JP2019019910A - Gear change control device of automatic transmission for vehicle - Google Patents

Abstract

To suppress an incongruity imparted to a driver due to a gear change shock or the like at a gear change of a mechanical stepped gear change part, in an automatic transmission for a vehicle having an electric stepless gear change part and the mechanical stepped gear change part.SOLUTION: Since a gear change command output of a simulative gear stage is delayed so that gear changes of both the gear change control of the simulative gear stage and the gear change control of an AT gear stage are synchronously performed at a simultaneous gear change at which the gear change control of the simulative gear stage and the gear change control of the AT gear stage are overlapped on each other (time t4), gear changes of both the gear change control are synchronously performed irrespective of a difference between gear change response times tri, trm, an incongruity imparted to a driver caused by a gear change shock or the like can be suppressed, and drivability is improved. When the simulative gear stage is down-gear changed, since a gear change command for performing a divided gear change is outputted to an intermediate simulative gear stage prior to an output of the down-gear change command (time t1), and the down-gear change is precedingly performed up to the intermediate simulative gear stage, an engine rotation speed ωe can be thus quickly accelerated, responsiveness is improved, and hesitation is suppressed.SELECTED DRAWING: Figure 12

Description

  The present invention relates to a shift control device for an automatic transmission for a vehicle, and more particularly to a shift control device for an automatic transmission for a vehicle including an electric continuously variable transmission unit and a mechanical stepped transmission unit in series.

  (a) an electric continuously variable transmission unit capable of steplessly changing the rotational speed of the drive source by torque control of the differential rotating machine and transmitting it to the intermediate transmission member; and (b) driving the intermediate transmission member and the intermediate transmission member. A vehicle having a mechanical stepped transmission that is disposed between the wheels and that can mechanically establish a plurality of AT gear stages having different transmission speed ratios of the intermediate transmission member with respect to the output rotation speed. Automatic transmissions are known. The device described in Patent Document 1 is an example thereof, and the drive source rotational speed is maintained substantially constant in order to suppress the occurrence of a shift shock due to the rotational speed change in the inertia phase during the shift of the mechanical stepped transmission unit. A technique for starting the inertia phase of the mechanical stepped transmission unit by shifting the electric continuously variable transmission unit while maintaining the state is described.

JP 2006-321392 A

  However, even in such a shift control device, it is difficult to completely prevent a shift shock, and since the drive source rotational speed is substantially constant, even a slight shock may cause the driver to feel uncomfortable. .

  The present invention has been made in the background of the above circumstances, and an object thereof is to provide a mechanical stepped transmission unit in an automatic transmission for a vehicle having an electric continuously variable transmission unit and a mechanical stepped transmission unit. It is to further suppress the uncomfortable feeling caused to the driver by a shift shock or the like during the shift.

  In order to achieve such an object, the present invention provides (a) an electric continuously variable transmission capable of steplessly changing the rotational speed of a drive source by torque control of a differential rotating machine and transmitting it to an intermediate transmission member. And (b) mechanically establishing a plurality of AT gear stages disposed between the intermediate transmission member and the drive wheel and having different transmission gear ratios of the intermediate transmission member with respect to the output rotational speed. In a vehicle automatic transmission shift control device having a mechanical stepped transmission unit capable of: (c) a plurality of simulations having different gear ratios of the drive source rotational speed to the output rotational speed of the mechanical stepped transmission unit A simulated stepped transmission control unit that controls the electric continuously variable transmission unit to establish a gear stage, and (d) the simulated stepped transmission control unit includes (d-1) the simulated gear stage At the same time when the gear shift control overlaps the gear shift control of the AT gear stage, A synchronous shift control unit that delays the shift command output of the simulated gear stage with respect to the shift command output of the AT gear stage so that the two gears are synchronized in spite of the difference between them, and (d-2) When the downshift of the simulated gear stage is performed by the synchronous shift control unit, prior to the downshift command output, it is divided into an intermediate simulated gear stage between the target simulated gear stage of the downshift command and the current simulated gear stage. A split transmission unit that outputs a shift command for shifting.

  Note that the synchronization of the shift of the simulated gear stage and the shift of the AT gear stage means that at least a part of the inertia phase at the time of both shifts (a time zone in which the rotation speed of the input side member changes according to the change of the transmission ratio). It is to overlap. The shift response time is a delay time from the shift command output to the start of the inertia phase.

  In such a transmission control device for an automatic transmission for a vehicle, a plurality of simulated gear stages having different gear ratios of the drive source rotational speed to the output rotational speed of the mechanical stepped transmission unit are established by the electric continuously variable transmission unit. Therefore, the drive source rotation speed can be changed stepwise during the shifting of the simulated gear stage, and the same transmission feeling as that of the mechanical stepped transmission can be obtained as a whole of the transmission. Further, when the shift control of the simulated gear stage overlaps with the shift control of the AT gear stage, the shift command output of the simulated gear stage is delayed so that the two gears are synchronized with each other. Regardless of the speed change, the two gears are synchronized with each other, and the uncomfortable feeling given to the driver by a shift shock or the like is suppressed, thereby improving the drivability. That is, since the shift response time of the electric continuously variable transmission unit is shorter than the shift response time of the mechanical stepped transmission unit, if both shift commands are output simultaneously, the drive associated with the shift of the electric continuously variable transmission unit There is a possibility that the change in the rotation speed of the source and the change in the rotation speed of the intermediate transmission member associated with the shift of the mechanical stepped transmission unit are shifted, causing the driver to feel uncomfortable. Further, when the shift of the simulated gear stage and the AT gear stage are synchronized in this manner, the mechanical stepped transmission unit is shifted with a change in the rotational speed of the drive source. Even if there is a shift shock at the time of shifting of the step shifting portion, it is difficult for the driver to feel uncomfortable.

  On the other hand, if the shift of the simulated gear stage is performed in synchronism with the shift of the AT gear stage at the same time as described above, for example, the downshift is automatically performed when the accelerator is depressed, or the driver's shift lever When shifting down manually according to manual operation, etc., the time required to actually start shifting down and the rotational speed change (inertia phase) of the drive source starts increases. Feeling). For example, during tip-in acceleration that changes from the driven state to the driven state, a smoothing process is performed on the rise of the drive source torque in order to suppress the occurrence of rattling noise, etc., and the AT gear stage waits for the rise of the torque. When the gear shift command is output, or when the oil pressure of the hydraulic oil is high and the oil pressure is high in a mechanical stepped transmission where the AT gear stage is shifted by a hydraulic friction engagement device, the actual inertia phase, etc. Since the start of the gear shift is delayed, the hesitation is more strongly felt when the shift of the simulated gear stage is also slowed accordingly. In addition, hesitation is easily felt even when the driver demands acceleration. On the other hand, in the present invention, when the simulated gear stage is shifted down by the synchronous shift control unit, a split transmission unit that outputs a shift command to shift to the intermediate simulated gear stage before the down shift command output is provided. Since the downshift is performed up to the intermediate simulation gear stage, the drive source rotational speed can be quickly increased, and the response is improved and hesitation is suppressed.

It is a figure explaining the schematic structure of the vehicle drive device with which the vehicle to which this invention is applied was provided, and is a figure explaining the principal part of the control function for various controls in a vehicle, and a control system. 2 is an engagement operation table for explaining a plurality of AT gear stages of the mechanical stepped transmission unit of FIG. 1 and an engagement device that establishes the AT gear stages. FIG. 2 is a collinear diagram showing a relative relationship of rotational speeds of rotary elements in the electric continuously variable transmission unit and the mechanical stepped transmission unit of FIG. 1. It is a circuit diagram explaining the hydraulic control circuit regarding clutch C1, C2 and brake B1, B2 of a mechanical stepped transmission part. It is a figure explaining an example of the some simulated gear stage at the time of carrying out the step-variable transmission of the electric continuously variable transmission part of FIG. It is a figure explaining an example of the gear stage allocation table which allocated the some simulation gear stage to the some AT gear stage. It is the figure which illustrated on the nomograph the simulation 4th gear stage-simulation 6th gear stage established at the time of AT 2nd gear stage. It is a figure explaining an example of the simulation gear stage shift map used for the shift control of a some simulation gear stage. 2 is a flowchart for specifically explaining the operation of a split transmission unit and a synchronous transmission control unit provided in the simulated stepped transmission control unit of FIG. 1. FIG. 6 is a diagram illustrating on a nomograph a down shift from a simulated 7th gear to a simulated 4th gear and a down shift from an AT 3rd gear to an AT 2nd gear. It is the figure which illustrated the shift permission range at the time of upshift of a simulation gear stage, and a downshift for every AT gear stage. FIG. 10 is an example of a time chart for explaining changes in the operating state of each part when the simulated gear stage is shifted down from the seventh speed to the fourth speed through the sixth speed in accordance with the flowchart of FIG. 9. FIG. 10 is an example of a time chart for explaining changes in the operating state of each part when the simulated gear stage is shifted down from the seventh speed to the fourth speed through the fifth speed in accordance with the flowchart of FIG. 9. FIG. 10 is an example of a time chart for explaining changes in the operating state of each part when the simulated gear stage is immediately downshifted from the seventh speed to the fourth speed without waiting for the shift of the AT gear stage according to the flowchart of FIG. 9.

  As the drive source, an engine such as an internal combustion engine that generates power by burning fuel or an electric motor is preferably used. The electric continuously variable transmission unit is configured to have a differential mechanism such as a planetary gear device, for example, but it is also possible to use a counter-rotor motor having an inner rotor and an outer rotor, and either of these rotors is used. A drive source is connected, and an intermediate transmission member is connected to the other. The counter-rotor motor can selectively output a power running torque and a regenerative torque like a motor generator, and also functions as a differential rotating machine. The drive source and the intermediate transmission member are connected to the differential mechanism and the like via a clutch, a transmission gear, and the like as necessary. The intermediate transmission member is connected to a traveling drive rotating machine directly or via a transmission gear or the like as necessary.

