to control the hydraulic actuators of clutches C and brakes B of the machine 18 (solenoid valve) and the like are outputted.

FIG. 4 is a functional block diagram for explaining a main part of the control function by the electronic control unit 100. In FIG. 4, the stepped shift control unit, that is, the stepped shift control unit 102 functions as a shift control unit that shifts the automatic transmission 18. For example, the stepped shift control means 102 uses the upshift line and downshift stored in advance as variables using the vehicle speed V and the output torque (transmission output torque) T _OUT (or the accelerator opening Acc or the like) of the automatic transmission 18. The automatic transmission is based on the vehicle state indicated by the required output torque T _OUT of the automatic transmission 18 corresponding to the actual vehicle speed V, the accelerator opening Acc, and the like from a known relationship (shift diagram, shift map) having lines. It is determined whether or not 18 shifts are to be executed, that is, a shift stage of the automatic transmission 18 to be shifted is determined, and automatic shift control of the automatic transmission 18 is performed so that the determined shift stage is obtained. At this time, the stepped shift control means 102 engages and / or releases the engagement device involved in the shift of the automatic transmission 18 so that the shift stage is achieved in accordance with, for example, the engagement operation table shown in FIG. command (shift output command, hydraulic pressure command) to S _P, i.e. for example the clutch-to-clutch shift by engaging the engagement side engagement device as well as releasing the release-side engagement device to participate in shifting of the automatic transmission 18 A command to be executed is output to the hydraulic control circuit 60. The hydraulic control circuit 60, based on the direction S _P, as the shift of the automatic transmission 18 is executed by engaging the engagement side engagement device as well as releases for example the release-side engagement device, a hydraulic control circuit 60 The hydraulic solenoid of the engagement device involved in the speed change is operated by operating the linear solenoid valve.

  The hybrid control unit, i.e., the hybrid control means 104, functions as an engine drive control means for controlling the drive of the engine 14, and an electric motor operation control means for controlling an operation as a driving force source or a generator by the electric motor MG via the inverter 62. The hybrid drive control by the engine 14 and the electric motor MG is executed by these control functions.

  Specifically, the hybrid control means 104 engages the engine intermittent clutch K0, for example, when the engine travels using the engine 14 as a driving power source for traveling, thereby generating the driving power from the engine 14. It is transmitted to the pump impeller 14a. Moreover, the hybrid control means 104 outputs an assist torque to the electric motor MG operatively connected to the pump impeller 14a as necessary during the engine running. On the other hand, the hybrid control means 104, for example, stops the engine 14 and releases the engine intermittent clutch K0 when the EV traveling (motor traveling) is performed using the electric motor MG as a driving force source for traveling. The power transmission path between 14 and the torque converter 16 is cut off, and the driving force for traveling is output to the electric motor MG.

  Further, the hybrid control means 104 releases the engine intermittent clutch K0 to stop the engine 14 and stops the oil pump 22 by the electric motor MG, for example, when the running vehicle 10 is temporarily stopped. While rotating, the electric motor MG outputs a creep torque. When outputting the creep torque, the driving force from the electric motor MG is transmitted to the drive wheels 36 via the torque converter 16, so that it is easy to control the creep torque to be output so as to suppress the occupant's uncomfortable feeling. is there.

For example, when starting the engine 14, the hybrid control means 104 engages the engine intermittent clutch K0 and rotates the engine 14 with the electric motor torque _TMG to start the engine. The same applies to the case where the engine 14 is started during EV traveling. In this case, an electric motor output obtained by adding the output for starting the engine to the output for traveling the vehicle is output to the electric motor MG.

Further, the hybrid control means 104 is used to improve the fuel consumption (reduce the fuel consumption rate), for example, when the accelerator is off coasting (coast running) or when the wheel brake is operated by operating the brake pedal 78. Is set to the non-driving state, and regenerative control for converting the kinetic energy of the vehicle 10 transmitted from the driving wheels 36 into electric energy by the electric motor MG is executed. Specifically, the electric motor MG is rotationally driven by the reverse driving force transmitted from the drive wheel 36 to the engine 14 side to operate as a generator, and the electric energy, that is, the electric motor generated current is supplied to the power storage device 64 via the inverter 62. Execute regenerative control to charge. That is, the hybrid control unit 104 functions as a regeneration control unit that executes the regeneration control. For example, the regeneration control includes a regeneration amount determined based on a braking force distribution of a braking force by a hydraulic brake (wheel brake) for obtaining a braking force according to the charge capacity SOC of the power storage device 64 and the brake operation amount Bra, and the like. It is controlled to become. Specifically, when the vehicle 10 is traveling on the coast, a target deceleration G ^* (driver required deceleration) corresponding to the brake operation amount Bra is set, and a braking torque (braking force) is set so that the target deceleration G ^* is achieved. ) Is generated. This braking force is obtained, for example, by regeneration, engine braking, hydraulic braking, or the like, and is distributed according to a decrease in the vehicle speed V from the start of braking to the stop of the vehicle.

Here, when the vehicle speed V decelerates and the vehicle crosses the downshift line during coasting where the accelerator pedal 74 is not depressed, the stepped shift control means 102 downshifts the automatic transmission 18 (so-called coast downshift, coastdown shift). Is executed. At the time of this coast downshift, the synchronization control unit, that is, the rotation synchronization control means 106, for example, sets the power transmission path in the automatic transmission 18 to the released state and causes the automatic transmission 18 to be in a state substantially equal to the power transmission cut-off state (that is, to the coast downshift. while the state) involved engaging device does not have a substantial torque capacity, the transmission input torque T _aT by downshifting the transmission input rotation speed N _aT from synchronous rotational speed before downshift applied from the motor MG Rotational synchronization control for changing toward the subsequent synchronous rotational speed, that is, rotational synchronous control for synchronizing with the synchronous rotational speed after the downshift is executed.

