JP2015229410A - Control device of vehicle power transmission system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle power transmission system for appropriately improving the accuracy of an engagement hydraulic pressure learning control.SOLUTION: If an operating state of a power source is switched from any one operating state including motoring, engine load operation, engine no-load operation, and engine operation stop to another operating state during gearshift in a step transmission unit, an engagement hydraulic pressure learning control is prohibited. Owing to this, if the operating state of the power source is switched from one of the motoring, the engine load operation, the engine no-load operation, and the engine operation stop to another operating state, and a torque change acts on a transmission member that is an input shaft of the step transmission unit to influence learning parameters AD and BD of the engagement hydraulic pressure learning control, the engagement hydraulic pressure learning control is prohibited and the learning parameters AD and BD are not used. It is, therefore, possible to appropriately improve the accuracy of the engagement hydraulic pressure learning control.

Description

  The present invention relates to a vehicular power transmission apparatus including a power source whose operation state is switched and a stepped transmission in which a shift is executed by releasing and engaging a hydraulic engagement device. The present invention relates to a technique for preferably improving the accuracy of engagement hydraulic pressure learning control for correcting the engagement hydraulic pressure of the hydraulic engagement device by learning so that a shift state is maintained.

  (a) A power source whose operation state can be switched to motoring, load operation, no-load operation, and operation stop, and (b) a part of the power transmission path from the power source to the drive wheels, and hydraulic engagement (C) by learning the engagement hydraulic pressure of the hydraulic engagement device so as to maintain the shift state of the stepped transmission. 2. Description of the Related Art A vehicular power transmission device that executes engagement hydraulic pressure learning control to be corrected is known. For example, it is a power transmission device for a hybrid vehicle described in Patent Document 1. This Patent Document 1 discloses that the engagement hydraulic pressure learning control is prohibited when the amount of change of a power source, for example, engine torque exceeds a predetermined range during the shift.

JP 2010-36706 A

  By the way, in the power transmission device for a hybrid vehicle as described above, at the time of the shift, for example, the start time of the inertia phase or the overshoot or undershoot of the rotation speed of the input shaft of the stepped transmission (or time or integral value) For example, when the driver's request changes during a shift and the torque of the input shaft of the stepped transmission changes, the learning parameter is affected. Therefore, the engagement hydraulic pressure learning control is not performed. However, in the power transmission device for a hybrid vehicle as described above, even if the driver's request does not change during a shift, the operating state of the power source such as the engine (motoring, load operation, no load operation, operation stop) ) May be switched, and the learning parameter may be affected by the switching of the operation state, and the accuracy of the engagement hydraulic pressure learning control may be deteriorated.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a control device for a vehicle power transmission device that suitably improves the accuracy of engagement hydraulic pressure learning control. .

  In order to achieve the above object, the gist of the present invention is that: (a) a power source whose operation state is switched and a part of a power transmission path from the power source to the drive wheels are configured; And a stepped transmission in which a shift is executed by releasing and engaging the combined device, and the engagement hydraulic pressure of the hydraulic engagement device is corrected by learning so as to maintain the shift state of the stepped transmission. A control device for a vehicle power transmission device in which engagement hydraulic pressure learning control is executed, wherein (b) when the operating state of the power source is switched during a gear shift in the stepped transmission. This is to prohibit the combined hydraulic pressure learning control.

  According to the control device for a vehicle power transmission device configured as described above, the engagement hydraulic pressure learning control is prohibited when the operating state of the power source is switched during a shift in the stepped transmission. The For this reason, when the operating state of the power source is switched to affect the learning parameter of the engagement hydraulic pressure learning control, the learning hydraulic parameter is prohibited and the learning parameter is not used. The accuracy of the engagement hydraulic pressure learning control is preferably improved.

  Here, preferably, the operating state of the power source is motoring, engine load operation, engine no-load operation, and engine operation stop, and the operation state of the power source is motoring and engine load operation during shifting. The engagement hydraulic pressure learning control is prohibited when switching from any one of the engine no-load operation and engine operation stop to another operation state. For example, when the operating state of the power source is switched from motoring to engine load operation, engine no load operation, engine stop or during engine shift, or engine load operation, engine no load operation, engine stop When switching from either to motoring, the engagement hydraulic pressure learning control is prohibited. For this reason, the operating state of the power source is switched from any one of motoring, engine load operation, engine no load operation, and engine operation stop to another operation state, and the input of the stepped transmission is When the torque change acts on the shaft and affects the learning parameter of the engagement oil pressure learning control, the engagement oil pressure learning control is prohibited and the learning parameter is not used. The accuracy is improved suitably.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a power transmission device for a hybrid vehicle that is an embodiment of the present invention. 2 is an operation chart for explaining a relationship between a speed change operation and a combination of engagements of a hydraulic engagement device used in the case where the power transmission device of the hybrid vehicle of FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear when the power transmission device of the hybrid vehicle in FIG. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device of the hybrid vehicle of FIG. FIG. 2 is a functional block diagram illustrating a main part of a control operation in an electronic control device provided in the power transmission device of the hybrid vehicle in FIG. 1. An example of a pre-stored shift diagram that is based on the same two-dimensional coordinates with the vehicle speed and output torque as parameters and is used as a basis for shifting determination of the stepped transmission unit, and for switching between engine traveling and motor traveling. It is a figure which shows an example of the power source switching diagram memorize | stored previously which has the boundary line of an engine driving area | region and a motor driving | running | working area | region. FIG. 6 is a diagram illustrating an example of a hydraulic pressure learning value map used in the engagement pressure control unit of FIG. 5, where (a) is for upshifting and (b) is for downshifting. An example of the control operation of the engagement hydraulic pressure learning control that corrects the hydraulic pressure learning value of the hydraulic pressure learning value map of FIG. 7 using the learning parameter measured when the shift is performed by the stepped transmission unit in the electronic control device of FIG. It is a flowchart explaining these. FIG. 9 is a time chart when the control operation shown in the flowchart of FIG. 8 is executed, and shows a case where the operation state of the power source is not switched during the shift and the power OFF down shift control is executed during regeneration in the engine no-load operation. It is shown. FIG. 9 is a time chart when the control operation shown in the flowchart of FIG. 8 is executed, and when the power OFF down shift control is being executed during regeneration, the operation state of the power source is switched and the operation state is changed from the engine no-load operation. The case where it switches to motoring is shown. FIG. 9 is a time chart when the control operation shown in the flowchart of FIG. 8 is executed, in which the power OFF operation is not switched during the shift and the power OFF up shift control is executed during regeneration in the engine no-load operation. It is shown. FIG. 9 is a time chart when the control operation shown in the flowchart of FIG. 8 is executed, and when the power OFF up shift control is executed during regeneration, the operating state of the power source is switched and the operating state is changed from the engine no-load operation. The case where it switches to engine load driving | operation is shown.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating a hybrid vehicle power transmission device (vehicle power transmission device) 10 to which a control device of the present invention is applied. In FIG. 1, the power transmission device 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as a case 12) as a non-rotation member attached to a vehicle body. For example, the continuously variable transmission unit 16 directly connected to the input shaft 14 and a part of the power transmission path from the continuously variable transmission unit 16 to the drive wheels 18 (see FIG. 5) are configured via the transmission member 20. A stepped transmission unit (stepped transmission) 22 connected in series and an output shaft 24 as an output rotating member connected to the stepped transmission unit 22 are provided in series. The power transmission device 10 is suitable for use in, for example, an FR (front engine / rear drive) type vehicle that is installed vertically in a vehicle. For example, gasoline is used as a driving power source directly connected to the input shaft 14. A propeller shaft 27 (see FIG. 5) that is provided between an engine 26 that is an internal combustion engine such as an engine or a diesel engine and the pair of drive wheels 18 and that constitutes part of a power transmission path for the power from the engine 26; The differential gear device 28 (see FIG. 5) and the pair of axles 30 (see FIG. 5) are sequentially transmitted to the pair of drive wheels 18. In addition, since the said power transmission device 10 is comprised symmetrically with respect to the axis, the lower side is abbreviate | omitted in the skeleton figure of FIG.