  As the differential mechanism of the electric continuously variable transmission unit, a single planetary gear device of a single pinion type or a double pinion type is preferably used. This planetary gear device includes three rotating elements, a sun gear, a carrier, and a ring gear. In a collinear diagram in which these rotational speeds can be connected by a single straight line, for example, the rotational speed located in the middle is A drive source is connected to an intermediate rotating element (a carrier of a single pinion type planetary gear unit, a ring gear of a double pinion type planetary gear unit), and a differential rotating machine and an intermediate transmission member are connected to the rotating elements at both ends. An intermediate transmission member may be coupled to the intermediate rotation element. These three rotating elements may always be capable of differential rotation, but any two can be integrally connected by a clutch so that they can be integrally rotated according to the operating state, or for differential use. It is also possible to limit the differential rotation by making it possible to stop the rotation of the rotating element connected to the rotating machine by a brake. A differential mechanism in which a plurality of planetary gear devices are combined may be employed.

  The rotating machine is a rotating electric machine, and specifically, a motor generator that can alternatively use the functions of an electric motor, a generator, or both. A generator can be adopted as the differential rotator and an electric motor can be adopted as the traveling drive rotator. However, when various operating conditions are assumed, either the differential rotator or the traveling drive rotator can be used. It is also desirable to use a motor generator.

  As the mechanical stepped transmission unit, a planetary gear type or a parallel shaft type transmission is widely used. For example, when a plurality of hydraulic friction engagement devices are engaged and released, a plurality of gear stages (AT (Gear stage) is established. The plurality of AT gears are suitably forward gears, but may be reverse gears.

  The plurality of simulated gears are established by controlling the drive source rotational speed according to the output rotational speed so that the respective gear ratios can be maintained. However, each gear ratio is not necessarily the AT gear of the mechanical stepped transmission unit. It does not have to be a constant value as in the stage, and may be changed within a predetermined range, or may be limited by an upper limit or a lower limit of the rotation speed of each part. It is desirable that the plurality of simulated gears be shifted in accordance with predetermined simulated gear shift conditions. As the simulated gear shift conditions, for example, a shift map such as an up shift line or a down shift line determined in advance using the vehicle operating state such as output rotation speed and accelerator operation amount as parameters is appropriate. Alternatively, the gear may be shifted according to the driver's shift request by a shift lever, an up / down switch, or the like. The split transmission unit relates to the down shift, but the simulated stepped shift control unit and the synchronous shift control unit may be applied to both the up shift and the down shift, or may be applied only to the down shift. That is, a simulated stepped shift may be performed for the down shift, and a continuously variable shift may be performed for the up shift. Moreover, it is not always necessary to perform the simulated stepped shift, and the simulated stepped shift may be performed only under certain conditions such as a sports driving mode. The split transmission unit performs the split shift to the intermediate simulated gear stage at least at the time of the down shift, but may also perform the split shift to the intermediate simulated gear stage at the time of the up shift.

  The number of stages of the plurality of simulated gear stages is preferably equal to or greater than the number of stages of the plurality of AT gear stages. For example, each of the AT gear stages is assigned so as to establish one or a plurality of simulated gear stages. The speed change condition is desirably determined so that the speed change is performed at the same timing as the speed change timing of the simulated gear. In this way, since the gear step of the mechanical stepped transmission is performed with a change in the rotational speed of the drive source, even if there is a shift shock during the shift of the mechanical stepped transmission unit, the driver feels uncomfortable. It becomes difficult. The number of simulated gears is suitably at least twice (for example, about 2 to 3 times) the number of AT gears. The AT gear stage shift is performed so that the rotation speed of the intermediate transmission member and the traveling drive rotating machine connected to the intermediate transmission member is maintained within a predetermined rotation speed range. The rotational speed of the drive source is maintained within a predetermined rotational speed range, and the number of stages is appropriately determined. In the case of a general vehicle, the number of stages of the AT gear stage is, for example, from 2nd speed to The range of about 6th speed is appropriate, and the number of simulated gears is, for example, about 5th to 12th speed.

  The simultaneous shift in which the shift control of the simulated gear stage overlaps with the shift control of the AT gear stage is performed when the shift determination of the simulated gear stage is made in addition to the case where the shift determination is performed simultaneously according to common shift conditions (shift map, etc.). It may be a case where the shift control of the AT gear stage is already being executed. Synchronous shift control in which the shift of the simulated gear stage and the shift of the AT gear stage are performed in synchronism is the inertia phase (the time during which the rotational speed of the input side member changes according to the change in the gear ratio). In this control, the shift command output of the simulated gear stage is delayed so that at least a part of the band) overlaps. The timing at which the delay of the shift command output is released, that is, the timing at which the shift command is output is determined, for example, by an experiment or simulation in advance in accordance with the difference between the shift response times of the two gears. It is possible to determine whether or not the predetermined delay time has been reached, but it is possible to detect the start of the inertia phase from the change in the rotational speed of the intermediate transmission member during the shift of the AT gear stage, or to determine the hydraulic pressure of the friction engagement device that performs the shift. The determination may be made by detecting the degree of progress of the shift from the combined torque or the like.

  The split transmission unit includes, for example, (a) a split shift determination unit that determines whether or not to perform a split shift to the intermediate simulated gear according to a predetermined split condition, and (b) an accelerator opening (operation amount), etc. An intermediate simulated gear stage setting unit that sets an intermediate simulated gear stage according to the vehicle state; and (c) a split shift that outputs a shift command to the intermediate simulated gear stage at a predetermined timing after the determination of the shift of the simulated gear stage. And an output unit. The division condition is determined based on, for example, whether or not the driver may feel hesitation, and specifically, during tip-in acceleration when changing from the driven state to the driven state, or the hydraulic friction engagement device For example, when the temperature of the hydraulic oil is low, or the amount of change in the accelerator opening that can be determined that the driver's acceleration request is large is greater than or equal to a predetermined value. The intermediate simulation gear stage setting unit is configured to set an optimal intermediate simulation gear stage according to the accelerator opening corresponding to the driver's output request amount, for example, at low oil temperature or when the battery is limited. If the controllability of the shift control is poor, such as when the output of the dynamic rotating machine is limited, and a shift shock is likely to occur, the range of the intermediate simulated gear stage that can be set so as to suppress the shift shock may be limited. . The limit of the intermediate simulated gear stage is determined, for example, in relation to the AT gear stage. The output timing of the shift command to the intermediate simulated gear stage by the split shift output unit is appropriate, for example, immediately after the shift determination of the simulated gear stage is made. It can be appropriately determined according to the elapsed time after the determination.

  The split transmission unit may only execute the split shift to the intermediate simulated gear stage under a predetermined condition as described above. However, the split shift unit performs the jump shift of the simulated gear stage at the time of simultaneous downshift with the AT gear stage. When performing, it may always shift to the target simulated gear stage through the intermediate simulated gear stage by the split transmission unit. Although it is desirable to set the intermediate simulated gear according to the vehicle state such as the accelerator opening, for example, a simulated gear that is one higher than the target simulated gear or a simulated gear that is one lower than the current simulated gear A certain simulated gear stage may be determined in advance. The number of intermediate simulated gears by the divided transmission unit may be one, but a plurality of intermediate simulated gears may be set so as to be divided into three or more stages and downshifted in stages.

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 vehicle drive device 12 provided in the vehicle 10 and a diagram illustrating a main part of a control system for various controls in the vehicle 10. In FIG. 1, the vehicle drive device 12 includes an engine 14 and an engine 14 disposed on a common axis in a transmission case 16 (hereinafter referred to as a case 16) as a non-rotating member attached to the vehicle body. An electric continuously variable transmission 18 that is connected directly or indirectly via a damper (not shown) and a mechanical stepped transmission 20 that is connected to the output side of the electrical continuously variable transmission 18 are provided in series. ing. The vehicle drive device 12 includes an output shaft 22 that is an output rotating member of the mechanical stepped transmission 20, a differential gear device 24 that is connected to the output shaft 22, and a pair that is connected to the differential gear device 24. The axle 26 and wheels 28 are provided. In the vehicle drive device 12, power output from the engine 14 and the second rotating machine MG <b> 2 (when not specifically distinguished, torque and force are also synonymous) is transmitted to the mechanical stepped transmission unit 20 and the mechanical stepped portion. It is transmitted from the transmission 20 to the drive wheel 28 via the differential gear device 24 and the like. The vehicle drive device 12 is preferably used in, for example, an FR (front engine / rear drive) type vehicle that is vertically installed in the vehicle 10. The electric continuously variable transmission 18 and the mechanical stepped transmission 20 and the like are configured substantially symmetrically with respect to the rotational axis (the above-mentioned common axis) of the engine 14 and the like. In FIG. The lower half of the axis is omitted.

  The engine 14 is a driving source for traveling the vehicle 10, and is a known internal combustion engine such as a gasoline engine or a diesel engine. The engine 14 controls the engine torque Te by controlling the operating state such as the throttle valve opening, the intake air amount, the fuel supply amount, the ignition timing and the like by the electronic control unit 80. In this embodiment, the engine 14 is connected to the electric continuously variable transmission 18 without a fluid transmission such as a torque converter or a fluid coupling.