Specifically, the rotation synchronization control means 106 performs a clutch-free shift that performs this coast downshift by a clutch-free that brings both the disengagement engagement device and the engagement engagement device involved in the coast downshift into a released state. An execution command is output to the stepped shift control means 102. In the coast downshift, the stepped shift control means 102 sets, for example, the release hydraulic pressure command value of the disengagement side engagement device to zero at the start of the downshift and the engagement side during the downshift transition period according to the clutch free shift execution command. A command to set the engagement hydraulic pressure command value of the engagement device to the low pressure standby pressure is output to the hydraulic pressure control circuit 60. In addition, the rotation synchronization control means 106 outputs the rotation synchronous execution command to raise toward the transmission input rotation speed N _AT to the synchronous rotational speed after the coast downshift to the hybrid control means 104. When the coast downshift is performed, the hybrid control means 104, for example, in accordance with the rotation synchronization execution command, for example, the current transmission input rotational speed N _AT (= motor rotational speed N _MG ) and the target rotational speed (synchronous rotational speed after coast downshift = Transmission input rotational speed N _OUT × transmission input obtained by a predetermined control expression consisting of a proportional term, a differential term, or an integral term from the deviation from the downshift gear ratio of the automatic transmission 18 at the shift stage A control amount of the torque T _AT is calculated, and the transmission input torque T _AT is controlled so that the control amount can be obtained. The hybrid control means 104 controls the transmission input torque T _AT only by the electric motor torque T _MG , for example. However, when the output possible power of the electric motor MG calculated from the charge capacity SOC of the power storage device 64 does not exceed the predetermined power necessary for performing the rotation synchronization control, the hybrid control means 104, for example, only uses the electric motor torque _TMG . Instead, the transmission input torque T _AT is controlled only by the total torque of the motor torque T _MG and the engine torque T _E or only by the engine torque T _E. The step-variable shifting control means 102, when the transmission input rotation speed N _AT reaches the synchronous speed after the downshift, rapidly increases the engagement pressure command value of the engagement side engagement device of the automatic transmission 18 The coast downshift is completed by outputting the command to be performed to the hydraulic control circuit 60 and engaging the engaging side engaging device.

Incidentally, the predetermined controlled, for example the transmission input rotation speed N _AT is toward the synchronous rotational speed before the downshift to the synchronous rotational speed after the downshift, for increasing at a predetermined rotational change (slope) This is a feedback control equation that is experimentally obtained and set in advance. Further, the predetermined rotational change is an inclination that is experimentally obtained and set in advance so that, for example, suppression of shift shock and reduction of shift time are compatible. This predetermined rotation change may be changed based on the vehicle deceleration G that varies depending on whether the coast running state at the time of the coast downshift is foot brake off, brake on, or the gradient of the running road, for example. In such a case, for example, the numerical value of each gain in the predetermined control equation is changed.

Thus, in the coast downshift process of the automatic transmission 18, the rotational speed after downshifting of the transmission input rotation speed N _AT by the transmission input torque T _AT power transmission pathway as a released state in the automatic transmission 18 Synchronous control during shifting is performed. Thereby, for example, the influence (for example, a change in the rotational speed associated with the release of the disengagement side engagement device and the engagement of the engagement side engagement device) due to the progress of the coast downshift of the automatic transmission 18 is suppressed as much as possible. Therefore, the shift shock is suppressed. In other words, since the shift is in the clutch-free state (clutch-free shift), even if the transmission input torque _TAT changes during the rotation synchronization control, the output side of the automatic transmission 18 (for example, the transmission output torque T _OUT ). Then, the influence is suppressed and the shift shock is suppressed. Further, for example, complicated control is not required because the torque is not transferred by releasing the disengagement side engagement device and engagement of the engagement side engagement device such as clutch-to-clutch speed change. Easy to suppress shift shock.

By the way, when the coast downshift is executed, if the transmission input torque T _AT is a certain level of torque, the transmission input torque T _AT is not transmitted to the output side of the automatic transmission 18 when the clutch is in a free state. Therefore, for example, the transmission output torque T _OUT (which also agrees with the vehicle deceleration G) may change suddenly and shock the driver. Therefore, in this embodiment, the rotation synchronization control means 106 transmits the transmission input torque T T in order to suppress the fluctuation of the transmission output torque T _OUT (that is, the fluctuation of the vehicle deceleration G) accompanying the clutch free state. _The rotation synchronization control is executed when _AT is zero. Specifically, the rotation synchronization control means 106 determines the regenerative torque (here, agreed with the transmission input torque T _AT ) that is reduced toward zero along with deceleration during a coast downshift accompanied by regeneration by the electric motor MG. The rotation synchronization control is started when the control command value becomes zero. Accordingly, the stepped shift control means 102 performs a coast downshift when the transmission input torque T _AT is switched from a driven state in which the transmission input torque T _AT is a negative torque to a driving state in which the transmission input torque T _AT is a positive torque during coasting. To start.

That is, in the vehicle 10, the driving force source outputs a deceleration torque when the accelerator is decelerated (coast running) (the transmission input torque _TAT is a negative torque), and during the coasting. A driving vehicle speed region in which the driving force source outputs creep torque (the transmission input torque _TAT is positive torque or zero) is obtained and set in advance. Therefore, the hybrid control means 104 sets the control command value of the transmission input torque T _AT to zero at the driven / drive switching vehicle speed point where the driven vehicle speed region and the driving vehicle speed region are switched in the driven vehicle speed region during coasting. as a reduce by a control command value of the transmission input torque T _aT example constant torque change rate corresponding to the decrease of the vehicle speed V. Thus, in this embodiment, set to the transmission input torque T _AT determination vehicle speed for control command value to determine the start of the driven and driving switching speed point coast downshift becomes zero (coasting downshift point vehicle speed) To do. Thus, the step-variable shifting control means 102, the control command value of the transmission input torque T _AT during coasting starts coast downshift from the time it is zero.

