JP2019031206A - Controller of vehicle - Google Patents

Abstract

To provide a controller of vehicle which suppresses a strange feeling of a driver caused by shift shock in a vehicle having an electric type stepless transmission part and a mechanical type stepped transmission part, and suppresses overspeed of a differential mechanism at the time of ready-OFF.SOLUTION: One or more simulated gear stage are assigned to each AT gear stage of mechanical type stepped transmission part. As AT gear stage is changed at the change timing of the simulated gear stage by an electric type stepless transmission part, discomfort feeling is suppressed by shift shock. Also, when ready-OFF operation is performed, the AT gear stage is forcibly raised to an upper stage (S3) so that overspeed of differential mechanism following rotation stop of the engine is suppressed. In that case, the simulated gear stage assigned to the AT gear stage after forced upward change is held as the target simulated gear stage (S4, S5), the target simulated gear stage is established when returning to the ready-ON state (S7), and after that normal change operation is possible so that drive force responsiveness is secured while suppressing shift shock.SELECTED DRAWING: Figure 10

Description

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

  (a) a drive mechanism, a differential rotator, and a differential mechanism coupled to the intermediate transmission member, and the rotational speed of the drive source is steplessly changed by torque control of the differential rotator. An electric continuously variable transmission unit capable of transmitting to the intermediate transmission member; and (b) disposed between the intermediate transmission member and the drive wheel, wherein a speed ratio of the rotational speed of the intermediate transmission member to the output rotational speed is A vehicle having a mechanical stepped transmission that can mechanically establish a plurality of different AT gear stages is 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 vehicle 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. It was. In addition, when the drive source is switched to a ready OFF state that disables driving while the vehicle is running and the drive source is stopped, depending on the AT gear stage of the mechanical stepped transmission unit, the electric continuously variable transmission unit Another problem is that the rotational speed of the differential mechanism may become excessive. For example, during high-speed running where shifting to the high-speed AT gear stage is prohibited at low oil temperatures, etc., the rotational speed of the intermediate transmission member, which is the input rotating member of the mechanical stepped transmission, is relatively high. If the drive source is switched to the ready-off state and the rotation of the drive source is stopped, the rotational speed of the differential rotating machine connected to the differential mechanism may become excessive.

  The present invention has been made against the background of the above circumstances. The object of the present invention is to change the speed of a mechanical stepped transmission unit when shifting in a vehicle having an electric continuously variable transmission unit and a mechanical stepped transmission unit. In addition to further suppressing the uncomfortable feeling caused to the driver by a shock or the like, the rotational speed of the differential mechanism is prevented from becoming excessive when the ready is OFF.

  In order to achieve such an object, the present invention comprises (a) a drive source, a differential rotator, and a differential mechanism coupled to an intermediate transmission member, and the drive by torque control of the differential rotator. An electric continuously variable transmission that can continuously change the rotational speed of the source and transmit it to the intermediate transmission member; and (b) an output rotational speed disposed between the intermediate transmission member and the drive wheel. A control unit for a vehicle having a mechanical stepped transmission 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 vehicle. A plurality of simulated gear stages having different gear ratios of the drive source rotational speed to the output rotational speed of the step transmission unit so that one or more simulated gear stages are established for each of the plurality of AT gear stages. More than the number of the plurality of AT gear stages allocated The mechanical stepped transmission unit is provided so that any one simulated gear stage is established from the simulated gear stages, and the AT gear stage is shifted at the same timing as that of the simulated gear stage. (D) a driving travel by stopping the drive source from a ready-on state in which the drive travel can be performed by the drive source; A ready-off control unit that stops the drive source when a ready-off operation for switching to a ready-off state is performed, and (e) when the ready-off operation is performed while the vehicle is running A ready-off AT up-shifting unit that upshifts the mechanical stepped transmission unit, and (f) when returning from the ready-off state to the ready-on state. Characterized by having a a return control unit to establish the ready OFF during simulated gear assigned to the shift-up has been AT gear position of the mechanical step-variable shifting portion by up shifting portion.