  The electric continuously variable transmission unit 18 mechanically divides the power of the first rotating machine MG1 and the engine 14 into the first rotating machine MG1 and an intermediate transmission member 30 that is an output rotating member of the electric continuously variable transmission unit 18. And a second rotating machine MG2 coupled to the intermediate transmission member 30 so as to be able to transmit power. The electrical continuously variable transmission unit 18 is an electrical differential unit in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the first rotating machine MG1, and is an electrical continuously variable transmission. is there. The first rotating machine MG1 corresponds to a differential rotating machine, and the second rotating machine MG2 is an electric motor that functions as a driving source for traveling, and corresponds to a traveling driving rotating machine. The vehicle 10 is a hybrid vehicle including an engine 14 and a second rotating machine MG2 as a driving source for traveling.

  The first rotating machine MG1 and the second rotating machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotating machine MG1 and the second rotating machine MG2 are each connected to a battery 52 provided in the vehicle 10 via an inverter 50 provided in the vehicle 10, and the inverter 50 is controlled by the electronic control unit 80. Thus, MG1 torque Tg and MG2 torque Tm, which are output torques (power running torque or regenerative torque) of each of first rotating machine MG1 and second rotating machine MG2, are controlled. Battery 52 is a power storage device that transmits and receives power to each of first rotating machine MG1 and second rotating machine MG2.

  The differential mechanism 32 is configured by a single pinion type planetary gear device, and includes three rotation elements of a sun gear S0, a carrier CA0, and a ring gear R0 so as to be differentially rotatable. The engine 14 is connected to the carrier CA0 via a connecting shaft 34 so that the power can be transmitted, the first rotating machine MG1 is connected to the sun gear S0 so that the power can be transmitted, and the second rotating machine MG2 can be transmitted to the ring gear R0. It is connected to. In the differential mechanism 32, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

  The mechanical stepped transmission unit 20 is a stepped transmission that constitutes a part of a power transmission path between the intermediate transmission member 30 and the drive wheels 28. The intermediate transmission member 30 also functions as an input rotation member (AT input rotation member) of the mechanical stepped transmission 20. Since the second rotary machine MG2 is connected to the intermediate transmission member 30 so as to rotate integrally therewith, the mechanical stepped transmission 20 is one of the power transmission paths between the second rotary machine MG2 and the drive wheels 28. It is the stepped transmission which comprises a part. The mechanical stepped transmission unit 20 includes, for example, a plurality of planetary gear devices including a first planetary gear device 36 and a second planetary gear device 38, and a plurality of engagement devices (a clutch C1, a clutch C2, a brake B1, and a brake B2). Hereinafter, it is a known planetary gear type automatic transmission provided with an engaging device CB unless otherwise specified.

  The engagement device CB is a hydraulic friction engagement device including a multi-plate or single-plate clutch or brake that is pressed by a hydraulic actuator, a band brake that is tightened by a hydraulic actuator, or the like. The engagement device CB has a torque capacity (engagement) according to each regulated hydraulic pressure Pcb output from each of the linear solenoid valves SL1 to SL4 (see FIG. 4) in the hydraulic control circuit 54 provided in the vehicle 10. (The combined torque) Tcb is changed to switch the operating state (engaged or released state).

  The mechanical stepped transmission unit 20 is configured such that the rotating elements (sun gears S1, S2, carriers CA1, CA2, ring gears R1, R2) of the first planetary gear device 36 and the second planetary gear device 38 are directly or engaged with each other. Some of them are connected to each other indirectly, or selectively, to the intermediate transmission member 30, the case 16, or the output shaft 22 via the device CB or the one-way clutch F 1.

  The mechanical stepped transmission unit 20 has a gear ratio γat (= AT input rotational speed ωi / output rotational speed ωo) that differs depending on the engagement of a predetermined engagement device among the engagement devices CB. Any gear stage is formed. In this embodiment, the gear stage formed by the mechanical stepped transmission 20 is referred to as an AT gear stage. The AT input rotation speed ωi is the rotation speed (angular speed) of the input rotation member of the mechanical stepped transmission 20, and is equal to the rotation speed of the intermediate transmission member 30, and the rotation speed of the second rotating machine MG2. It is equivalent to the MG2 rotational speed ωm. The AT input rotational speed ωi can be expressed by MG2 rotational speed ωm. The output rotational speed ωo is the rotational speed of the output shaft 22 that is the output rotational speed of the mechanical stepped transmission unit 20, and is an overall combination of the electric continuously variable transmission unit 18 and the mechanical stepped transmission unit 20. This is also the output rotation speed of the vehicle automatic transmission 40.

  As shown in the engagement operation table of FIG. 2, the mechanical stepped transmission unit 20 is used as a plurality of AT gear stages for forward movement of the fourth speed from the AT first gear stage (1st) to the AT fourth gear stage (4th). An AT gear stage is formed. The gear ratio γat of the AT 1st gear stage is the largest, and the gear ratio γat becomes smaller on the higher vehicle speed side, that is, the higher AT4 speed gear stage side. The engagement operation table in FIG. 2 summarizes the relationship between each AT gear stage and each operation state of the engagement device CB. “O” indicates engagement, “Δ” indicates engine braking or mechanical presence. Engagement at the time of the coast downshift of the step shifting portion 20, and the blank indicate release. Since the one-way clutch F1 is provided in parallel to the brake B2 forming the AT 1st gear stage, it is not necessary to engage the brake B2 at the time of start or acceleration. Note that the mechanical stepped transmission unit 20 is brought into a neutral state in which power transmission is interrupted by releasing any of the engaging devices CB.

  The mechanical stepped transmission 20 is released by the electronic control unit 80 according to the accelerator operation of the driver, the vehicle speed V, etc., and the engagement of the disengagement engagement device CB and the engagement device CB. The AT gear stage to be formed is switched by so-called clutch-to-clutch shift in which the engagement of the engagement device is controlled. That is, any one of the plurality of AT gear stages is selectively formed. For example, in a down shift (from 3 to 2 down shift) from the AT 3rd gear stage “3rd” to the AT 2nd gear stage “2nd”, as shown in the engagement operation table of FIG. Engagement-side engagement that was released before the 3 → 2 downshift among the engagement devices (clutch C1 and brake B1) engaged at AT 2nd gear stage “2nd” while C2 was released A brake B1 serving as a device is engaged. At this time, the release transition hydraulic pressure of the clutch C2 and the engagement transient hydraulic pressure of the brake B1 are pressure-controlled according to a predetermined change pattern or the like.

  FIG. 4 is a circuit diagram showing a main part of a hydraulic control circuit 54 including linear solenoid valves SL1 to SL4 for controlling the engagement of the engagement device CB. The hydraulic control circuit 54 includes a mechanical oil pump 100 that is rotationally driven by the engine 14 and an electric oil pump 104 that is rotationally driven by the pump motor 102 when the engine is not operated, as hydraulic pressure sources of the engagement device CB. Yes. The hydraulic oil output from these oil pumps 100 and 104 is supplied to the line pressure oil passage 110 through the check valves 106 and 108, respectively, and a predetermined line pressure is controlled by a line pressure control valve 112 such as a primary regulator valve. Regulated to PL. A linear solenoid valve SLT is connected to the line pressure control valve 112, and the linear solenoid valve SLT is electrically controlled by the electronic control unit 80, so that a signal having a modulator hydraulic pressure Pmo that is a substantially constant pressure as a source pressure is used as a signal. The pressure Pslt is output. When the signal pressure Pslt is supplied to the line pressure control valve 112, the spool 114 of the line pressure control valve 112 is urged by the signal pressure Pslt, and the spool 114 is changed while changing the opening area of the discharge passage 116. By moving in the axial direction, the line pressure PL is adjusted according to the signal pressure Pslt. The line pressure PL is regulated according to, for example, an accelerator opening degree θacc that is a required output amount. The linear solenoid valve SLT is an electromagnetic pressure regulating valve for adjusting the line pressure, and the line pressure control valve 112 is a hydraulic control valve that regulates the line pressure PL in accordance with the signal pressure Pslt supplied from the linear solenoid valve SLT. A line pressure adjusting device 118 is configured including the line pressure control valve 112 and the linear solenoid valve SLT.

  The hydraulic oil having the line pressure PL adjusted by the line pressure adjusting device 118 is supplied to the linear solenoid valves SL1 to SL4 through the line pressure oil passage 110. The linear solenoid valves SL1 to SL4 are arranged corresponding to the hydraulic actuators (hydraulic cylinders) 120, 122, 124, and 126 of the clutches C1 and C2 and the brakes B1 and B2, and are supplied from the electronic control unit 80. By controlling the output oil pressure (engagement oil pressure Pcb) according to the oil pressure control command signal Sat, the clutches C1, C2 and the brakes B1, B2 are individually controlled to be disengaged, and the AT1 speed gear stage to the AT4 speed gear stage are controlled. Any one of the AT gear stages is formed. These linear solenoid valves SL1 to SL4 are solenoid valves that selectively engage the clutches C1 and C2 and the brakes B1 and B2 in accordance with a hydraulic control command signal Sat supplied from the electronic control unit 80.