When the control command value of the transmission input torque T _AT is reduced toward zero, the actual transmission input torque T _AT is not changed even if the control command value becomes zero [Nm]. Fluctuations, resonance with the damper, etc.) and inertia, there is a possibility of overshooting from the negative side to the positive side. Then, for example, the clearance (backlash) of the meshing portion between the gears in the drive system on the output side of the automatic transmission 18 (for example, the output gear 24, the differential gear device 30) is driven from the clogged state on the driven side. There is a possibility that the vehicle deceleration G will change suddenly (rattle shock) and rattling noise will occur due to rattling (see section 5-A). In addition, in this embodiment, from the time the control command value of the transmission input torque T _AT becomes zero since initiating the rotation synchronization control, the output side of the automatic transmission 18 by being a clutch-free state In the drive system, the inertia of the front stage is reduced, the vibration after rattling using the rattling as the vibration source is difficult to suppress, and there is a possibility that vibrational shocks are likely to remain (see FIG. 5-B). In addition, because of the clutch-free speed change, the electric motor MG is disconnected from the drive system on the output side of the automatic transmission 18, and the vibration suppression control for suppressing the vibration after the rattling cannot be performed using the electric motor MG.

Therefore, the torque change rate changing unit, that is, the torque change rate changing means 108, when the transmission input torque _TAT is controlled to zero when the vehicle 10 is in the driven state, the transmission input torque _TAT is zero. with the approaches (that is, when the vehicle speed V becomes the driven-drive switching vehicle speed near the point during deceleration), the torque rate of change of transmission input torque T _aT based on the vehicle state (transmission input torque change rate) Suppress. That is, the torque change rate changing means 108, the transmission input torque change rate in controlling towards zero transmission input torque T _AT, shock due to the rattle (e.g. rattle shock or vibration shocks) And a command to change to the transmission input torque change rate based on the vehicle state that is experimentally obtained and set in advance to suppress the rattling noise is output to the hybrid control means 104.

FIG. 5 is a time chart for explaining an example when a control operation for suppressing (changing) the transmission input torque change rate by the torque change rate changing means 108 is executed. 5, the time t1 earlier, the control command value of the transmission input torque T _AT as the control command value of the transmission input torque T _AT at the driven-drive switching vehicle speed point (t2 time) is set to zero Is reduced at a constant rate of torque change. Then, after the time t1, the transmission input torque change rate based on the vehicle state is used, and the transmission input torque change is moderated. In addition, a coast downshift is started from time t2, the shift is advanced by rotation synchronization control, and the coast downshift is terminated at time t4. If you do not change the transmission input torque change rate (broken line), the vibration caused by the relatively large rattle at t2 when the control command value of the transmission input torque T _AT is zero (A portion) is generated, The vibration (B part) after the rattling with the rattling as a vibration source is also relatively large, and a shock and rattling sound is generated due to the relatively large rattling. In contrast, when it is changed to the transmission input torque change rate based on the vehicle state (solid line), occurs one shot eyes at t3 when the control command value is zero in the transmission input torque T _AT The vibration associated with the rattling is suppressed and the vibration after the rattling is also suppressed, and the shock and rattling noise associated with the rattling are suppressed.

The transmission input torque change rate based on the vehicle state is experimentally determined in advance using the vehicle oil temperature TH _OIL , the vehicle deceleration G, or the operation state of the engine 14 and the transmission input torque change rate as variables. Is set based on the actual vehicle state from the relationship (map) as shown in FIG. In FIG. _6A , the higher the hydraulic oil temperature TH _{OIL, the} better the response of the actual oil pressure to the oil pressure command value, and the clutch free state is likely to occur at the start of the coast downshift. The inertia at the front stage as seen is likely to be small, and the vibration after rattling is not easily converged, so that the rate of change in transmission input torque is reduced. Further, the greater the vehicle deceleration G, the larger the transmission input torque change rate during deceleration, and the torque including inertia tends to enter as the transmission input torque. Therefore, the transmission input torque change rate is reduced. Further, when the operating state of the engine 14 changes from the non-operating state to the operating state (that is, from the motor traveling to the engine traveling (ENG traveling)), an explosion fluctuation torque component of the engine 14 is easily included as a transmission input torque. In comparison, it is considered that vibration due to large rattling is likely to occur, so the transmission input torque change rate is reduced. Note that the non-operating state is a state in which at least the engine 14 has not exploded regardless of whether the engine 14 is rotating or stopped, and the motor traveling in which the engine 14 is stopped during coasting is performed. Is assumed. Moreover, the said driving | running state is a state which the engine 14 exploded and is rotating independently, and engine driving | running | working in an engine idling state is assumed during coast driving | running | working.

Further, the transmission input torque change rate change start threshold value corresponding to the transmission input torque change rate change start timing (time point) is the hydraulic oil temperature TH _OIL , the vehicle deceleration G, or the operating state of the engine 14. Based on the actual vehicle state from a relationship (map) as shown in FIG. 6 (b), which is experimentally obtained and set in advance using the vehicle state and the threshold value for determining the change rate of change in input torque of the transmission as variables. Is set. In other words, start threshold value of the transmission input torque change rate changes, changes of transmission input torque change rate based on the difference between the actual control command value and the zero value of the transmission input torque T _AT which is lowered toward the zero It is a threshold for determining the start, and the change start timing is advanced as the start determination threshold is larger. 6B, from the same viewpoint as the map setting in FIG. _6A , the higher the hydraulic oil temperature TH _OIL , the higher the vehicle deceleration G, or the operating state of the engine 14 from the non-operating state. In the driving state, the transmission input torque change rate change start threshold value is increased so that vibration due to rattling is less likely to occur, and the change start timing of the transmission input torque change rate is advanced. When the vehicle speed V becomes near the driven / drive switching vehicle speed point during the deceleration, the difference between the actual control command value of the transmission input torque T _AT and the zero value, which is decreased toward zero, is This is when the start determination threshold value is reached.