  The continuously variable transmission unit 16 includes a power distribution mechanism 32 and a first motor that is connected to the power distribution mechanism 32 so as to be able to transmit power and functions as a differential motor for controlling the differential state of the power distribution mechanism 32. MG1 and a second electric motor MG2 connected to transmit power 20 so as to rotate integrally with transmission member 20 are provided. The transmission member 20 is an output side rotation member of the continuously variable transmission unit 16, but also corresponds to an input side rotation member of the stepped transmission unit 22, that is, an input shaft.

  The first electric motor MG1 and the second electric motor MG2 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. In other words, in the power transmission device 10, the electric motors of the first electric motor MG1 and the second electric motor MG2 are used as an alternative to the engine 26, which is the main power source, or together with the engine 26, a power source (secondary power) that generates driving force for traveling. It can function as a power source). Further, electric energy is generated by regeneration from the driving force generated by another power source and supplied to another electric motor via the inverter 34 (see FIG. 5), or the electric energy is stored in a power storage device (battery) 36. The operation such as storing in (see FIG. 5) is performed.

The power distribution mechanism 32 is a differential mechanism connected to the engine 26 so as to be able to transmit power, and is mainly composed of a single pinion type planetary gear device having a predetermined gear ratio ρ _1. This is a mechanical mechanism that mechanically distributes the output of the input engine 26. This planetary gear device includes a sun gear S0, a planetary gear P0, a carrier CA0 that supports the planetary gear P0 so that it can rotate and revolve, and a ring gear R0 that meshes with the sun gear S0 via the planetary gear P0. Incidentally, the number of teeth of the sun gear S0 ZS0, and the number of teeth of the ring gear R0 and ZR0, respectively, the above-indicated gear ratio [rho ₁ is ZS0 / ZR0.

In the power distribution mechanism 32, the carrier CA0 is connected to the input shaft 14, that is, the engine 26, the sun gear S0 is connected to the first electric motor MG1, and the ring gear R0 is connected to the transmission member 20. In the power distribution mechanism 32 configured as described above, the sun gear S0, the carrier CA0, and the ring gear R0, which are the three elements of the planetary gear device, are capable of rotating relative to each other, that is, the differential action is operable. Therefore, the output of the engine 26 is distributed to the first electric motor MG1 and the transmission member 20, and a part of the distributed output of the engine 26 is generated from the first electric motor MG1. Since the stored electric energy is stored and the second electric motor MG2 is rotationally driven, the continuously variable transmission 16 (power distribution mechanism 32) is caused to function as an electrical differential device. In the continuously variable transmission state (electric CVT state), the rotation of the transmission member 20 is continuously changed regardless of the predetermined rotation of the engine 26. That is, when the power distribution mechanism 32 is in the differential state, the continuously variable transmission unit 16 is also in the differential state, and the continuously variable transmission unit 16 has its speed ratio γ0 (the rotational speed N _IN of the input shaft 14 / the transmission member 20). The speed N ₂₀ ) is continuously changed from the minimum value γ0min to the maximum value γ0max, and is in a continuously variable transmission state that functions as an electrical continuously variable transmission. Further, the engine 26 and the continuously variable transmission unit 16 are configured as a power source 42 that transmits power to the input shaft of the stepped transmission unit 22, that is, the transmission member 20, for example.

The stepped transmission unit 22 constitutes a part of a power transmission path from the engine 26 to the drive wheel 18 and includes a single pinion type first planetary gear unit 38 and a single pinion type second planetary gear unit 40. A planetary gear type multi-stage transmission that functions as a stepped automatic transmission in which a plurality of gear ratios are mechanically set in stages. The first planetary gear unit 38 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. and a first ring gear R1 meshing with S1, has a gear ratio [rho _2. The second planetary gear device 40 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to be capable of rotating and revolving, and a second sun gear via the second planetary gear P2. and a second ring gear R2 meshing with the S2, has a gear ratio [rho _3.

  In the stepped transmission unit 22, the first sun gear S1 is selectively connected to the case 12 via the first brake B1, and the first carrier CA1 and the second ring gear R2 are integrally connected to connect the second clutch C2. The first ring gear R1 and the second carrier CA2 are integrally connected to the output shaft 24 and connected to the case 12 via the second brake B2. The second sun gear S2 is selectively connected to the transmission member 20 via the first clutch C1, and the first sun gear S1 is selectively connected to the transmission member 20 via the third clutch C3. Further, the first carrier CA1 and the second ring gear R2 are connected to the case 12 which is a non-rotating member via a one-way clutch F1, and the rotation in the same direction as the engine 26 is allowed and the reverse rotation is prohibited.