  In such a vehicle control apparatus, 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 simulated stepped transmission control unit. The drive source rotational speed can be changed stepwise during gear shift, and the entire transmission can have the same shift feeling as a mechanical stepped transmission. Further, since one or more simulated gears are assigned to each of the plurality of AT gears, and the AT gear is shifted at the same timing as the simulated gears, the AT gear At the same time as shifting, the simulated gear stage is also shifted, and the gear step of the mechanical stepped transmission unit is changed with a change in the rotational speed of the drive source, and the uncomfortable feeling due to the shift shock of the mechanical stepped transmission unit is suppressed. Improved drivability.

  In addition, when the ready OFF operation is performed while the vehicle is running, the mechanical stepped transmission unit is shifted up, so the rotation speed of the intermediate transmission member that is the input rotation member of the mechanical stepped transmission unit decreases. Thus, an increase in the rotational speed of the differential mechanism of the electric continuously variable transmission unit accompanying the stoppage of rotation of the drive source is suppressed. Thus, for example, even when shifting to the high-speed AT gear stage is prohibited at a low oil temperature or the like, the up-shifting to the high-speed side AT gear stage causes the differential mechanism or the like when the drive source stops rotating. It is possible to appropriately protect components such as the rotating element of the differential mechanism and the differential rotating machine connected to the differential mechanism.

  On the other hand, when the mechanical stepped transmission is upshifted when the ready is turned off in this way, the allocation relationship between the AT gear stage and the simulated gear stage of the mechanical stepped transmission shifts, so the state returns to the ready-on state. Sometimes a single gear shift of the AT gear stage is performed and a gear shift shock may occur. If the AT gear stage is shifted in accordance with the shift timing of the simulated gear stage, the shift shock can be suppressed. However, the shift timing of the AT gear stage may be delayed by the amount of delay until the simulated gear stage shift occurs. Thereby, the response of the driving force when the accelerator is ON is also delayed. The reason is that the AT gear stage remains high, so even if the output torque of the electric continuously variable transmission (= input torque of the mechanical stepped transmission) is the same, the mechanical stepped transmission This is because the output torque is reduced. In addition, if the AT gear stage remains at the high side, the input rotational speed of the mechanical stepped transmission section decreases even at the same vehicle speed, and the engine rotational speed increases due to the restriction on the rotational speed of the differential mechanism of the electric continuously variable transmission section. This is because the engine power cannot be taken out and the upper limit value (availability) of the driving force is lowered. On the other hand, in the present invention, when returning to the ready-on state, the simulated gear stage assigned to the AT gear stage after the up-shifting at the ready-off state is established, and thereafter, when the simulated gear stage is shifted as assigned. The normal shift control for shifting the AT gear stage is possible, and the response of the driving force can be ensured while suppressing the shift shock.

FIG. 2 is a diagram illustrating a schematic configuration of a vehicle drive device provided in a vehicle having a control device to which the present invention is applied, and a diagram illustrating a control function for various controls in the vehicle and a main part of a control system. is there. 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. On the nomograph, the change in rotational speed of each part when the mechanical stepped transmission is upshifted from the AT1 gear to the AT2 gear when the ready OFF operation is performed in the simulated third gear FIG. 2 is a flowchart for specifically explaining operations of an AT up transmission unit and a return control unit at the time of ready OFF included in the electronic control device of FIG. 1. FIG. 11 is an example of a time chart showing changes in the operating state of each part when the shift control is performed according to the flowchart of FIG. 10 when a ready OFF operation is performed in the state of the simulated third gear.

  As the drive source, an engine such as an internal combustion engine that generates power by combustion of fuel, an electric motor, or the like is used. 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 drive source and the intermediate transmission member are connected to a differential mechanism or the like via a clutch, a transmission gear, or 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.

  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 with parameters such as the output rotational speed and the accelerator opening (operation amount) as parameters is appropriate. The automatic transmission condition may be determined, or the automatic transmission condition may be changed according to a shift instruction from the driver by a shift lever, an up / down switch, or the like.

  The number of stages of the plurality of simulated gear stages is equal to or greater than the number of stages of the plurality of AT gear stages, and one or more simulated gear stages are assigned to each AT gear stage. The shift conditions of the plurality of AT gear stages are determined so that the shift is performed at the same timing as the shift timing of the simulated gear stage. 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. It is also possible to set the number exceeding these numbers.