Further, the transmission input torque change rate based on the vehicle state may not be a constant value. FIG. 7 is a diagram illustrating an example of a change pattern of the transmission input torque change rate. In FIG. 7, FIG. 7 (a) shows a case where the rate of change of the transmission input torque based on the vehicle state is a constant rate of change, as in FIG. FIG. 7B shows a case where the transmission input torque change rate based on the vehicle state is a plurality of types of change rates, and the change rate increases as the control command value of the transmission input torque T _AT approaches zero. Has been made smaller. In such a case, for example, a plurality of types of maps as shown in FIGS. 6A and 6B are set. Further, 7 (c) it is a case of a rate of change that varies gradually transmission input torque change rate based on the vehicle condition, as the control instruction value of the transmission input torque T _AT approaches zero, change The rate is gradually getting smaller. In this case, FIG. 6 for example is the transmission input torque T _AT actual control command value and a difference between the transmission input torque change rate of the zero value in advance experimentally determined as a variable of the setting (c) The transmission input torque change rate that gradually changes based on the difference is set from the relationship (map) shown in FIG. In the map shown in FIG. 6 (c), the larger the above differences are smaller, i.e. larger the control command value of the transmission input torque T _AT approaches zero, compared with no change transmission input torque change rate gradually A transmission input torque change rate that is small is set.

7A, 7B, and 7C, the time when the control command value reaches zero [Nm] is delayed as compared with the case where the transmission input torque change rate is not changed. If it does so, the output of a driving force may become slow at the time of the re-acceleration which stepped on the accelerator. Therefore, in this embodiment, when the responsiveness at the time of re-acceleration is emphasized, as shown in FIG. 7D, the transmission input torque change rate is changed to the transmission input torque T _{AT at} the beginning of the change start as shown in FIG. By increasing the control command value from near zero and suppressing it near zero, the control command value of the transmission input torque T _AT is compared with the case where the change rate of the transmission input torque is not changed. Do not delay the timing to reach zero as much as possible. Also in such a case, as in FIG. 6C, for example, the actual control of the transmission input torque T _AT is obtained from the relationship (map) shown in FIG. A transmission input torque change rate that gradually changes based on the difference between the command value and the zero value is set. In the map shown in FIG. 6D, a transmission input torque change rate larger than the case where the transmission input torque change rate is not changed is set at the beginning of the change when the difference is large, and the transmission input torque is small. the zero near the control command value T _aT, the difference is small, extent transmission compared with no change the input torque change rate drastically decreases the transmission input torque variation rate is set. In addition, when the responsiveness at the time of reacceleration is regarded as important, for example, a known sport mode in which a traveling mode in which driving performance (power performance) is more important than fuel consumption performance is selected as compared with normal driving is selected. Such as when.

Further, in place of or in addition to the control mode for suppressing the transmission input torque change rate by the torque change rate changing means 108 as shown in FIG. Switching to the released state of the power transmission path (that is, switching to clutch free) may be delayed. That is, compared to the switching of the clutch free of coast downshift is started when the control command value of the transmission input torque T _AT during coasting becomes zero, the clutch free state based on the vehicle state Delay switching.

Specifically, returning to FIG. 4, the clutch free switching delay unit, that is, the clutch free switching delay means 110, when the coast downshift is performed, the vehicle deceleration G increases as the hydraulic oil temperature TH _OIL increases based on the vehicle state. The larger the value is, or when the operating state of the engine 14 changes from the non-operating state to the operating state, a command for delaying the switching to the clutch free is output to the stepped shift control means 102 (rotation synchronization control means 106). More specifically, the clutch-free switching delay means 110 delays the shift output for starting the coast downshift by the stepped shift control means 102 or determines the start of the coast downshift based on the vehicle state. by changing to for determination vehicle speed (i.e. coasting downshift point vehicle speed corresponding to the driven-drive switching vehicle speed point) to the low vehicle speed side, the control command value for the transmission input torque T _AT during coasting is zero Compared to the case where switching to the clutch-free state is executed in the coast downshift that starts when it becomes, switching to the clutch-free state is substantially delayed. Alternatively, the clutch-free switching delay means 110 temporarily holds the release hydraulic pressure of the disengagement side engagement device involved in the coast downshift based on the vehicle state for a predetermined time at a predetermined hydraulic pressure before quickly reducing it toward zero. by, as compared to the case of executing the switching of the clutch free state in coast downshift starts when the control command value of the transmission input torque T _aT during coasting becomes zero, substantially clutch Delay switching to the free state. The predetermined hydraulic pressure is experimentally determined in advance as a hydraulic pressure that ensures a torque capacity that does not cause a clutch-free state and does not affect the rotation synchronization control by the electric motor MG (a degree that shift progress is not delayed). This is the set hydraulic pressure command value. The predetermined oil pressure may be a preset constant value or a value that is changed according to the vehicle state.

FIG. 8 is a time chart for explaining an example when a control operation for temporarily holding the release hydraulic pressure (drain hydraulic pressure) by the clutch free switching delay means 110 is executed. 8, the transmission input torque T control command value is constant torque change of the transmission input torque T _AT as the control command value is made zero of _AT at the driven-drive switching vehicle speed point (t1 time) Reduced at a rate. Then, the coast downshift is started from the time point t1, the shift is advanced by the rotation synchronization control, and the coast downshift is terminated at the time point t2. During this coast downshift, the release hydraulic pressure command value is not immediately reduced to zero at the initial stage of the shift output (shift start), but is temporarily held at a predetermined hydraulic pressure for a predetermined time. If you do not want to keep the release oil pressure (dashed line), transmission control command value of the input torque T _AT vibration caused by relatively large rattle (A portion) is generated at time t1, which is zero, the rattle The vibration (part B) after rattling as a vibration source is also relatively large, and a shock and rattling noise associated with a relatively large rattling occurs. On the other hand, when the release hydraulic pressure is held (solid line), even if the first vibration due to rattling occurs as in the case where the release hydraulic pressure is not held at time t1, the clutch is not free. Since the torque capacity remains, the inertia of the front stage viewed from the output side of the automatic transmission 18 is less likely to be smaller than in the clutch free state, and vibration after rattling is likely to converge. Vibration is suppressed, and vibration shock and rattling noise after rattling are suppressed.