In the stepped transmission unit 22 configured as described above, for example, a clutch-to-clutch shift is performed by releasing the release-side hydraulic friction engagement device and engaging the engagement-side hydraulic friction engagement device, and a plurality of clutch-to-clutch shifts are performed. When the gear stage (shift stage) is selectively established, the gear ratio γ (= the rotational speed N ₂₀ of the transmission member ₂₀ / the rotational speed N _OUT of the output shaft 24) that changes in a substantially equal ratio is set to each gear stage. Obtained every time. For example, as shown in the engagement operation table of FIG. 2, the first gear is established by the engagement of the first clutch C1 and the one-way clutch F, and the engagement of the first clutch C1 and the first brake B1. To establish the second gear, the third gear is established by engagement of the first clutch C1 and the second clutch C2, and the fourth gear is established by engagement of the second clutch C2 and the first brake B1. The gear stage is established, and the reverse gear stage is established by engagement of the third clutch C3 and the second brake B2. Further, the neutral "N" state is established by releasing the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2. It should be noted that the second brake B2 is engaged during engine braking at the first gear.

  The first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 (hereinafter referred to as the clutch C and the brake B unless otherwise specified) are conventional vehicle automatic transmissions. Is a hydraulic friction engagement device (hydraulic engagement device) as an engagement element often used in the wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, One end of one or two bands wound around the outer peripheral surface of the rotating drum is constituted by a band brake or the like in which one end is tightened by a hydraulic actuator, for selectively connecting members on both sides in which the one is inserted. Is.

  In the power transmission device 10 configured as described above, the continuously variable transmission 16 and the stepped transmission 22 that function as a continuously variable transmission constitute a continuously variable transmission. In addition, by controlling the transmission ratio of the continuously variable transmission unit 16 to be constant, the continuously variable transmission unit 16 and the stepped transmission unit 22 can be configured in the same state as the stepped transmission. The

Specifically, the continuously variable transmission unit 16 functions as a continuously variable transmission, and the stepped transmission unit 22 in series with the continuously variable transmission unit 16 functions as a stepped transmission. There is no rotation speed (hereinafter referred to as a stepped transmission section input rotation speed) input to the stepped transmission section 22 for at least one shift speed M, that is, the rotation speed of the transmission member 20 (hereinafter referred to as transmission member rotation speed N ₂₀ ). By changing the speed stepwise, a stepless speed ratio width is obtained at the speed stage M. Therefore, the overall transmission gear ratio γT (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 24) of the power transmission device 10 is obtained in a stepless manner, and a continuously variable transmission is configured in the power transmission device 10. The The overall transmission ratio γT of the power transmission device 10 is a total transmission ratio γT of the power transmission device 10 as a whole formed based on the transmission ratio γ0 of the continuously variable transmission unit 16 and the transmission ratio γ of the stepped transmission unit 22. is there. For example, the transmission member rotational speed N ₂₀ relative to first gear to the gear of the fourth gear of the geared transmission unit 22 indicated in the table of FIG. 2 is varied continuously variable manner Each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the power transmission device 10 as a whole can be obtained continuously.

  Further, the continuously variable transmission unit 16 is controlled so as to have a constant gear ratio, and the clutch C and the brake B are selectively engaged to operate any one of the first to fourth gears. By being selectively established, a total gear ratio γT of the power transmission device 10 that changes in a substantially equal ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the power transmission device 10.

FIG. 3 shows each rotation of the power transmission device 10 composed of a continuously variable transmission unit 16 functioning as a first transmission unit and a stepped transmission unit 22 functioning as a second transmission unit. The collinear diagram which can represent the relative relationship of the rotational speed of an element on a straight line is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of gear ratios of the planetary gear devices 32, 38, and 40 and a vertical axis indicating the relative rotational speed. The horizontal line X1 on the lower side indicates zero rotational speed, the horizontal line X2 on the upper side indicates the rotational speed "1.0", that is, the rotational speed of the engine 26 connected to the input shaft 14, that is, the engine speed Ne, and the horizontal line XG (X3) indicates the rotation speed of the third rotating element RE3, which will be described later is input from the rotational speed N ₂₀ i.e. the continuously variable transmission portion 16 of the transmission member 20 to the geared transmission unit 22.

Further, three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution mechanism 32 constituting the continuously variable transmission unit 16 are the sun gear S0 corresponding to the second rotation element RE2 and the first rotation in order from the left side. carrier CA0 corresponding to elements RE1, it is indicative of the relative rotational speed of the ring gear R0 corresponding to the third rotating element RE3, and their distance is determined according to the gear ratio [rho ₁ of the planetary gear device of the power distribution mechanism 32 ing. Further, the four vertical lines Y4, Y5, Y6, Y7 of the stepped transmission unit 22 are connected to each other corresponding to the second sun gear S2 corresponding to the fourth rotation element RE4 and the fifth rotation element RE5 in order from the left. The first sun gear S1 corresponding to the first carrier CA1, the second ring gear R2, and the seventh rotation element RE7 connected to each other corresponding to the first ring gear R1, the second carrier CA2, and the sixth rotation element RE6, respectively. These intervals are determined in accordance with the gear ratios ρ ₂ and ρ ₃ of the first planetary gear device 38 and the second planetary gear device 40, respectively. In the relationship between the vertical axes of the nomograph, when the distance between the sun gear and the carrier corresponds to “1”, the distance between the carrier and the ring gear corresponds to the gear ratio of the planetary gear unit.

  If expressed using the collinear diagram of FIG. 3, the power transmission device 10 of the present embodiment is the first rotation element RE1 (carrier CA0) of the power distribution mechanism 32 in the power distribution mechanism 32 (the continuously variable transmission 16). ) Is connected to the input shaft 14, that is, the engine 26, the second rotating element (sun gear S0) RE2 is connected to the first electric motor MG1, and the third rotating element (ring gear R0) RE3 is connected to the transmission member 20 and the second electric motor MG2. Thus, the rotation of the input shaft 14 is transmitted (inputted) to the stepped transmission unit 22 via the transmission member 20. At this time, the relationship between the rotational speed of the sun gear S0 and the rotational speed of the ring gear R0 is shown by an oblique line L0 passing through the intersection of the vertical line Y2 and the horizontal line X2.