  FIG. 3 is a collinear diagram showing the relative relationship between the rotational speeds of the rotary elements in the electric continuously variable transmission unit 18 and the mechanical stepped transmission unit 20. In FIG. 3, three vertical lines Y1, Y2, Y3 corresponding to the three rotating elements of the differential mechanism 32 constituting the electric continuously variable transmission unit 18 are sun gears corresponding to the second rotating element RE2 in order from the left side. G axis representing the rotational speed of S0 (MG1 rotational speed ωg), e axis representing the rotational speed of the carrier CA0 (engine rotational speed ωe) corresponding to the first rotational element RE1, and corresponding to the third rotational element RE3 The m-axis represents the rotational speed (MG2 rotational speed ωm, AT input rotational speed ωi) of the ring gear R0. Further, the four vertical lines Y4, Y5, Y6, Y7 of the mechanical stepped transmission unit 20 correspond to the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4 and the fifth rotation element RE5 in order from the left. The rotational speed (output rotational speed ωo) of the mutually connected ring gear R1 and carrier CA2, the rotational speed of the mutually connected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the seventh rotational element RE7. It is an axis | shaft each representing the rotational speed of the sun gear S1. The intervals between the vertical lines Y1, Y2, and Y3 are determined according to the gear ratio (tooth ratio) ρ0 of the differential mechanism 32. Further, the interval between the vertical lines Y4, Y5, Y6, Y7 is determined according to the gear ratios ρ1, ρ2 of the first and second planetary gear devices 36, 38.

  If expressed using the collinear diagram of FIG. 3, in the differential mechanism 32 of the electric continuously variable transmission unit 18, the engine 14 (see “ENG” in the drawing) is connected to the first rotating element RE 1, and the second The first rotating machine MG1 (see “MG1” in the drawing) is connected to the rotating element RE2, and the second rotating machine MG2 (see “MG2” in the drawing) is connected to the third rotating element RE3 that rotates integrally with the intermediate transmission member 30. Are coupled, and the rotation of the engine 14 is transmitted to the mechanical stepped transmission 20 via the intermediate transmission member 30. In the electric continuously variable transmission unit 18, the relationship between the rotational speeds of the sun gear S0, the carrier CA0, and the ring gear R0 is indicated by the straight lines L0 and L0R that cross the vertical line Y2.

  Further, in the mechanical stepped transmission unit 20, the fourth rotation element RE4 is selectively connected to the intermediate transmission member 30 via the clutch C1, the fifth rotation element RE5 is connected to the output shaft 22, and the sixth rotation element RE6 is selectively connected to the intermediate transmission member 30 via the clutch C2 and selectively connected to the case 16 via the brake B2, and the seventh rotating element RE7 is selectively connected to the case 16 via the brake B1. It is designed to be connected. In the mechanical stepped transmission 20, each AT gear stage “1st”, “2nd”, “L” is obtained by the straight lines L 1, L 2, L 3, L 4, LR crossing the vertical line Y 5 by the engagement release control of the engagement device CB. The relationship between the rotational speeds of the respective rotation elements RE4 to RE7 at “3rd”, “4th”, and “Rev” is shown. Rev is the reverse gear stage, which is the same as the AT1 speed gear stage “1st” with the clutch C1 and the brake B2 engaged, and is established when the fourth rotary element RE4 as the input element is driven to rotate in the reverse rotation direction. It is done.

  A straight line L0 and straight lines L1, L2, L3, and L4 indicated by a solid line in FIG. 3 are relative rotational speeds of the rotating elements in the forward travel in the hybrid travel mode in which the engine travels using at least the engine 14 as a drive source. Is shown. In this hybrid travel mode, in the differential mechanism 32, the reaction torque Tg, which is a negative torque (regenerative torque) by the first rotating machine MG1, is positively rotated with respect to the engine torque Te input to the carrier CA0. Is input to the ring gear R0, the engine direct torque Td [= Te / (1 + ρ0) = − (1 / ρ0) × Tg] that becomes a positive torque in the forward rotation appears. Then, according to the required driving force such as the accelerator opening degree θacc, the combined torque of the engine direct torque Td and the MG2 torque Tm is used as the driving torque in the forward direction of the vehicle 10, among the AT1 speed gear stage to the AT4 speed gear stage. The transmission is transmitted to the drive wheel 28 via the mechanical stepped transmission 20 in which any AT gear is formed. At this time, the first rotating machine MG1 functions as a generator that generates negative torque in the positive rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 52 or consumed by the second rotating machine MG2. The second rotating machine MG2 outputs the MG2 torque Tm using all or part of the generated power Wg or using the power from the battery 52 in addition to the generated power Wg.

  Although not shown in FIG. 3, in the collinear diagram in the motor travel mode in which the engine 14 is stopped and the motor travel is performed using the second rotating machine MG2 as a drive source, the carrier CA0 is used in the differential mechanism 32. Is set to zero rotation, and MG2 torque Tm, which becomes positive torque in the forward rotation, is input to the ring gear R0. At this time, the first rotating machine MG1 connected to the sun gear S0 is in a no-load state and is idled by negative rotation. That is, in the motor travel mode, the engine 14 is not driven, the engine rotational speed ωe, which is the rotational speed of the engine 14, is zero, and the MG2 torque Tm (here, the power running torque of the positive rotation) is driven in the forward direction of the vehicle 10. Torque is transmitted to the drive wheels 28 via a mechanical stepped transmission 20 in which any one of the AT first gear stage “1st” to the AT fourth gear stage “4th” is formed.

  A straight line L0R and a straight line LR indicated by broken lines in FIG. 3 indicate the relative rotational speeds of the respective rotating elements in the reverse travel in the motor travel mode. In reverse travel in this motor travel mode, MG2 torque Tm, which becomes negative torque by negative rotation, is input to ring gear R0, and the MG2 torque Tm is used as drive torque in the reverse direction of vehicle 10 to form the AT1 speed gear stage. Is transmitted to the drive wheel 28 via the mechanical stepped transmission 20. The electronic control unit 80 forms the AT1 speed gear stage “1st” as the forward low vehicle speed (low side) gear stage among the AT1 speed gear stage “1st” to the AT4 speed gear stage “4th”. , Forward MG2 torque Tm which is the forward motor torque (here, power running torque that is positive rotation positive torque; in particular, it is expressed as MG2 torque TmF), reverse motor torque that is reverse and reverse The reverse traveling can be performed by outputting the MG2 torque Tm (for example, a power running torque that is a negative torque of negative rotation; in particular, expressed as MG2 torque TmR) from the second rotating machine MG2. Thus, in the vehicle 10 of the present embodiment, the reverse travel is performed by reversing the positive / negative of the MG2 torque Tm using the forward AT gear stage (that is, the same AT gear stage as when performing forward travel). In the mechanical stepped transmission unit 20, an AT gear stage dedicated to reverse travel that reverses the input rotation and outputs the output in the mechanical stepped transmission unit 20 is not formed. Even in the hybrid travel mode, the second rotary machine MG2 can be rotated negatively like the straight line L0R while the engine 14 is rotated in the positive rotation direction. Therefore, the reverse travel is performed as in the motor travel mode. Can be done.

  In the vehicle drive device 12, the carrier CA0 as the first rotating element RE1 to which the engine 14 is connected so as to be able to transmit power, and the sun gear S0 as the second rotating element RE2 to which the first rotating machine MG1 is connected so as to be able to transmit power. And a differential mechanism 32 having three rotating elements, the third rotating element RE3 connected to the second rotating machine MG2 so that power can be transmitted, and the operating state of the first rotating machine MG1 is The electric continuously variable transmission unit 18 in which the differential state of the differential mechanism 32 is controlled by being controlled is configured. That is, the operating state of the first rotating machine MG1 includes the differential mechanism 32 to which the engine 14 is connected so as to be able to transmit power, and the first rotating machine MG1 that is connected to the differential mechanism 32 so as to be able to transmit power. Is controlled to constitute the electric continuously variable transmission unit 18 in which the differential state of the differential mechanism 32 is controlled. The electric continuously variable transmission unit 18 has a stepless ratio (γ0 (= ωe / ωm)) of the rotational speed of the connecting shaft 34 (that is, the engine rotational speed ωe) with respect to the MG2 rotational speed ωm that is the rotational speed of the intermediate transmission member 30. It is operated as an electric continuously variable transmission that is changed continuously.

  For example, in the hybrid travel mode, the first rotating machine is used for the rotational speed of the ring gear R0 that is restrained by the rotation of the drive wheels 28 by forming a predetermined AT gear stage in the mechanical stepped transmission 20. When the rotational speed of the sun gear S0 is increased or decreased by controlling the rotational speed of the MG1, the rotational speed of the carrier CA0 (that is, the engine rotational speed ωe) is increased or decreased. Therefore, when the engine travels using the engine 14 as a drive source, the engine 14 can be operated at an efficient operating point. In other words, the vehicular automatic transmission 40 as a whole is composed of a mechanical stepped transmission 20 having a predetermined AT gear stage and an electric continuously variable transmission 18 operated as a continuously variable transmission. Can be configured.

  In addition, since the electric continuously variable transmission 18 can be shifted like a stepped transmission, the mechanical stepped transmission 20 that forms the AT gear stage and the stepped transmission are changed. The electric continuously variable transmission unit 18 can shift the vehicle automatic transmission 40 as a whole like a stepped transmission. That is, in the vehicle automatic transmission 40, any one of a plurality of gear stages (referred to as simulated gear stages) having different speed ratios γt (= ωe / ωo) of the engine rotational speed ωe with respect to the output rotational speed ωo is selectively established. As described above, the mechanical stepped transmission unit 20 and the electric continuously variable transmission unit 18 can be cooperatively controlled. The gear ratio γt is a total gear ratio formed by the electric continuously variable transmission 18 and the mechanical stepped transmission 20 arranged in series, and the gear ratio γ0 of the electric continuously variable transmission 18 is A value obtained by multiplying the gear ratio γat of the mechanical stepped transmission 20 (γt = γ0 × γat).