FIG. 9 is a time chart for explaining an example when a control operation for delaying the shift output by the clutch-free switching delay means 110 or a control operation for changing the coast downshift point vehicle speed to the low vehicle speed side is executed. In FIG. 9, the control command value of the transmission input torque T _AT has a constant torque change so that the control command value of the transmission input torque T _AT becomes zero at the driven / drive switching vehicle speed point (time t1). Reduced at a rate. Originally, the shift output output at time t1 when the control command value is set to zero is delayed until time t2, and coast downshift is started from time t2. After that, the gear shift is advanced by the rotation synchronization control and the coast downshift is terminated, but this gear shift end time is also delayed from the time t3 to the time t4 similarly to the gear shift start time. When the shift output is not delayed (broken line), a vibration (part A) due to a relatively large rattling occurs at time t1 when the control command value of the transmission input torque T _AT is set to zero. The vibration (part B) after rattling as a vibration source is also relatively large, and a shock and rattling noise associated with a relatively large rattling occurs. On the other hand, when the shift output is delayed (solid line), even if the first vibration due to rattling occurs at the time t1, as in the case where the shift output is not delayed, the clutch free state is maintained until the time t2. Therefore, the inertia of the front stage viewed from the output side of the automatic transmission 18 is less likely to be smaller than the clutch-free state, and the vibration after rattling is easily converged, so that the vibration after rattling is suppressed. Vibration shocks and rattling noises after rattling are suppressed.

The drain hydraulic pressure holding time for temporarily holding the release hydraulic pressure at a predetermined hydraulic pressure for a predetermined time is a variable of the vehicle oil temperature TH _OIL , the vehicle deceleration G, or the operating state of the engine 14 and the drain hydraulic pressure holding time. It is set based on the actual vehicle state from the relationship (map) as shown in FIG. Further, the shift output delay time for delaying the shift output of the coast downshift (or the shift point reduction for changing the coast downshift point vehicle speed to the low vehicle speed side) is the vehicle state and the shift output delay time (or the shift point reduction amount). ) As a variable and set based on the actual vehicle state from a relationship (map) as shown in FIG. The longer (larger) the drain hydraulic pressure holding time and the shift output delay time (or the shift point reduction amount) are, the slower the switching of the power transmission path in the automatic transmission 18 to the released state (that is, switching to the clutch free state) is. It is 10 (a) and 10 (b), from the same viewpoint as the map setting in FIG. 6 (a), the higher the hydraulic oil temperature TH _OIL , the greater the vehicle deceleration G, or the operating state of the engine 14. When changing from the non-operating state to the operating state, the drain oil pressure holding time and shift output delay time (or shift point reduction) are lengthened (increased) so that vibration after rattling is easily suppressed, and the clutch is switched to the clutch-free state. Has been delayed.

Further, in the control mode in which switching to the clutch free state by the clutch free switching delay means 110 as shown in FIGS. 8 and 9 is delayed, the vibration after the rattling is performed using the electric motor MG until the clutch free state is established. It becomes possible to perform the vibration suppression control to be suppressed. Therefore, the hybrid control unit 104 may execute vibration suppression control by the electric motor MG while the switching to the clutch free state is delayed by the clutch free switching delay unit 110. For example, the hybrid control means 104 detects a difference ΔN (= N _OUT −N _AT ) between the transmission input rotational speed _NAT and the transmission output rotational speed N _OUT, and calculates the torsional vibration corresponding to the difference ΔN to the electric motor. executing the damping control by the electric motor MG by inhibiting the feedback control using the torque T _MG.

  FIG. 11 shows the main part of the control operation of the electronic control unit 100, that is, suppresses shock caused by rattling during coast downshift with rotation synchronization control executed when switching from the driven state to the driving state during coasting. For example, the control operation is repeatedly executed with a very short cycle time of about several milliseconds to several tens of milliseconds.

In FIG. 11, first, in step (hereinafter, step is omitted) S10 corresponding to the torque change rate changing means 108, it is determined whether or not the vehicle speed V is near the driven / drive switching vehicle speed point during deceleration, for example. The For example, it is determined whether or not the difference between the actual control command value of the transmission input torque T _AT that is decreased toward zero and the zero value is equal to or less than the start determination threshold value. If the determination in S10 is affirmative, in S20 corresponding to the torque change rate changing means 108, for example, the transmission input torque change rate during coasting is calculated from the map as shown in FIG. It is changed to a new transmission input torque change rate set based on (hydraulic oil temperature TH _OIL , vehicle deceleration G, or operating state of the engine 14) (see FIG. 5). Next, in S30 corresponding to the stepped shift control means 102, it is determined whether, for example, a 2 → 1 coast downshift is in progress. If the determination in S30 is affirmative, in S40 corresponding to the clutch free switching delay means 110, for example, based on the vehicle state (hydraulic oil temperature TH _OIL , vehicle deceleration G, or engine 14 operating state) The release hydraulic pressure of the combined device is changed to a predetermined hydraulic pressure before it is quickly reduced toward zero, and is temporarily held at the predetermined hydraulic pressure for a predetermined time (see FIG. 8). On the other hand, if the determination in S30 is negative, in S50 corresponding to the clutch-free switching delay means 110, for example, based on the vehicle state (hydraulic oil temperature TH _OIL , vehicle deceleration G, or engine 14 operating state). Thus, the shift output for starting the coast downshift is delayed or the coast downshift point vehicle speed is changed to the low vehicle speed side (see FIG. 9). On the other hand, when the determination in S10 is negative, in S60, normal time control other than the control executed in S20, S40, or S50, for example, is executed.