  For example, in the continuously variable transmission unit 16, the first rotating element RE1 to the third rotating element RE3 are in a differential state in which they can rotate relative to each other, and are indicated by the intersections of the straight line L0 and the vertical line Y3. When the rotation speed of the ring gear R0 is substantially constant by being constrained by the vehicle speed V, the rotation of the sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is increased by controlling the rotation speed of the first electric motor MG1. Alternatively, when it is lowered, the rotational speed of the carrier CA0 indicated by the intersection of the straight line L0 and the vertical line Y2, that is, the engine speed Ne is raised or lowered. Further, by controlling the rotational speed of the first electric motor MG1 so that the speed ratio γ0 of the continuously variable transmission unit 16 is fixed to “1”, the rotation of the sun gear S0 is set to the same rotation as the engine speed Ne. The straight line L0 is made to coincide with the horizontal line X2, and the rotational speed of the ring gear R0, that is, the transmission member 20 is rotated at the same rotation as the engine speed Ne. Alternatively, the rotation of the sun gear S0 is made zero by controlling the rotation speed of the first electric motor MG1 so that the speed ratio γ0 of the continuously variable transmission unit 16 is fixed to a value smaller than “1”, for example, about 0.7. Then, the straight line L0 is in the state shown in FIG. 3, and the transmission member 20 is rotated at a speed higher than the engine speed Ne.

  In the stepped transmission unit 22, the fourth rotating element (second sun gear S2) RE4 is selectively connected to the transmission member 20 via the first clutch C1, and the fifth rotating element (first ring gear R1, second carrier) CA2) RE5 is coupled to the output shaft 24, and the sixth rotating element (first carrier CA1, second ring gear R2) RE6 is selectively coupled to the transmission member 20 via the second clutch C2 and the second brake B2. The seventh rotating element (first sun gear S1) RE7 is selectively connected to the case 12 via the first brake B1.

  As shown in FIG. 3, in the stepped transmission unit 22, the first clutch C1 and the second brake B2 are engaged, whereby a vertical line Y4 and a horizontal line X3 indicating the rotational speed of the fourth rotating element RE4 are obtained. An oblique straight line L1 passing through the intersection and the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y5 indicating the rotational speed of the fifth rotational element RE5 connected to the output shaft 24. The rotational speed of the output shaft 24 at the first speed (1st) is shown at the intersection with Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y5 indicating the rotational speed of the fifth rotating element RE5 connected to the output shaft 24. The rotation speed of the output shaft 24 at the second speed (2nd) is shown, and the fifth rotation connected to the output shaft 24 and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 24 of the third speed (3rd) is indicated by the intersection with the vertical line Y5 indicating the rotation speed of the element RE5, and is determined by engagement of the second clutch C2 and the first brake B1. The rotation speed of the output shaft 24 at the fourth speed (4th) is shown at the intersection of the straight line L4 and the vertical line Y5 indicating the rotation speed of the fifth rotation element RE5 connected to the output shaft 24.

FIG. 4 illustrates a signal input to the electronic control device 50 that is a control device for controlling the power transmission device 10 of the hybrid vehicle of this embodiment and a signal output from the electronic control device 50. The electronic control unit 50 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, various controls such as hybrid drive control relating to the engine 26, the first electric motor MG1 and the second electric motor MG2 and the shift control of the stepped transmission unit 22 are executed. As shown in FIG. 4, the electronic control device 50 includes a hybrid drive control electronic control device 50a that executes the hybrid drive control, and a first electric motor that is output from the hybrid drive control electronic control device 50a. a torque command signal SM ₁ and the motor electronic control unit 50b of the second electric motor torque command signal SM ₂ for controlling the first electric motor MG1 and the second electric motor MG2, engine torque output from the hybrid drive control electronic control unit 50a An engine electronic control unit 50c for controlling the engine 26 by a command signal SE is provided.

As shown in FIG. 4, the electronic control device 50 includes a signal indicating the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 24 detected by the vehicle speed sensor 52, for example, driving detected by the accelerator opening sensor 54. A signal indicating an accelerator opening Acc, which is an operation amount of an accelerator pedal (not shown) corresponding to a driver's output request amount, an operation amount of a brake pedal (not shown) corresponding to a driver's deceleration request amount detected by the brake sensor 56, for example, signal representing the amount of depression, the signal representing the shift position P _SH of the shift lever (not shown) which is detected by the shift position sensor 58, the rotational speed of the first motor MG1 that is detected by the first electric motor speed sensor 60 composed of a resolver ( First motor rotation speed) A signal representing N _M1 (rpm), a second motor rotation speed sensor 62 comprising a resolver, etc. Rotational speed of the second electric motor MG2 that is detected (second electric motor rotation speed) N _{M2 (rpm)} that is, the rotational speed (step-variable shifting portion input of the input shaft of the geared transmission unit 22 which is the rotational speed N ₂₀ of the transmitting member 20 The engine speed which is the rotational speed of the engine 26 detected by the engine rotational speed sensor 66, the signal representing the rotational speed N _OUT (rpm) of the output shaft 24 detected by the output shaft rotational speed sensor 64. A signal representing a number Ne (rpm) is supplied.

Further, as shown in FIGS. 4 and 5, the electronic control device 50 provides a control signal to the engine output control device 68 for controlling the output of the engine 26, for example, an electronic throttle valve provided in the intake pipe 70 of the engine 26. By a drive signal to the throttle actuator 74 for operating the throttle valve opening θ _TH of 72, a fuel supply amount signal for controlling the fuel supply amount to the cylinder of the engine 26 by the fuel injection device 76, or by the ignition device 78 An ignition signal for instructing the ignition timing of the engine 26, an instruction signal for instructing the operation of the first electric motor MG1 and the second electric motor MG2, and a hydraulic actuator for the hydraulic friction engagement device (clutch C, brake B) of the stepped transmission 22 Valve control signals for operating solenoid valves (solenoid valves) included in the hydraulic control circuit 80 to control Is output.