  For example, as shown in FIG. 5, the plurality of simulated gears are established by controlling the engine speed ωe by the first rotating machine MG1 in accordance with the output speed ωo so as to maintain the respective gear ratio γt. Can do. The speed ratio γt of each simulated gear stage is not necessarily a constant value (a straight line passing through the origin 0 in FIG. 5), and may be changed within a predetermined range, and may be limited by the upper limit or lower limit of the rotational speed of each part. May be added. FIG. 5 shows a case where a 10-speed shift having a simulated 1st gear to a simulated 10th gear as a plurality of simulated gears is possible. As is clear from FIG. 5, the plurality of simulated gears only need to control the engine rotational speed ωe in accordance with the output rotational speed ωo, and is related to the type of the AT gear stage of the mechanical stepped transmission 20. And a predetermined simulated gear stage can be established.

  For example, the simulated gear stage is determined by the combination of each AT gear stage of the mechanical stepped transmission unit 20 and the gear ratio γ0 of one or more types of electric continuously variable transmission units 18. One or more types are assigned to each gear stage. FIG. 6 is an example of a gear stage assignment (gear stage assignment) table, in which a simulated first speed gear stage to a simulated third speed gear stage are established for the AT first speed gear stage, and a simulated 4 stage for the AT second speed gear stage. A high-speed gear stage to a simulated 6-speed gear stage is established, a simulated 7-speed gear stage to a simulated 9-speed gear stage is established for the AT 3-speed gear stage, and a simulated 10-speed gear stage is established for the AT 4-speed gear stage. It is predetermined so as to be established. FIG. 7 exemplifies a case where a simulated fourth gear to a simulated sixth gear are established when the AT gear stage of the mechanical stepped transmission 20 is the AT second gear stage on the same collinear chart as FIG. The electric continuously variable transmission 18 is controlled so as to achieve an engine speed ωe that achieves a predetermined speed ratio γt with respect to the output speed ωo, whereby each simulated gear stage is established.

  Returning to FIG. 1, the vehicle 10 includes an electronic control unit 80 that functions as a controller for controlling the engine 14, the electric continuously variable transmission unit 18, the mechanical stepped transmission unit 20, and the like. FIG. 1 is a diagram showing an input / output system of the electronic control unit 80, and is a functional block diagram for explaining a main part of a control function by the electronic control unit 80. The electronic control unit 80 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. Various control of the vehicle 10 is executed by performing signal processing. The electronic control unit 80 corresponds to a shift control unit, and is configured separately for engine control, hybrid control, and the like as necessary.

  The electronic control unit 80 includes an engine rotational speed sensor 60, an MG1 rotational speed sensor 62, an MG2 rotational speed sensor 64, an output rotational speed sensor 66, an accelerator opening sensor 68, a throttle valve opening sensor 70 provided in the vehicle 10. From the oil temperature sensor 72, the shift position sensor 74, the battery sensor 76, etc., the engine speed ωe, the MG1 rotational speed ωg that is the rotational speed of the first rotating machine MG1, the MG2 rotational speed ωm that is the AT input rotational speed ωi, and the vehicle speed V. Corresponding to the output rotational speed ωo, the accelerator opening θacc that is the driver's requested acceleration amount (that is, the amount of operation of the accelerator pedal), the throttle valve opening θth that is the opening of the electronic throttle valve, and the hydraulic oil of the hydraulic control circuit 54 The temperature toil, the operation position (operation position) PO of the shift lever 56 as a shift operation member provided in the vehicle 10 sh, battery temperature THbat and battery charge and discharge current Ibat of the battery 52, a battery voltage Vbat, various information is supplied necessary for control. Further, an engine control for controlling the engine 14 from the electronic control device 80 to the engine control device 58 such as a throttle actuator, a fuel injection device, and an ignition device provided in the vehicle 10, an inverter 50, a hydraulic control circuit 54, and the like. Command signal Se, rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, and for controlling the operating states of the pump motor 102 and the engagement device CB (that is, mechanical stepped) A hydraulic control command signal Sat (for controlling the shift of the transmission unit 20) is output. The hydraulic control command signal Sat is, for example, a command signal (drive current) for driving each linear solenoid valve SL1 to SL4 that regulates each engagement hydraulic pressure Pcb supplied to each hydraulic actuator 120 to 126 of the engagement device CB. It is.

  The operation position POSsh of the shift lever 56 is, for example, a P, R, N, D, S operation position. The P operation position is set to a neutral state in which the mechanical stepped transmission 20 cannot transmit power by releasing any of the engagement devices CB, and the rotation of the output shaft 22 is mechanically blocked (locked). This is the operating position for selecting the range. The R operation position is an operation position for selecting an R (reverse) range that allows the vehicle 10 to travel backward with the reverse MG2 torque TmR in a state in which the AT 1st gear stage of the mechanical stepped transmission 20 is formed. is there. The N operation position is an operation position for selecting an N (neutral) range in which the vehicle automatic transmission 40 is in a neutral state. The D operation position is automatically changed by using all the simulated gear speeds of the simulated first speed gear stage to the simulated 10th speed gear stage with the shift of the AT 1st gear stage to the AT4th gear stage of the mechanical stepped transmission 20. This is an operation position for selecting a D (drive) range that allows the vehicle to travel forward by executing control or performing continuously variable transmission control for continuously shifting the electric continuously variable transmission unit 18. The S operation position is provided adjacent to the D operation position. When the shift lever 56 is operated to the S operation position in a state where the D range is selected, manual operation (manual operation) such as an up / down switch or a lever is performed. ), It is possible to arbitrarily select all the simulated gear stages from the simulated 1st gear stage to the simulated 10th gear stage with the shift from the AT 1st gear stage to the AT4th gear stage of the mechanical stepped transmission 20. S (sequential) mode can be selected. The shift lever 56 corresponds to a range switching operation member that can be switched to a plurality of ranges by being manually operated, and also serves as an S mode selection switch that selects the S mode in this embodiment.

  The electronic control unit 80 calculates the remaining charge (charged state) SOC of the battery 52 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. In addition, the electronic control unit 80, for example, based on the battery temperature THbat and the remaining power storage SOC of the battery 52, the rechargeable power (inputable power) Win that defines the limit of the input power of the battery 52, and the output power of the battery 52 Dischargeable power (output possible power) Wout that prescribes the limit of power is calculated. The chargeable / dischargeable powers Win and Wout are, for example, lower as the battery temperature THbat is lower in the low temperature range where the battery temperature THbat is lower than the normal range, and lower as the battery temperature THbat is higher in the high temperature range where the battery temperature THbat is higher than the normal range. It will be lost. In addition, for example, in a region where the remaining power storage SOC is large, the rechargeable power Win is reduced as the remaining power storage SOC increases. For example, in a region where the remaining power storage SOC is small, the dischargeable power Wout is reduced as the remaining power storage SOC decreases.

  The electronic control unit 80 functionally includes a hybrid control unit 82, a continuously variable transmission control unit 84, an AT transmission control unit 86, and a simulated stepped transmission control unit 88 in order to execute various controls in the vehicle 10. .

  The hybrid control unit 82 has a function as an engine control unit that controls the operation of the engine 14 and a function as a rotary machine control unit that controls the operation of the first rotating machine MG1 and the second rotating machine MG2 via the inverter 50. The hybrid drive control by the engine 14, the 1st rotary machine MG1, and the 2nd rotary machine MG2 is performed by those control functions. For example, the required drive power Pdem (required drive torque Tdem at the vehicle speed V at that time) is calculated based on the accelerator opening θacc and the vehicle speed V, and the chargeable / dischargeable powers Win and Wout of the battery 52 are taken into consideration. Then, command signals (engine control command signal Se and rotary machine control command signal Smg) for controlling the engine 14, the first rotary machine MG1, and the second rotary machine MG2 are output so as to realize the required drive power Pdem. . The engine control command signal Se is, for example, a command value of the engine power Pe that outputs the engine torque Te at the engine rotational speed ωe at that time. The rotating machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotating machine MG1 that outputs a reaction torque of the engine torque Te (MG1 torque Tg at the MG1 rotational speed ωg at that time). This is a command value for the power consumption Wm of the second rotating machine MG2 that outputs the MG2 torque Tm at the MG2 rotational speed ωm.

  The hybrid control unit 82 selectively establishes the motor travel mode or the hybrid travel mode as the travel mode according to the vehicle state. For example, when the required drive power Pdem is in a motor travel region (for example, a low vehicle speed and low drive torque region) smaller than a predetermined threshold value, the engine 14 is stopped and travel is performed only by the second rotating machine MG2. On the other hand, when the motor driving mode is established, the hybrid driving mode in which the engine 14 is operated is established when the requested driving power Pdem is in a hybrid traveling region where the predetermined driving power Pdem is equal to or greater than a predetermined threshold. In the hybrid travel mode, electric energy from the first rotating machine MG1 and / or electric energy from the battery 52 to be regeneratively controlled is supplied to the second rotating machine MG2, and the second rotating machine MG2 is driven (power running control). By applying torque to the drive wheels 28, torque assist for assisting the power of the engine 14 is executed as necessary. Even in the motor travel region, the hybrid travel mode is established when the remaining power SOC SOC of the battery 52 and the dischargeable power Wout are less than a predetermined threshold. Regardless of whether the engine 14 is traveling or stopped, the engine 14 is started when the motor traveling mode is shifted to the hybrid traveling mode, for example, by increasing the engine rotational speed ωe and cranking the first rotating machine MG1. it can.

  The continuously variable transmission control unit 84 operates the electric continuously variable transmission unit 18 as a continuously variable transmission and operates as the entire vehicle automatic transmission 40 as a continuously variable transmission. By controlling the engine 14 and the generated power Wg of the first rotating machine MG1 so that the engine rotational speed ωe and the engine torque Te at which the engine power Pe that achieves the required drive power Pdem is obtained, The continuously variable transmission control of the electric continuously variable transmission unit 18 is executed to change the gear ratio γ0 of the electric continuously variable transmission unit 18. As a result of this control, the overall gear ratio γt when the vehicle automatic transmission 40 is operated as a continuously variable transmission is controlled.