As described above, according to this embodiment, when the transmission input torque T _AT is controlled toward zero when the vehicle 10 is in a driven state, the transmission input torque T _AT approaches zero. Since the transmission input torque change rate is suppressed based on the vehicle state (for example, the hydraulic oil temperature TH _OIL , the vehicle deceleration G, or the operating state of the engine 14), vibration due to rattling is suppressed. Further, vibration after rattling using the rattling as a vibration source is also suppressed. Therefore, during coast downshift with rotation synchronous control executed when switching from the driven state to the driving state during coasting, the shock associated with the rattling (that is, the rattling shock or the vibration shock after rattling) ) And rattling noises are suppressed.

Further, according to the present embodiment, the higher the hydraulic oil temperature TH _OIL , the greater the vehicle deceleration G, or the lower the transmission input torque change rate when the operating state of the engine 14 changes from the non-operating state to the operating state. because, the transmission input torque change rate in controlling towards zero transmission input torque T _aT is appropriately suppressed, shocks and rattle caused by the rattle can be appropriately suppressed.

Further, according to this embodiment, the higher the hydraulic oil temperature TH _OIL , the greater the vehicle deceleration G, or the more the engine 14 is in the operating state from the non-operating state, the transmission input torque change rate is suppressed. Since the start timing to perform is made earlier, the shock and rattling noise accompanying the rattling are appropriately suppressed.

Further, according to the present embodiment, when the responsiveness at the time of reacceleration is emphasized, the transmission input torque T _AT is reduced to zero compared with the case where the change for suppressing the transmission input torque change rate is not performed. since not delay as much as possible the timing to reach, for example the drive from the accelerator pedal 74 timing slow to reach the zero transmission input torque T _aT by inhibiting transmission input torque change rate is depressed The response at the time of re-acceleration is appropriately improved while the response until the force is output is delayed.

Further, according to the present embodiment, when the coast downshift is performed, the higher the hydraulic oil temperature TH _OIL is, the higher the hydraulic oil temperature TH _OIL is based on the vehicle state (for example, the hydraulic oil temperature TH _OIL , the vehicle deceleration G, or the operating state of the engine 14). As the deceleration G increases, or when the operating state of the engine 14 changes from the non-operating state to the operating state, the switching to the released state of the power transmission path in the automatic transmission 18 is delayed. Even if it does, the vibration after the rattling which uses the rattling as an excitation source is suppressed. Therefore, during coast downshift with rotation synchronization control that is executed when switching from the driven state to the driving state during coasting, the shock due to the rattling (that is, the vibration shock after rattling) Sound is suppressed.

  Further, according to the present embodiment, the power transmission in the automatic transmission 18 is transmitted by delaying the shift output of the coast downshift or changing the coast downshift point vehicle speed to the low vehicle speed side based on the vehicle state. Since the switching to the released state of the path is delayed, the switching of the power transmission path in the automatic transmission 18 to the released state is appropriately delayed during the coast downshift.

  Further, according to the present embodiment, the automatic shifting is performed by temporarily holding the release hydraulic pressure of the release-side engagement device for a predetermined time period before being quickly reduced toward zero based on the vehicle state. Since the switching of the power transmission path in the machine 18 to the released state is delayed, the switching of the power transmission path in the automatic transmission 18 to the released state is appropriately delayed during the coast downshift.

  Further, according to the present embodiment, since the vibration suppression control by the electric motor MG is executed at the coast downshift in which the switching of the power transmission path in the automatic transmission 18 to the released state is delayed, Vibration is suppressed more appropriately.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  In the first embodiment described above, the vehicle 10 is a hybrid vehicle including the engine 14 and the electric motor MG as a driving force source for traveling. However, the present invention is applied to other types of vehicles instead. be able to. That is, any vehicle may be used as long as it includes an automatic transmission capable of performing a clutch-free shift, and a power running and regenerative electric motor coupled to the input shaft of the automatic transmission so as to transmit power.

FIG. 12 is a schematic diagram illustrating another embodiment to which the present invention is applied. In FIG. 12, a vehicle 200 includes, for example, an automatic transmission 18 capable of performing a clutch-free shift, and a power running and regenerative power coupled to a transmission input shaft 38 of the automatic transmission 18 as a driving force source so as to transmit power. It is an electric vehicle provided with possible electric motor MG. In this vehicle 200, the engine 14 is not provided as a driving force source, and only the electric motor MG is used as a driving force source for traveling. Therefore, the hybrid control means 104 is replaced with hybrid driving control using the engine 14 and the electric motor MG. Then, electric motor drive control including regenerative control using the electric motor MG is executed. Thus, in the vehicle 200, as in the vehicle 10, when the automatic transmission 18 is coast-downshifted, it is possible to perform a clutch-free shift in which rotation synchronization control is performed by the electric motor MG while the clutch 200 is in a clutch-free state. Accordingly, in the vehicle 200 as well as the vehicle 10, when the transmission input torque T _AT is controlled toward zero when the vehicle 200 is in a driven state, the transmission input torque T _AT approaches zero. Along with this, the transmission input torque change rate is suppressed based on the vehicle state. Further, when the coast downshift is performed, switching of the power transmission path in the automatic transmission 18 to the released state (that is, switching to the clutch-free state) can be delayed based on the vehicle state.

  As described above, according to this embodiment, since the electric motor MG and the automatic transmission 18 are provided as in the above-described embodiment, the same effects as in the above-described embodiment can be obtained.