FIG. 5 is a functional block diagram illustrating a main part of a control function by the electronic control device 50 for controlling the power transmission device 10 of the hybrid vehicle of the present embodiment. In FIG. 5, the stepped shift control unit 82 functions as a shift control unit that shifts the stepped transmission unit 22. For example, the stepped shift control unit 82 uses, for example, an upshift line and a downshift that are stored in advance using the vehicle speed V shown in FIG. 6 and the output torque T _OUT (or the accelerator opening Acc) of the stepped shift unit 22 as variables. Whether or not to perform the shift of the stepped transmission unit 22 based on the vehicle state indicated by the required output torque of the stepped transmission unit 22 corresponding to the actual vehicle speed V, the accelerator opening degree Acc, and the like from the shift map having a line That is, that is, the gear position to be shifted by the stepped transmission unit 22 is determined, and the shift control of the stepped transmission unit 22 is executed so as to obtain the determined shift step.

  In addition, the stepped shift control unit 82 is a hydraulic friction engagement device (clutch C, brake B, etc.) that is involved in the shift of the stepped transmission unit 22 so that the shift stage is achieved according to the engagement table shown in FIG. ) Release and engagement commands (shift output command, hydraulic command), that is, the release side hydraulic friction engagement device involved in the shift of the stepped transmission 22 is released and the engagement side hydraulic friction is released. A command to execute clutch-to-clutch shift by engaging the engagement device is output to the hydraulic control circuit 80. In accordance with the command, the hydraulic control circuit 80 releases, for example, the release-side hydraulic friction engagement device and engages the engagement-side hydraulic friction engagement device so that the gear change of the stepped transmission unit 22 is performed. Then, the linear solenoid valve in the hydraulic control circuit 80 is operated to operate the hydraulic actuator of the hydraulic friction engagement device involved in the speed change.

  The hybrid control unit 84 functions as an engine drive control unit that controls the drive of the engine 26 via the engine output control device 68, and a driving force source or power generation by the first electric motor MG1 and the second electric motor MG2 via the inverter 34. A function as an electric motor operation control means for controlling the operation of the electric machine is included, and hybrid drive control by the engine 26, the first electric motor MG1, and the second electric motor MG2 is executed by these control functions. The hybrid control unit 84 executes the hybrid drive control or the like, that is, the normal time control when the stepped shift control unit 82 does not execute the shift control of the stepped transmission unit 22.

  For example, the hybrid control unit 84 controls the engine 26, the first electric motor MG1, and the second electric motor MG2 in consideration of the gear position of the stepped transmission unit 22 in order to improve power performance and fuel consumption. In such hybrid drive control, the engine rotational speed Ne determined for operating the engine 26 in an efficient operating range is matched with the vehicle speed V and the rotational speed of the transmission member 20 determined by the speed of the stepped transmission 22. Therefore, the continuously variable transmission 16 is caused to function as an electrical continuously variable transmission. In other words, the hybrid control unit 84 is experimentally obtained in advance so as to achieve both drivability and fuel efficiency during continuously variable speed travel within a two-dimensional coordinate system composed of, for example, the engine speed Ne and the engine torque Te. The engine 26 is operated while the operating point of the engine 26 (hereinafter referred to as “engine operating point”) is aligned with an optimal fuel consumption rate curve (fuel consumption map, relationship), which is a kind of operation curve of the engine 26 stored in advance. For example, the total shift of the power transmission device 10 is set so that the engine torque Te and the engine speed Ne for generating the engine output necessary for satisfying the target output (total target output, required driving force) are satisfied. A target value of the ratio γT is determined, and the gear ratio γ0 of the continuously variable transmission unit 16 is controlled in consideration of the gear position of the stepped transmission unit 22 so that the target value is obtained. It controls the barrel gear ratio γT within its shiftable change range. Here, the engine operating point is an operating point that indicates the operating state of the engine 26 in two-dimensional coordinates with the state quantity indicating the operating state of the engine 26 exemplified by the engine speed Ne and the engine torque Te as coordinate axes. is there.

Further, the hybrid control unit 84 determines whether the motor travel region or the engine travel region is based on the vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the power source switching diagram of FIG. Judgment is made and motor running or engine running is carried out.

  That is, the hybrid control unit 84 appropriately changes the driving state of the power source 42, that is, the driving state of the engine 26 according to the vehicle state during traveling, for example, motoring, engine load operation, engine no load operation, engine operation stop. Switch to one of the operating states. In the operating state of the power source 42, the motoring is an operating state in which the vehicle is driven using, for example, the second electric motor MG2 as a driving power source. During the motoring, fuel injection is stopped by the engine 26. Then, torque control is executed by the first electric motor MG1 so that the engine speed Ne is maintained at a predetermined value. The engine load operation is an operation state in which torque equal to or more than the friction of the engine 26 is output from the engine 26. The engine no-load operation is an operation state in which the torque corresponding to the friction of the engine 26 is output from the engine 26 to maintain the engine speed Ne at a predetermined value. The engine operation stop is an operation state in which the engine 26 is not rotating.

Engaging pressure control unit 86, the shift control of stepwise variable transmission section 22 is determined to be executed in the step-variable shifting control unit 82, FIG as the rotational speed N ₂₀ is a predetermined change of the transmission member 20 7 is a hydraulic friction engagement device that is involved in the shift of the stepped transmission unit 22 used in the hydraulic command output to the hydraulic control circuit 80 by the stepped shift control unit 82 based on the hydraulic pressure learning value map illustrated in FIG. The engagement hydraulic pressure of the clutch C and the brake B) is controlled. The predetermined change in the rotational speed N ₂₀ of the transmitting member 20, the rotational speed N ₂₀ of the vehicle speed V and the step-variable transmission portion 22 transmitting member 20 which is uniquely determined by the speed ratio γ of the ideal state Thus, for example, the rate of change N ₂₀ D (= dN ₂₀ / dt) of the rotational speed N ₂₀ of the transmission member 20 is such that the feeling of the transmission member 20 is good during the speed change of the stepped transmission unit 22. and rapid shifting response of the rate of change N _{20 D} increases the rotational speed N _20, moderate rate of change N _{20 D} of the rotational speed N ₂₀ of the transmitting member 20, such as shift shock is the easily suppressed decreases This change is experimentally determined and determined in advance so that a good speed change response can be achieved.