  The AT shift control unit 86 determines the shift of the mechanical stepped transmission unit 20 using a relationship (for example, an AT gear shift map) that is obtained experimentally or design in advance and stored (that is, a predetermined gear shift map, for example). The solenoid valves SL1 to SL1 are automatically switched so as to automatically switch between the AT 1st gear to the AT4th gear of the mechanical stepped transmission 20 by executing the shift control of the mechanical stepped transmission 20 as required. The hydraulic control command signal Sat for switching the engagement release state of the engagement device CB is output to the hydraulic control circuit 54 by SL4. The AT gear shift map is defined by shift conditions, for example, a shift line indicated by “AT” in FIG. 8, a solid line is an up shift line, a broken line is a down shift line, and a predetermined hysteresis. Is provided. This shift map has, for example, two-dimensional coordinates with parameters such as the output rotational speed ωo (here, the vehicle speed V and the like are agreed) and the accelerator opening θacc (here, the requested drive torque Tdem and the throttle valve opening θth are also agreed). As the output rotational speed ωo becomes higher, the gear ratio γat is switched to the higher gear speed (high side) AT gear stage, and as the accelerator opening θacc becomes larger, the gear ratio γat becomes larger. It is determined to be switched to the AT gear stage on the low side. The AT shift control unit 86 also switches the AT gear stage as required according to the allocation table of FIG. 6 in response to a shift request of the simulated gear stage manually operated by the driver. For example, when a shift between a simulated third gear and a simulated fourth gear is included, a shift between the AT first gear and the AT second gear is performed, and a shift between the simulated sixth gear and the simulated seventh gear is performed. Is included, the shift between the AT 2nd gear and the AT3rd gear is performed, and when the shift between the simulated 9th gear and the simulated 10th gear is included, between the AT3th gear and the AT4th gear Shift between.

  The simulated stepped transmission control unit 88 shifts the electric continuously variable transmission unit 18 like a stepped transmission and shifts the entire vehicle automatic transmission 40 like a stepped transmission. The simulated stepped shift control unit 88 performs a shift determination of the vehicle automatic transmission 40 using a predetermined relationship (for example, a simulated gear shift map), and the mechanical stepped shift unit 20 by the AT shift control unit 86. In conjunction with the shift control of the AT gear stage, the shift control (stepped shift) of the electric continuously variable transmission unit 18 is executed so as to selectively establish one of the plurality of simulated gear stages. Similar to the AT gear shift map, the simulated gear shift map is determined in advance using the output rotational speed ωo and the accelerator opening θacc as parameters. FIG. 8 is an example of a simulated gear shift map, where the solid line is the up shift line and the broken line is the down shift line. By switching the simulated gear according to the simulated gear shift map, the vehicular automatic transmission 40 in which the electric continuously variable transmission unit 18 and the mechanical stepped transmission unit 20 are arranged in series is configured as a stepped transmission. A similar speed change feeling is obtained. The simulated stepped shift control for shifting the vehicle automatic transmission 40 as a stepped transmission as a whole is performed when, for example, the driver selects a traveling mode that emphasizes traveling performance such as a sports traveling mode or when the required driving torque Tdem is If the vehicle automatic transmission 40 is relatively large, the vehicle automatic transmission 40 as a whole may be executed in preference to the continuously variable transmission control that operates as a continuously variable transmission. Shift control may be executed. The simulated stepped shift control unit 88 also switches the simulated gear stage according to the shift request in response to the shift request of the simulated gear stage manually operated by the driver.

  The simulated stepped shift control by the simulated stepped shift control unit 88 and the shift control of the mechanical stepped shift unit 20 by the AT shift control unit 86 are executed in cooperation. In the present embodiment, 10 types of simulated gears from simulated 1st gear to simulated 10th gear are assigned to 4 types of AT gears ranging from AT 1st gear to AT4th gear. For this reason, when a shift between the simulated third speed gear stage and the simulated fourth speed gear stage (referred to as a simulated three-speed / fourth speed shift) is performed, between the AT first gear stage and the AT second gear stage. (AT1⇔2 shift) is performed, and when the simulated 6 行 な わ 7 shift is performed, the AT2⇔3 shift is performed, and when the simulated 9⇔10 shift is performed, the AT3⇔4 shift is performed. Is performed (see FIGS. 6 and 8). For this reason, the AT gear shift map is determined so that the AT gear shift is performed at the same timing as the simulated gear shift. Specifically, the upshift lines of “3 → 4”, “6 → 7”, “9 → 10” of the simulated gear stage in FIG. 8 are “1 → 2”, “2” of the AT gear stage shift map. → 3 ”,“ 3 → 4 ”and the upshift lines (refer to“ AT1 → 2 ”shown in FIG. 8). Further, the downshift lines “3 ← 4”, “6 ← 7”, “9 ← 10” of the simulated gear stage in FIG. 8 are “1 ← 2” and “2 ← 3” of the AT gear stage shift map. , “3 ← 4” and the downshift lines (refer to “AT1 ← 2” described in FIG. 8). Alternatively, an AT gear shift command may be output to the AT shift control unit 86 based on the shift determination of the simulated gear based on the simulated gear shift map of FIG. Thus, the AT shift control unit 86 switches the AT gear stage of the mechanical stepped transmission unit 20 when the simulated gear stage is switched. Since the AT gear stage shift is performed at the same timing as the simulated gear stage shift timing, the mechanical stepped transmission unit 20 is shifted along with the change in the engine rotational speed ωe, and the mechanical stepped stage is performed. Even if there is a shock associated with the shift of the transmission unit 20, it is difficult for the driver to feel uncomfortable.

  The simulated stepped transmission control unit 88 functionally includes a split transmission unit 90 and a synchronous transmission control unit 98 for simultaneous transmission of the simulated gear stage and the AT gear stage. The synchronous shift control unit 98 is for performing the shifts in synchronism regardless of the shift response time of the simulated gear stage and the AT gear stage. In this embodiment, the shift of the AT gear stage is performed. In order to change the shift command of the simulated gear stage, that is, the engine rotational speed ωe after detecting the start of the inertia phase due to, that is, the change in the AT input rotational speed ωi (= MG2 rotational speed ωm) which is the rotational speed of the intermediate transmission member 30. A torque change command for the first rotating machine MG1 is output. The shift control of the simulated gear stage by the synchronous shift control unit 98 is performed in both the up shift and the down shift.

  FIGS. 12 and 13 respectively show a simultaneous gear down shift from a simulated 7th gear to a simulated 4th gear and an AT gear down shift from an AT 3rd gear to an AT 2nd gear. In an example of the time chart, time t3 is a time when a down shift command to the AT 2nd gear is output, and time t4 is an inertia when the MG2 rotational speed ωm starts to increase with the down shift to the AT 2nd gear. Phase start time. That is, the time between the time t3 and the time t4 is the shift response time trm of the downshift from the AT3 speed gear to the AT2 speed. Then, a shift command to the simulated fourth gear, which is the target gear of the simulated gear, is output at the start of the inertia phase of the AT gear shift (time t4). In other words, the downshift command for the simulated gear stage is output from the AT gear stage shift command output delayed by the same delay time DELi as the AT gear stage shift response time trm. The delay time tri from the simulated gear stage shift command output (time t4) to the start of the inertia phase when the engine speed ωe starts to increase due to the simulated gear stage shift is the simulated gear stage shift response time. The shift response time tri is short, and the increase in the MG2 rotational speed ωm due to the downshift of the AT gear stage and the increase in the engine rotational speed ωe due to the downshift of the simulated gear stage proceed in parallel (overlapping). As described above, regardless of the difference between the shift response times trm and tri, the shift is performed in synchronism so that at least a part of the inertia phase overlaps, thereby suppressing the uncomfortable feeling given to the driver due to a shift shock or the like. The dribabil is improved. The time charts of FIGS. 12 and 13 are cases where these shifts are completed almost simultaneously at time t5.

  On the other hand, if the output of the shift command of the simulated gear stage is delayed so that the shift of the simulated gear stage is synchronized with the shift of the AT gear stage in this way, for example, automatically when the accelerator pedal is depressed. If the gear is downshifted in accordance with the downshift request according to the manual operation of the driver's up / down switch, etc., it is necessary to start the inertia phase where the engine speed ωe starts to increase and the engine speed ωe starts to increase. Since the time becomes longer, the driver may feel hesitation due to the delayed response. For example, at the time of tip-in acceleration that changes from the driven state to the driven state in accordance with the depression operation from the accelerator OFF to the ON state, a smoothing process is performed at the rise of the engine torque in order to suppress the occurrence of rattling noise, etc. When the AT gear stage shift command is output after the torque rises, or when the oil pressure of the hydraulic control circuit 54 is high and the oil temperature is low, the AT gear stage actually shifts from the shift judgment. Since the time until the inertia phase starts becomes longer, if the shift of the simulated gear stage is slowed accordingly, hesitation is felt more strongly. In addition, hesitation is easily felt even when the driver demands acceleration. FIGS. 12 to 14 show that at the time of tip-in acceleration when the accelerator is changed from OFF to ON at time t1, the rise of the AT input torque is delayed compared to the normal time indicated by the alternate long and short dash line by the engine torque smoothing process. This is a case where the AT gear stage shift command is output at time t3 waiting for the input torque to rise, and the AT gear stage shift command is output with a delay of DELm. As a result, the shift command for the simulated gear stage is output with a delay time DELm + DELi from the accelerator OFF → ON, and as shown by the broken line, the simulated 7th gear stage shifts to the simulated 4th gear stage at time t4. When the shift command is output and the shift of the simulated gear stage is performed, the time from when the shift is determined (time t1) until the engine rotation speed ωe actually starts to increase increases, and there is a high possibility of feeling hesitation.