  FIG. 13 is a schematic diagram illustrating still another embodiment to which the present invention is applied. In FIG. 13, a vehicle 300 includes an automatic transmission 312 as a power transmission device 310 and a differential unit 316 coupled to a transmission input shaft 314 of the automatic transmission 312 so as to transmit power. The power transmission device 310 is preferably used for an FR (front engine / rear drive) type vehicle that is installed vertically in the vehicle 300, for example, and the engine 14 as a traveling power source connected to the input shaft 318. Is transmitted to the drive wheel 36.

  The differential unit 316 is connected to the power distribution mechanism 320 and the power distribution mechanism 320 so as to be able to transmit power, and functions as a differential motor for controlling the differential state of the power distribution mechanism 320. This is an electrical differential device including a second electric motor M2 as an electric motor connected so as to be capable of transmitting power so as to rotate integrally with a transmission input shaft 314. The transmission input shaft 314 is an input side rotating member of the automatic transmission 312, but also corresponds to an output side rotating member of the differential unit 316.

  The first electric motor M1 and the second electric motor M2 are so-called motor generators having a function as a motor that generates mechanical driving force from electric energy and a function as a generator that generates electric energy from mechanical driving force. is there. For example, the first electric motor M1 has a generator (power generation) function and a motor (electric motor) function for taking the reaction force of the engine 14, and the second electric motor M2 outputs a driving force as a driving force source for traveling. And a power generation function for generating electric energy by regeneration from a reverse driving force from the drive wheel 36 side.

The power distribution mechanism 320 is a differential mechanism that is coupled to the engine 14 so as to be able to transmit power, and is mainly composed of, for example, a single pinion type differential unit planetary gear device 322, and is input to the input shaft 318. This is a mechanical mechanism that mechanically distributes the output of the engine 14. In the power distribution mechanism 320, the differential carrier CA0 is connected to the engine 14, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission input shaft 314. . In the power distribution mechanism 320 configured as described above, the differential unit sun gear S0, the differential unit carrier CA0, and the differential unit ring gear R0, which are the three elements of the differential unit planetary gear device 322, can rotate relative to each other. Thus, a differential state in which the differential action is operable is set. When the power distribution mechanism 320 is in the differential state, the differential unit 316 is also in the differential state, and the differential unit 316 has a gear ratio γ0 (rotational speed of the input shaft 318 / rotational speed of the transmission input shaft 314). A continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max is obtained. When the power distribution mechanism 320 is set to the differential state in this way, one or both of the operating states of the first electric motor M1 and the second electric motor M2 coupled to the power distribution mechanism 320 (differential unit 316) so as to be able to transmit power are operated. By controlling the (operating point), the differential state of the power distribution mechanism 320, that is, the differential state of the rotational speed of the input shaft 318 (engine rotational speed N _E ) and the rotational speed of the transmission input shaft 314 is controlled. The

  In the vehicle 300, for example, the electric energy generated by the first electric motor M1 is supplied to the power storage device 64 and the second electric motor M2 through the inverter 62, so that the main part of the power of the engine 14 is mechanically transmitted to the transmission input shaft 314. However, a part of the motive power of the engine 14 is consumed for power generation of the first electric motor M1, and is converted into electric energy there, and the electric energy is supplied to the power storage device 64 and the second electric motor M2 through the inverter 62, The driving force output from the second electric motor M2 is transmitted to the transmission input shaft 314 by the electric energy. A part of the motive power of the engine 14 is converted into electric energy by equipment related from generation of electric energy by the first electric motor M1 related to power generation to consumption by the second electric motor M2 related to driving, and the electric energy is converted into electric energy. An electrical path is formed until it is converted into mechanical energy.

  The automatic transmission 312 constitutes a part of the power transmission path from the engine 14 to the drive wheels 36 as in the automatic transmission 18 of the first embodiment described above, and includes a plurality of planetary gear devices and is mechanical. A planetary gear type multi-stage transmission that functions as a stepped automatic transmission in which a plurality of gear ratios are set stepwise. The automatic transmission 312 is shown in the engagement operation table of FIG. 14 in accordance with the driver's accelerator operation, vehicle speed V, and the like by the engagement release control of the clutches C1, C2, C3 and the brakes B1, B2, for example. Each of the four forward gears and the reverse one gear is established.

In the present embodiment, a differential unit 316 having a second electric motor M2 connected to the transmission input shaft 314 so as to be able to transmit power and an engine 14 connected to the differential unit 316 so as to be able to transmit power are provided. Thus, for example, only the output is a torque M2 torque _{T M2} of the second electric motor M2, the total torque of the M2 torque _{T M2} and engine torque _{T E,} or an input shaft torque (the shift of the automatic transmission 312 only the engine torque _{T E} Machine input torque T _AT ). The engine torque T _E which is a transmission input torque T _AT is, for example, an engine the direct torque mechanically transmitted to the transmission input shaft 314 via a differential unit 316.

In the vehicle 300 configured as described above, as with the vehicle 10, when coasting or braking with a foot brake, the engine 14 is not driven in order to improve fuel efficiency and transmitted from the drive wheels 36. The regenerative control is performed in which the kinetic energy of the vehicle 300 is converted into electric energy by the second electric motor M2. In addition, when the automatic transmission 312 is coast downshifted, it is possible to perform a clutch-free shift in which the rotation synchronization control by the second electric motor M2 is executed while the clutch is in a clutch-free state. Accordingly, in the vehicle 300 as well as the vehicle 10, when the transmission input torque T _AT is controlled toward zero when the vehicle 300 is in a driven state, the transmission input torque T _AT approaches zero. Along with this, the transmission input torque change rate is suppressed based on the vehicle state. Further, when the coast downshift is performed, switching of the power transmission path in the automatic transmission 312 to the released state (that is, switching to the clutch-free state) can be delayed based on the vehicle state.

  As described above, according to this embodiment, since the second electric motor M2 and the automatic transmission 312 are provided as in the above-described embodiment, the same effects as in the above-described embodiment can be obtained.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention can be implemented combining an Example mutually and is applied also in another aspect.