  FIG. 7 is an example of the hydraulic pressure learning value map, where (a) is distinguished for upshifting, and (b) is distinguished for downshifting. Further, the hydraulic pressure learning value map is classified (differentiated) by its magnitude as shown by engine torques 1 to 7, and each hydraulic pressure learning is distinguished for each type of shift such as 1 → 2, 2 → 3, etc. Consists of values. For example, in a 1 → 2 upshift of the engine torque 1, the hydraulic pressure learning value of the disengagement side hydraulic friction engagement device is Pb2u121, and the oil pressure learning value of the engagement side hydraulic friction engagement device is Pb1u121. The hydraulic pressure learning value map stores a default value of each hydraulic pressure learning value experimentally obtained in advance, and as engagement hydraulic pressure learning control of an engagement pressure learning control unit 88 described later is executed. Sequentially rewritten.

The hydraulic pressure learning value map in FIG. 7 is, for example, a hydraulic pressure learning value map that is used when the driving state of the power source 42 is in engine load operation, and the electronic control device 50 of this embodiment includes the power source. The hydraulic pressure learning value map corresponding to each of the operation states 42, that is, motoring, engine load operation, engine no load operation, and engine stop operation is stored. For this reason, when the engagement pressure control unit 86 determines that the shift control of the stepped transmission unit 22 has been executed by the stepped transmission control unit 82, the operating state of the power source 42 (motoring, engine load operation, engine (No load operation, engine operation stop) is determined, and the engagement hydraulic pressure of the hydraulic friction engagement device (clutch C, brake B) is controlled based on the hydraulic pressure learning value map corresponding to the operation state. In the operating state of the power source 42, whether or not the operating state is motoring is determined based on a motor travel command signal output from the electronic control unit 50. Further, for example, based on the actual throttle valve opening degree θ _TH and the engine speed Ne from the relationship that is obtained experimentally in advance and stored between the engine speed Ne and the estimated engine torque using the throttle valve opening degree θ _TH as a parameter. It is then determined whether the operating state is engine load operation or engine no load operation. Further, whether or not the operating state is engine operation stop is determined by whether or not the engine speed Ne is substantially zero.

When it is determined by the stepped shift control unit 82 that the shift control of the stepped transmission unit 22 has been executed, the engagement pressure learning control unit 88 performs, for example, the learning parameter A, shown in FIGS. Engagement oil pressure learning control that measures B (sec) and corrects the oil pressure learning value of the oil pressure learning value map shown in FIG. 7 using the learning parameters A and B (sec), that is, the speed change state of the stepped transmission 22. Engagement oil pressure learning control is performed to correct the engagement oil pressure of the hydraulic friction engagement device (clutch C, brake B) by learning so as to be maintained. The learning parameter A (sec) is, for example, the time from the start of shifting to the start of inertia phase, as shown in FIGS. The shift start is, for example, when the shift control of stepwise variable transmission section 22 in the step-variable shifting control portion 82 is executed, the inertia phase starts, the rotation speed N _M2 of the second electric motor MG2 at the shift start it is when the predetermined change amount increases or decreases from the rotation speed N _M2 of the second electric motor MG2. Further, the learning parameter B (sec), as shown in FIG. 9, when the shift control of the stepwise variable transmission portion 22 is a downshift control, for example, the rotation speed N _M2 i.e. a step-variable of the second electric motor MG2 a undershoot of time the rotational speed N ₂₀ of the input shaft of the transmission unit 22 transmitting member 20, as shown in FIG. 11, when the shift control of the stepwise variable transmission portion 22 is upshift control, For example, it is the time of overshoot of the rotational speed N _M2 of the second electric motor MG2, that is, the rotational speed N ₂₀ of the transmission member 20 that is the input shaft of the stepped transmission unit 22. The time of the undershoot, the rotational speed N _M2 of the rotational speed N _M2 is the second motor MG2 then decreased from the rotational speed N _M2 at the shift start of the second electric motor MG2 during the shift the beginning of the second electric motor MG2 It is time to exceed. The time of the overshoot, the rotation speed N _M2 of the second electric motor MG2 rotational speed N _M2 is at increased then the shift start from the rotational speed N _M2 of the second electric motor MG2 during the shift the beginning of the second electric motor MG2 It is time until it falls below.

  Further, the engagement pressure learning control unit 88 measures the learning parameter A (sec), and based on the learning parameter A (sec), the engagement side hydraulic friction engagement device of the hydraulic pressure learning value map shown in FIG. Apply oil pressure learning control for correcting the oil pressure learning value of (clutch C, brake B), that is, learning the supply pressure (apply oil pressure) of the engagement hydraulic friction engagement device based on the learning parameter A (sec) When the learning parameter B (sec) is measured, the hydraulic pressure learning value of the release side hydraulic friction engagement device (clutch C, brake B) of the hydraulic pressure learning value map shown in FIG. 7 based on the learning parameter B (sec) , That is, drain hydraulic pressure learning control for learning the discharge pressure (drain hydraulic pressure) of the release hydraulic friction engagement device based on the learning parameter B (sec). In other words, the engagement pressure learning control unit 88 executes the engagement oil pressure learning control including the apply oil pressure learning control and the drain oil pressure learning control. In the engagement oil pressure learning control, the engagement oil pressure is corrected by learning as described above. The engagement oil pressure shown here is, for example, the engagement side hydraulic friction engagement device and the release side hydraulic friction device. The hydraulic pressures respectively act on the hydraulic actuators of the engagement device, and include the supply pressure and the discharge pressure. Further, in the apply hydraulic pressure learning control, the hydraulic pressure learning value is corrected so that the supply pressure of the engagement side hydraulic friction engagement device becomes higher at the next shift as the learning parameter A (sec) is larger. As the parameter A (sec) is smaller, the hydraulic pressure learning value is corrected so that the supply pressure of the engagement-side hydraulic friction engagement device becomes lower at the next shift. In the drain oil pressure learning control, the oil pressure learning value is corrected so that the discharge pressure of the disengagement hydraulic friction engagement device increases at the next shift as the learning parameter B (sec) increases. The hydraulic pressure learning value is corrected so that the discharge pressure of the release-side hydraulic friction engagement device becomes lower at the next shift as B (sec) is smaller.