  In the present embodiment, a split transmission unit 90 is provided to suppress this hesitation. When the synchronous transmission control unit 98 shifts the simulated gear stage down in synchronization with the AT gear stage, the split transmission unit 90 and the target simulated gear stage and the current simulation are output prior to the output of the downshift command for the simulated gear stage. The transmission is divided into intermediate simulated gears between the gears. The split transmission unit 90 includes (a) a split shift determination unit 92 that determines whether or not to perform a split shift to an intermediate simulation gear according to a predetermined split condition, and (b) an intermediate simulation according to the vehicle state. An intermediate simulated gear stage setting unit 94 for setting a gear stage; and (c) a split shift output unit 96 for outputting a shift command to the intermediate simulated gear stage at a predetermined timing after the shift determination of the simulated gear stage. Functionally equipped. Steps S1 to S10 (hereinafter simply referred to as S1 to S10) in the flowchart of FIG. 9 are flowcharts specifically explaining the operation of the split transmission unit 90 and the synchronous transmission control unit 98, and S1, S2, S9, and S10 are S3 and S4 correspond to the split shift determination unit 92, S5 to S7 correspond to the intermediate simulated gear setting unit 94, and S8 corresponds to the split shift output unit 96.

  In S1 of FIG. 9, it is determined whether or not a shift determination to shift down the simulated gear is made according to the simulated gear shift map or based on a down shift request by an up / down switch or the like. If not, the process ends as it is, but if a downshift determination is made, S2 and subsequent steps are executed. In S2, it is determined whether or not the simultaneous shift with the AT gear stage is performed, that is, whether or not the downshift determination is made for the AT gear stage by the AT shift control unit 86, and the simulated gear stage that is not the simultaneous shift with the AT gear stage is determined. In the case of a single shift, S10 is immediately executed, and a shift command for shifting to the target simulated gear stage that is the shift destination based on the shift determination is output. That is, according to the engine speed map of FIG. 5, the target engine speed ωe * of the target simulated gear stage is obtained according to the output speed ωo at that time, and the first rotation is performed so as to be the target engine speed ωe *. By executing the torque control of the machine MG1, the target simulated gear stage is immediately established.

  If the determination in S2 is YES (affirmative), that is, if simultaneous shift with the AT gear stage is performed, S3 and subsequent steps are executed. The time charts of FIGS. 12 to 14 show the shift determination of the simulated gear down shift from the simulated seventh gear to the simulated fourth gear and the AT gear down shift from the AT third gear to the AT second gear. This is a case where the change is made substantially simultaneously at time t1 with a change from accelerator OFF to ON. For example, in the shift map of FIG. 8, when the accelerator opening θacc changes to a point B when the accelerator is stepped on and the accelerator opening θacc is zero, the AT gear stage and the simulated gear stage are changed. The downshift determination is made at substantially the same time. FIG. 10 shows that the electric continuously variable transmission 18 is shifted from the simulated 7th gear to the simulated 4th gear according to this downshift determination, and the mechanical stepped transmission 20 is moved from the AT3 speed to the AT2 gear. FIG. 6 is a collinear diagram illustrating a change in the rotational speed of each part when shifting to a stage, where the solid line is the current gear stage before the shift, and the alternate long and short dash line is the gear stage after the shift (target gear stage). By this downshift, the input rotational speed ωi and the engine rotational speed ωe of the mechanical stepped transmission unit 20 are increased according to changes in the transmission ratios γat and γt, respectively.

  In S3, it is determined whether or not the situation (scene) in which the shift of the AT gear stage is delayed as a division condition. For example, when the accelerator is depressed from OFF to ON, or when the hydraulic oil temperature toil is a low oil temperature that is equal to or lower than a predetermined determination value, it is determined that the AT gear stage shift is slow. That is, during accelerator-in → on-chip acceleration, abnormal noise such as rattling noise may occur when changing from the driven state to the driven state, and therefore, a smoothing process is performed at the rise of the engine torque. Since the AT gear stage shift command is output after the rising of the torque, the AT gear stage shift becomes slow. Further, when the hydraulic oil temperature toil of the hydraulic control circuit 54 is low, the viscosity of the hydraulic oil is high, and the responsiveness at the time of engagement or release of the engagement device CB is deteriorated. The time until the phase starts increases. If the determination in S3 is YES, then S4 is executed, and it is determined whether or not hesitation measures are necessary, that is, whether or not the driver is in a driving situation in which hesitation is easily felt. For example, if the accelerator opening θacc is greater than or equal to a predetermined determination value, or if the increase amount or increase speed of the accelerator opening θacc is greater than or equal to a predetermined determination value, it can be assumed that the driver's acceleration request is high and hesitation is likely to be felt. . The necessity for this hesitation countermeasure is also a division condition. If the determinations in S3 and S4 are both YES, the split shift control is executed in S5 to S8. If the determination in S3 is NO (No), or if S3 is YES and S4 is NO, S9 is executed immediately after determining that there is no need for the split shift. When either one of S3 and S4 is YES, the split shift control of S5 to S8 may be performed, or another split condition may be added.

  FIGS. 12 to 14 show the case where the determination of S3 and S4 is both YES and the split shift control of S5 to S8 is executed in the case of tip-in acceleration, and the AT input torque is processed by the engine torque smoothing process. Rises as shown by the solid line. The AT shift control unit 86 waits until a time t3 when the AT input torque becomes equal to or greater than a predetermined determination value, and outputs a shift command for shifting down the AT gear from the third gear to the second gear. . Specifically, a hydraulic pressure command for releasing the clutch C2 and engaging the brake B1 is output. That is, by the engine torque smoothing process, the 3 → 2 downshift command is output at time t3 that is delayed by the delay time DELm from time t1 that is the shift determination time, and actual shift start, that is, input rotational speed ωi ( = MG2 Rotational speed ωm) starts an inertia phase at a time t4 that is further after the shift response time trm.

  In S5, an intermediate simulated gear is set according to the accelerator opening degree θacc. In other words, when the accelerator opening degree θacc is fully open, the driver's acceleration request is extremely strong, so the target simulated gear stage according to the shift determination based on the shift map is set as the intermediate simulated gear stage as it is. For example, when the simulated fourth gear is the target simulated gear, the simulated fourth gear is directly used as the intermediate simulated gear. The time chart of FIG. 14 shows the case where the target simulated gear stage (simulated fourth speed gear stage) is set as the intermediate simulated gear stage in S5. If the accelerator opening degree θacc is not fully open, a predetermined simulated gear stage between the target simulated gear stage and the current gear stage is set as an intermediate simulated gear stage according to the magnitude. Specifically, if there is one simulated gear stage between the target simulated gear stage and the current gear stage, it is set as an intermediate simulated gear stage. When there are a plurality of simulated gear stages between the target simulated gear stage and the current gear stage, such as when the target simulated gear stage is a simulated 4-speed gear stage and the current gear stage is a simulated 7-speed gear stage, for example, target simulation A simulated gear stage (simulated fifth speed gear stage) that is one higher than the gear stage is set as the intermediate simulated gear stage. Alternatively, when the accelerator opening degree θacc is divided into a plurality of parts and the accelerator opening degree θacc is relatively small, a simulated sixth speed gear stage close to the current simulated gear stage is set as the intermediate simulated gear stage, and the accelerator opening degree θacc is relatively low. If larger, a simulated fifth gear that is close to the target simulated gear may be set as the intermediate simulated gear. The time chart of FIG. 12 is the case where the simulated 6th gear is set to the intermediate simulated gear in S5, and the time chart of FIG. 13 is the case where the simulated 5th gear is set to the intermediate simulated gear in S5. It is.

  In S6, it is determined whether or not the vehicle state is likely to cause a shift shock when the mechanical stepped transmission 20 is shifted. For example, when the hydraulic oil temperature toil is a low oil temperature that is equal to or lower than a predetermined determination value, the viscosity of the hydraulic oil increases and the control accuracy of the engagement release control of the engagement device CB is impaired. I can judge. Further, when the chargeable / dischargeable powers Win and Wout of the battery 52 are limited based on the battery temperature THbat and the remaining power storage SOC of the battery 52, the torques of the rotating machines MG1 and MG2 are limited, and the rotating machines MG1, Since the engine speed ωe and the engine speed control of the input engine speed ωi by the torque control of MG2 are impaired, it can be determined that a shift shock is likely to occur. The same applies to the case where the temperatures of the rotating machines MG1 and MG2 and the inverter 50 are increased and the torque of the rotating machines MG1 and MG2 is limited. That is, a shift shock occurs when the rechargeable power Win and the dischargeable power Wout of the battery 52 are less than or equal to a predetermined determination value, or when the temperature of the rotating machines MG1, MG2 and the inverter 50 is equal to or higher than a predetermined determination value. It can be judged that it is easy to do.