  For example, in the flowchart shown in FIG. 11, the control mode (step S20) for suppressing the transmission input torque change rate by the torque change rate changing means 108 as shown in FIG. 5 and the clutch as shown in FIGS. Although the control mode (steps S40 and S50) for delaying the switching to the clutch free state by the free switching delay means 110 is implemented in combination, the above control modes are not necessarily implemented in combination. Aspects (steps S20, S40, S50) may be implemented independently or may be implemented in combination as appropriate.

  In the above-described embodiment, the torque converter 16 is used as the fluid transmission device. However, the torque converter 16 does not necessarily have to be provided. Other fluid transmissions such as a coupling (fluid coupling) may be used.

  Further, according to FIG. 13 of the above-described embodiment, the differential unit 316 and the automatic transmission 312 are connected in series, but the electric difference that can electrically change the differential state as the power transmission device 310 as a whole. The present invention can be applied even if the differential unit 316 and the automatic transmission 312 are not mechanically independent as long as the function and the function of shifting by a principle different from the shift by the electric differential function are provided. Is done.

  In the above-described embodiment, a 2 → 1 coast downshift from the second gear to the first gear is exemplified as the coast downshift. However, the present invention is not limited to this. A jump coast downshift from the third gear to the first gear may be used. In short, the present invention can be applied as appropriate as long as it is a coast downshift in which rotation synchronization control is performed.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

12: Vehicle power transmission device 14: Engine 18, 312: Automatic transmission 38, 314: Transmission input shaft (input shaft of automatic transmission)
100: Electronic control device (control device)
B: Brake (hydraulic friction engagement device)
C: Clutch (hydraulic friction engagement device)
MG: Electric motor

Claims (8)

An automatic transmission in which a shift is executed by engagement and release of a hydraulic friction engagement device to selectively establish a plurality of shift stages, and an electric motor connected to an input shaft of the automatic transmission so as to be able to transmit power When the automatic transmission is coast downshifted, the transmission input rotational speed is changed from the synchronous rotational speed before the shift by the transmission input torque applied from the electric motor while releasing the power transmission path in the automatic transmission. A control device for a vehicle power transmission device that executes rotation synchronous control for changing toward a synchronous rotation speed after shifting,
The coast downshift is started when the transmission input torque is switched from a driven state in which the transmission input torque is a negative torque to a driving state in which the transmission input torque is a positive torque during coasting,
When the transmission input torque is controlled toward zero in the driven state, the torque input rate of the transmission input torque is changed based on the vehicle state as the transmission input torque approaches zero. A control device for a vehicle power transmission device, comprising: The vehicle state is the operating state of the engine in the case where an engine is included in addition to the electric motor as a temperature of hydraulic oil for operating the hydraulic friction engagement device, a vehicle deceleration, or a driving force source for traveling. Yes,
The torque change rate is reduced as the temperature of the hydraulic oil increases, the vehicle deceleration increases, or the operating state of the engine changes from a non-operating state to an operating state. Control device for vehicle power transmission device. The vehicle state is the operating state of the engine in the case where an engine is included in addition to the electric motor as a temperature of hydraulic oil for operating the hydraulic friction engagement device, a vehicle deceleration, or a driving force source for traveling. Yes,
The start timing for suppressing the torque change rate is advanced when the temperature of the hydraulic oil is higher, the vehicle deceleration is higher, or the operating state of the engine is changed from a non-operating state to a driving state. The control device for a vehicle power transmission device according to claim 1 or 2.   When responsiveness at the time of reacceleration is important, at the beginning of suppressing the torque change rate, the torque change rate is increased from near zero of the transmission input torque and near zero of the transmission input torque. Then, by suppressing the torque change rate, the timing at which the transmission input torque reaches zero is prevented from being delayed as much as possible when compared with the case where no change is made to suppress the torque change rate. The control device for a vehicle power transmission device according to any one of claims 1 to 3. An automatic transmission in which a shift is executed by engagement and release of a hydraulic friction engagement device to selectively establish a plurality of shift stages, and an electric motor connected to an input shaft of the automatic transmission so as to be able to transmit power When the automatic transmission is coast downshifted, the transmission input rotational speed is changed from the synchronous rotational speed before the shift by the transmission input torque applied from the electric motor while releasing the power transmission path in the automatic transmission. A control device for a vehicle power transmission device that executes rotation synchronous control for changing toward a synchronous rotation speed after shifting,
The coast downshift is started when the transmission input torque is switched from a driven state in which the transmission input torque is a negative torque to a driving state in which the transmission input torque is a positive torque during coasting,
When the coast downshift includes an engine in addition to the motor as a temperature of hydraulic oil for operating the hydraulic friction engagement device, a vehicle deceleration, or a driving force source for running, the operating state of the engine When the temperature of the hydraulic oil is higher, the vehicle deceleration is larger, or the operating state of the engine is changed from a non-operating state to a driving state, the power transmission path in the automatic transmission is Control device for vehicular power transmission device, characterized in that switching to a released state is delayed.   Based on the vehicle state, the shift output for starting the coast downshift is delayed or the determination vehicle speed for determining the start of the coast downshift is changed to the low vehicle speed side, thereby 6. The control device for a vehicle power transmission device according to claim 5, wherein the switching of the power transmission path to the released state is delayed.   By temporarily holding the release hydraulic pressure of the release-side hydraulic friction engagement device involved in the coast downshift based on the vehicle state for a predetermined time at a predetermined hydraulic pressure before quickly reducing it toward zero, 6. The control device for a vehicle power transmission device according to claim 5, wherein the switching of the power transmission path in the automatic transmission to a released state is delayed.   In the coast downshift, the vibration suppression control is further performed to suppress vibration generated on the output side of the automatic transmission by the electric motor when the driven state is switched to the driving state. The control device for a vehicle power transmission device according to any one of claims 5 to 7.

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