  When it is determined by the stepped shift control unit 82 that the shift control of the stepped transmission unit 22 is executed, the learning prohibition unit 90 determines that the driving state of the power source 42 is motoring, engine load operation, engine no load operation. It is determined whether the engine is in one of the engine stoppages, and the operation state of the power source 42 is determined during the shift control of the stepped transmission 22, that is, during the shift of the stepped transmission 22. It is determined whether or not switching has occurred from any one of the motoring, engine load operation, engine no load operation, and engine operation stop to another operation state. For example, when the learning prohibition unit 90 determines that the stepped shift control unit 82 performs the shift control of the stepped transmission unit 22, the operation state of the power source 42 changes from motoring to engine load operation, engine no operation. It is determined whether or not switching has occurred in either load operation or engine operation stop, or whether or not switching has occurred in motoring from any of engine load operation, engine no-load operation, or engine operation stop.

  In addition, the engagement pressure learning control unit 88 is configured so that the operation state of the power source 42 is any of motoring, engine load operation, engine no load operation, and engine operation stop during the shift of the stepped transmission unit 22 by the learning prohibition unit 90. If it is determined that the operation state has been switched from one operation state to another operation state, the engagement oil pressure learning control, that is, the apply oil pressure learning control and the drain oil pressure learning control are prohibited. For example, it is prohibited to correct the oil pressure learning value of the oil pressure learning value map using the learning parameters A and B (sec) measured during the shift control of the stepped transmission unit 22. In the engagement pressure learning control unit 88, when the stepped transmission unit 22 is shifting, for example, when the change amount of the operation amount of the accelerator pedal or the brake pedal is within a predetermined range, and the driver's request is substantially constant. The engagement hydraulic pressure learning control is executed, but when the driver's request changes, the engagement hydraulic pressure learning control is prohibited.

  FIG. 8 shows the correction of the oil pressure learning value in the oil pressure learning value map shown in FIG. 7 using the learning parameters A and B (sec) measured when the gear change is performed by the stepped transmission unit 22 in the electronic control unit 50. It is a flowchart explaining an example of the control action | operation of the engagement hydraulic pressure learning control. 9 to 12 are time charts when the control operation shown in the flowchart of FIG. 8 is executed. The time chart of FIG. 9 is a time chart when the power OFF down shift control is executed during regeneration without switching the operation state of the power source 42 during the shift. The time chart of FIG. 10 shows the time when the driving state of the power source 42 is switched when the power OFF down shift control is being executed during regeneration and the driving state is switched from engine-unloaded operation to motoring. It is a chart. The time chart of FIG. 11 is a time chart in the case where the operation state of the power source 42 is not switched during the shift and the power OFF up shift control is executed during the regeneration in the engine no-load operation. The time chart of FIG. 12 shows a case where the driving state of the power source 42 is switched when the power-off upshift control is being executed during regeneration, and the driving state is switched from the engine no-load operation to the engine load operation. It is a time chart.

  First, in step (hereinafter, step is omitted) S1 corresponding to the stepped transmission control unit 82, it is determined whether or not the shift control of the stepped transmission unit 22 has been executed. When the determination of S1 is negative, S2 corresponding to the hybrid control unit 84 is executed, but when the determination is affirmative (time ta1 in FIGS. 9 and 10 and time tb1 in FIGS. 11 and 12). S3 corresponding to the learning prohibition unit 90 is executed. In S2, the hybrid drive control by the engine 26, the first electric motor MG1, and the second electric motor MG2 or the like, that is, the normal time control is executed.

  In S3, it is determined whether the operating state of the power source 42 is any one of motoring, engine load operation, engine no-load operation, and engine operation stop.

  Next, in S4 corresponding to the learning prohibition unit 90, any one of the motoring, engine load operation, engine no load operation, and engine operation stop determined in S3 is performed during the shift. It is determined whether or not the operation state has been switched. If the determination in S4 is negative, S5 corresponding to the engagement pressure learning control unit 88 is executed, but if the determination is affirmative (time ta2 in FIG. 10, time tb2 in FIG. 12), S6 corresponding to the combined pressure learning control unit 88 is executed.

  In S5, the learning parameters A and B (sec) shown in the time charts of FIGS. 9 and 11 are measured, and the learning of the oil pressure learning value map as shown in FIG. 7 is performed using the learning parameters A and B (sec). Engagement hydraulic pressure learning control for correcting the value is performed. The learning parameter A (sec) is the time from the time point ta1 to the time point ta3 when the inertia phase starts in the time chart of FIG. 9, and the inertia phase starts from the time point tb1 in the time chart of FIG. This is the time (sec) until tb3.

  In S6, the learning parameters AD and BD (sec) shown in the time charts of FIGS. 10 and 12 are measured, and the learning of the oil pressure learning value map as shown in FIG. 7 is performed using the learning parameters AD and BD (sec). Engagement hydraulic pressure learning control for correcting the value is prohibited. The learning parameter AD (sec) is the time from the time point ta1 to the time point ta3D when the inertia phase starts in the time chart of FIG. 10, and the inertia phase starts from the time point tb1 in the time chart of FIG. This is the time (sec) until tb3D.

In the electronic control unit 50 of this embodiment, when the determination of S4 is negative, that is, when the operation state of the power source 42 is not switched when the shift control of the stepped transmission unit 22 is being executed, 9, the time from when it is determined that the shift control of the stepped transmission unit 22 has been executed (time ta1 in FIG. 9) to the start of the inertia phase (time ta3 in FIG. 9), that is, the learning parameter Apply hydraulic pressure learning control for correcting the hydraulic pressure learning value of the engagement side hydraulic friction engagement device (clutch C, brake B) of the hydraulic pressure learning value map as shown in FIG. runs, time or learning parameters B (sec) hydraulic learning value map of the disengagement-side friction engagement device such as shown in FIG. 7, for example using the undershoot of the rotational speed N _M2 of the second electric motor MG2 (clutch C , Blur Drain oil pressure learning control for correcting the hydraulic pressure learning value of key B) is performed in the S5. Further, when the determination in S4 is affirmative, that is, when the operation state of the power source 42 is switched from, for example, engine no-load operation to motoring when the shift control of the stepped transmission unit 22 is being executed, FIG. As shown in the time chart of FIG. 10, when the operating state is switched from engine no-load operation to motoring, the engine speed Ne increases and acts on the transmission member 20 that is the input shaft of the stepped transmission unit 22. The inertia torque increases, and the timing of starting the inertia phase is earlier than when the operating state of the power source 42 cannot be switched. For this reason, the learning parameters AD and BD (sec) shown in the time chart of FIG. 10 have a greater influence than the learning parameters A and B (sec). However, if the determination in S4 is affirmative, in S6, the engagement hydraulic pressure for correcting the hydraulic pressure learning value of the hydraulic pressure learning value map as shown in FIG. 7 using the learning parameters AD and BD (sec). Since the learning control is prohibited, it is possible to maintain a suitable shift state when executing the next shift control of the stepped transmission unit 22. Note that the broken lines shown in the second motor rotation speed N _M2 , the first motor torque, the second motor torque, and the peller shaft torque in the time chart of FIG. It is. Further, the learning parameter AD (sec) is a smaller value than the learning parameter A (sec), and the learning parameter BD (sec) is smaller than the learning parameter B (sec) and substantially zero.