  If it is determined in S6 that a shift shock is likely to occur, S7 is executed to limit the intermediate simulated gear, but if the determination in S6 is NO, S8 is immediately executed. In S7, for example, as shown in FIG. 11, it is determined in advance according to the AT gear stage before the shift, depending on whether the automatic shift or the manual shift, the hydraulic oil temperature toil is a normal temperature or a high oil temperature, or an upshift or a downshift. The intermediate simulated gear stage is limited within the range of the shift permission simulated gear stage. For example, the range of the simulated gear stage in which the downshift is possible when the AT gear stage before the shift is the AT 3rd gear stage is limited to the simulated 6th gear stage to the simulated 8th gear stage in the automatic transmission. In addition, the normal temperature manual shift is limited to a simulated 6th gear to a simulated 8th gear, and the manual shift at a high oil temperature is limited to a simulated 8th to 10th gear. Therefore, even if the simulated fourth gear or the simulated fifth gear is set to the intermediate simulated gear in S5, the intermediate simulated gear is changed to the simulated six-speed gear for automatic shift or normal temperature manual shift. . Since manual shift at high oil temperature is limited to the simulated 8-speed gear stage or higher, the down-shift from the simulated 7-speed gear stage is prohibited, and the split shift itself is substantially stopped. Although the flowchart of FIG. 9 relates to the downshift, in the present embodiment, even in the upshift, when the AT gear stage and the simulated gear stage are simultaneously upshifted, the same conditions as in the simultaneous downshift are satisfied before the synchronous shift. In FIG. 11, the shift permission simulated gear stage relating to the upshift restricts the intermediate simulated gear stage during the upshift.

  In S8, a shift command for downshifting to the intermediate simulated gear set in S5 or limited in S7 is output at a predetermined timing. In this embodiment, after determining the downshift of the simulated gear stage, the shift command to the intermediate simulated gear stage is output as soon as possible through the signal processing of S2 to S7. That is, in the time charts of FIGS. 12 to 14, when the shift determination of the simulated gear stage and the AT gear stage is made at time t1 with the accelerator OFF → ON, the shift command to the intermediate simulated gear stage is immediately thereafter. In FIG. 12, the shift to the simulated sixth gear is immediately executed, the shift to the simulated fifth gear is immediately performed in FIG. 13, and the shift to the simulated fourth gear is immediately performed in FIG. Executed. The time t2 in the time charts of FIGS. 12 to 14 is the time when the shift to the intermediate simulated gear stage is completed, and the engine speed ωe is rapidly increased according to the transmission ratio γt of the intermediate simulated gear stage. In the case of FIG. 14, the intermediate simulated gear stage is the target simulated gear stage, and the engine speed ωe is increased at a stroke by shifting to the simulated fourth speed gear stage, which is the target simulated gear stage, so that the accelerator opening θacc is fully opened. The driver's acceleration request by can be satisfied. In this case, the MG2 rotational speed ωm is increased at time t4 due to the 3 → 2 shift of the AT gear stage, which is temporally shifted from the change in the engine rotational speed ωe, but it causes a sense of discomfort because the driver's acceleration request is large. Unlikely.

  In S9, it is determined whether or not the gear shift of the mechanical stepped transmission unit 20 has progressed to the inertia phase by executing the AT gear stage 3 → 2 downshift by the AT transmission control unit 86. The AT shift control unit 86 waits for the rise of the AT input torque, and outputs an AT gear stage 3 → 2 down shift command, that is, a hydraulic pressure command for releasing the clutch C2 and engaging the brake B1 at time t3. For this reason, the actual shift start, that is, the start of the inertia phase at which the input rotation speed ωi (= MG2 rotation speed ωm) starts to increase is the time t4 after the shift response time trm, and the determination of S9 is made at this time t4. Yes. The determination of the inertia phase is for synchronous control so that at least a part of the inertia phase of the shift to the simulated fourth speed gear stage which is the target simulated gear stage and the 3 → 2 down shift of the AT gear stage overlaps. It is not necessary to strictly detect that the inertia phase has started. For example, it is determined whether or not the elapsed time from the gear shift command output (time t3) of the AT gear stage has reached a predetermined delay time DELi. May be. Although the delay time DELi may be a constant value regardless of the type of shift, etc., it is previously tested according to the type of shift of the AT gear stage, that is, the downshift from what speed gear stage to what speed gear stage. Or by simulation or the like. Further, the delay time DELi can be determined not only for the type of shift but also for each drive-driven or manual shift-automatic shift, and can be determined in consideration of the hydraulic oil temperature toil of the hydraulic control circuit 54, etc. Various aspects are possible.

  When the inertia phase of the shift of the AT gear stage is detected and the determination in S9 is YES, in other words, when the delay of the shift command output of the simulated gear stage is released, S10 is executed, and the simulated 4 which is the target simulated gear stage Outputs a gear shift command to the speed gear. As a result, an increase in the engine speed ωe due to the downshift to the simulated fourth gear and an increase in the AT input speed ωi (= MG2 rotation speed ωm) due to the 3 → 2 downshift of the AT gear It proceeds in parallel (overlapping) regardless of the difference between the shift response times tri and trm. In the case of the time chart of FIG. 12, since the downshift is already performed to the simulated 6th gear stage according to the shift command output of S8, the shift control from the simulated 6th gear stage to the simulated 4th gear stage is performed at the AT gear stage. This is performed in parallel with the 3 → 2 downshift. In the case of the time chart of FIG. 13, since the downshift has already been performed to the simulated fifth gear according to the shift command output in S8, the shift control from the simulated fifth gear to the simulated fourth gear is performed by the AT gear. It is performed in parallel with the 3 → 2 downshift of the stage. In the case of the time chart of FIG. 14, since the downshift has already been performed up to the simulated fourth gear in accordance with the shift command output in S8, it is not necessary to shift the simulated gear further and execution of S9 and S10 is omitted.

  As described above, in the shift control device (electronic control unit 80) of the vehicle automatic transmission 40 according to the present embodiment, the speed ratio γt of the engine rotation speed ωe with respect to the output rotation speed ωo of the mechanical stepped transmission 20 is different. Since the simulated gear stage is established by the electric continuously variable transmission 18, the engine rotational speed ωe can be changed stepwise when the simulated gear stage is shifted, and the vehicle automatic transmission 40 as a whole is mechanical. A shift feeling similar to that of a stepped transmission can be obtained.

  Further, at the same time when the shift control of the simulated gear stage overlaps with the shift control of the AT gear stage, the shift command output of the simulated gear stage is delayed so that both shifts are performed synchronously. Regardless of the difference in trm, both gear shifts are performed in synchronism, and the discomfort given to the driver by a gear shift shock or the like is suppressed, improving drivability. That is, since the shift response time tri of the electric continuously variable transmission unit 18 is shorter than the shift response time trm of the mechanical stepped transmission unit 20, the electric continuously variable transmission unit 18 when both shift commands are output simultaneously. The change (inertia phase) of the engine rotational speed ωe accompanying the speed change of the engine becomes faster than the change (inertia phase) of the AT input rotational speed ωi accompanying the speed change of the mechanical stepped transmission unit 20, causing the driver to feel uncomfortable. there is a possibility.

  Further, when the shift of the simulated gear stage and the AT gear stage are synchronized in this manner, the mechanical stepped transmission unit 20 is shifted with a change in the engine rotational speed ωe. Even if there is a shift shock at the time of shifting of the stepped transmission unit 20, it is difficult for the driver to feel uncomfortable.

  On the other hand, if the shift of the simulated gear stage is performed in synchronism with the shift of the AT gear stage at the same time as described above, the driver may feel hesitation due to a response delay. When shifting down the simulated gear stage, a split transmission unit 90 is provided that outputs a shift command to shift to the intermediate simulated gear stage before outputting the downshift command, and precedes the intermediate simulated gear stage. Therefore, the engine speed ωe can be quickly increased, and the responsiveness is improved to suppress hesitation.

  Further, in this embodiment, the split shift is performed when a predetermined split condition that requires countermeasures for hesitation is satisfied due to a long shift time of the AT gear stage, such as during tip-in acceleration or when the hydraulic oil temperature toil is low. Therefore, hesitation due to response delay can be suppressed while appropriately ensuring the effect of improving the drivability by the synchronous shift.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  14: Engine (drive source) 18: Electric continuously variable transmission unit 20: Mechanical stepped transmission unit 28: Drive wheel 30: Intermediate transmission member 40: Automatic transmission for vehicle 80: Electronic control unit (transmission control unit) 88 : Simulated stepped shift control unit 90: Divided shift unit 98: Synchronous shift control unit MG1: First rotating machine (differential rotating machine) ωe: Engine rotation speed (drive source rotation speed) ωo: Output rotation speed ωm: MG2 Rotational speed (rotational speed of intermediate transmission member) tri: Shifting response time of simulated gear stage trm: Shifting response time of AT gear stage DELi: Shifting output delay time of simulated gear stage

Claims (1)

An electric continuously variable transmission unit capable of continuously changing the rotational speed of the drive source by torque control of the differential rotating machine and transmitting it to the intermediate transmission member;
A mechanical stepped transmission that is disposed between the intermediate transmission member and the drive wheel and that can mechanically establish a plurality of AT gear stages having different speed ratios of the rotation speed of the intermediate transmission member with respect to the output rotation speed. And
In a shift control device for a vehicle automatic transmission having
There is a simulated stepped shift control unit that controls the electric continuously variable transmission unit so as to establish a plurality of simulated gear stages having different gear ratios of the drive source rotational speed to the output rotational speed of the mechanical stepped transmission unit. And
And, the simulated stepped shift control unit is
At the same time when the shift control of the simulated gear stage overlaps with the shift control of the AT gear stage, the shift command output of the AT gear stage is output so that the two gears are synchronized in spite of the difference in the shift response time. A synchronous shift control unit that delays the shift command output of the simulated gear,
When downshifting the simulated gear stage by the synchronous shift control unit, prior to the downshift command output, it is divided into an intermediate simulated gear stage between the target simulated gear stage of the downshift command and the current simulated gear stage A split transmission unit that outputs a shift command for shifting,
A shift control apparatus for an automatic transmission for a vehicle, comprising:

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