Further, in the electronic control device 50 of the present embodiment, when the determination of S4 is negative, that is, when the operation state of the power source 42 is not switched when the shift control of the stepped transmission unit 22 is being performed. As shown in the time chart of FIG. 11, the time from when it is determined that the shift control of the stepped transmission unit 22 has been executed (time tb1 in FIG. 11) to the start of the inertia phase (time tb3 in FIG. 11), The applied oil pressure learning control for correcting the oil pressure learning value of the engagement side hydraulic friction engagement device (clutch C, brake B) of the oil pressure learning value map as shown in FIG. 7, for example, using the learning parameter A (sec) is described above. S5 is executed, the time or the learning parameter B (sec) hydraulic learning value map of the disengagement-side friction engagement device such as shown in FIG. 7, for example using the overshoot of the rotational speed N _M2 of the second electric motor MG2 ( Kula Ji C, drain oil pressure learning control for correcting the hydraulic pressure learning value of the brake B) is performed in the S5. When the determination in S4 is affirmative, that is, when the operation state of the power source 42 is switched from, for example, engine no-load operation to engine load operation when the shift control of the stepped transmission unit 22 is being performed, As shown in the time chart of FIG. 12, when the operation state is switched from the engine no-load operation to the engine load operation, the engine speed Ne is reduced and the transmission member 20 that is the input shaft of the stepped transmission unit 22 is reduced. The acting inertia torque is reduced, and the timing of starting the inertia phase is earlier than when the operating state of the power source 42 cannot be switched. For this reason, the learning parameters AD and BD (sec) shown in the time chart of FIG. 12 have a greater influence than the learning parameters A and B (sec). However, if the determination in S4 is affirmative, in S6, the engagement hydraulic pressure for correcting the hydraulic pressure learning value of the hydraulic pressure learning value map as shown in FIG. 7 using the learning parameters AD and BD (sec). Since the learning control is prohibited, it is possible to maintain a suitable shift state when executing the next shift control of the stepped transmission unit 22. In addition, the broken line which shows the 2nd motor rotation speed _NM2 , the peller shaft torque, the 2nd motor torque, and the 1st motor torque of the time chart of FIG. 12 is a measured value of the time chart of FIG. Further, the learning parameter AD (sec) is a smaller value than the learning parameter A (sec), and the learning parameter BD (sec) is smaller than the learning parameter B (sec) and substantially zero.

  As described above, according to the electronic control unit 50 of the power transmission device 10 of the present embodiment, the operating state of the power source 42 is motoring, engine load operation, engine no load during gear shifting at the stepped transmission unit 22. When the operation state is switched from one of the operation and engine operation stop to another operation state, the engagement hydraulic pressure learning control is prohibited. For this reason, the operating state of the power source 42 is switched from any one of motoring, engine load operation, engine no load operation, and engine operation stop to another operation state, and the input shaft of the stepped transmission unit 22 is changed. When the torque change acts on the transmission member 20 and affects the learning parameter AD, BD (sec) of the engagement hydraulic pressure learning control, the engagement hydraulic pressure learning control is prohibited and the learning parameter AD, Since BD (sec) is not used, the accuracy of the engagement hydraulic pressure learning control is preferably improved.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the power transmission device 10 of the hybrid vehicle has two electric motors, that is, the first electric motor MG1 and the second electric motor MG2. The present invention may be applied to a power transmission device.

  In the above-described embodiment, the power source 42 is switched to four operating states of motoring, engine load operation, engine no load operation, and engine stop, but the power source 42 has at least two operation states. It is not always necessary to switch to the four operating states. In the above-described embodiment, the oil pressure learning value map is provided for each of the four operating states, i.e., motoring, engine load operation, engine no load operation, and engine stop, but at least one of these four operation states is provided. An oil pressure learning value map may be provided.

In the above-described embodiment, the learning parameter A (sec) is the time from the execution of the shift control of the stepped transmission unit 22 to the start of the inertia phase, but is a predetermined timing predetermined experimentally. It may be the time from the start of inertia phase to the start of inertia phase. Further, the learning parameter B (sec) has been an undershoot or overshoot time the rotational speed N ₂₀ of the input shaft is transmitting member 20 of the rotation speed N _M2 i.e. step-variable shifting portion 22 of the second electric motor MG2 The magnitude of the undershoot or overshoot may be used as the learning parameter B, and the integrated value of the undershoot or overshoot may be used as the learning parameter B.

  In the above-described embodiment, the engagement pressure learning control unit 88 executes the apply oil pressure learning control and the drain oil pressure learning control which are the engagement oil pressure learning control. Either the apply hydraulic pressure learning control or the drain hydraulic pressure learning control may be executed.

  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.

10: Power transmission device (vehicle power transmission device)
18: Drive wheel 22: Stepped transmission (stepped transmission)
42: Power source 50: Electronic control device (control device)
88: Engagement pressure learning control unit 90: Learning prohibition unit

Claims (1)

A power source for switching the driving state, and a stepped transmission that forms part of a power transmission path from the power source to the drive wheels and that performs a shift by releasing and engaging the hydraulic engagement device. And a vehicular power transmission device that executes engagement hydraulic pressure learning control for correcting the engagement hydraulic pressure of the hydraulic engagement device by learning so as to maintain the shift state of the stepped transmission. And
A control device for a vehicle power transmission device, wherein the engagement hydraulic pressure learning control is prohibited when the operating state of the power source is switched during a shift in the stepped transmission.

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