  The AT gear speed is changed at the same timing as the simulated gear speed. For example, the shift determination of the simulated gear stage is performed in addition to the case where the shift determination is simultaneously performed according to common shift conditions (such as a shift map). It may be the case that the shift control of the AT gear stage is already being executed. A predetermined standby time may be provided to adjust the shift timing. In such a simultaneous shift, for example, regardless of the difference between the shift response times (the delay time from the shift command output to the start of the inertia phase), the inertia phase (the input-side member according to the change in the gear ratio) regardless of the difference between the two shift responses. It is desirable to perform synchronous control that delays the shift command output of the simulated gear stage so that at least a part of the time period during which the rotational speed of the gear changes) 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 ready-off operation may be a power switch pressing operation, a long-pressing operation or a continuous hitting operation while the vehicle is running, for example, using a power switch such as an ignition switch, but switches between the ready-on state and the ready-off state. A ready changeover switch or the like may be provided separately. The ready-off AT up transmission unit is configured to perform an AT up transmission when a predetermined up transmission condition is satisfied, for example, when the rotational speed of the differential mechanism becomes excessive (overspeed). The AT up shift may be executed as much as possible whenever the ready is OFF. Although it is sufficient to increase the speed by one stage, it is possible to shift up by two or more stages. This AT-up shift is for suppressing over-rotation of the differential mechanism due to the rotation stop of the drive source, and may be performed in parallel with the stop control of the drive source. The drive source stop control by the ready OFF control unit may be delayed so that the drive source stops rotating. The return control unit establishes the simulated gear stage assigned to the AT gear stage. When there are a plurality of simulated gear stages, for example, the simulated gear stage on the low speed side with the largest gear ratio may be used, or the ready-on state may be entered. Based on the vehicle state at the time of return, the simulated gear stage at the time of return can also be set.

  Further, the vehicle control device of the present invention, for example, (a) prohibits shifting of the mechanical stepped transmission unit to the high-speed AT gear stage under a certain condition, and shifts the mechanical stepped transmission unit. (B) The ready-off up-shift unit is configured to limit the shift when the ready-off operation is performed while the vehicle is running. The mechanical stepped transmission unit is configured to upshift to the high-speed AT gear stage in preference to the shift limitation by the unit. For example, when the mechanical stepped transmission unit is shifted by hydraulic pressure, the shift limiting unit suppresses a shift shock at a low oil temperature at which the accuracy of hydraulic control is deteriorated, so that the shift frequency is reduced or the clutch-to-clutch The shift to the predetermined high-speed AT gear stage is prohibited so that the shift is not necessary. The shift limiter may be configured to limit the shift automatically in order to generate a drive source brake such as an engine brake or based on a shift limit request from the driver, or to a simulated gear stage or shift range (simulated range). Various modes are possible, for example, in the case where the shift restriction is performed in a manual mode (manual shift mode) in which the gear shift range) can be switched manually.

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 a vehicle 10 having an electronic control device 80 to which the present invention is applied, and also shows the essential components of a control system for various controls in the vehicle 10. It is a figure explaining a part. 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 as to be able to transmit power, the first rotating machine MG1 is connected to the sun gear S0 so as to be able to transmit power, and the intermediate transmission member 30 and the second rotating machine are connected to the ring gear R0. MG2 is connected so that power can be transmitted. 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 speed ratio γat of the AT 1st speed gear stage is the largest, and the speed ratio γat becomes smaller toward the high 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 the up-shift from the AT second gear stage “2nd” to the AT third gear stage “3rd” (2 → 3 up shift), as shown in the engagement operation table of FIG. Among the engagement devices (clutch C1 and clutch C2) engaged with the AT 3rd gear stage “3rd” while B1 is released, the engagement side engagement that was released before the 2 → 3 upshift is released. A clutch C2 serving as a device is engaged. At this time, the release transient hydraulic pressure of the brake B1 and the engagement transient hydraulic pressure of the clutch C2 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 speed (low side) gear stage among the AT1 speed gear stage “1st” to the AT4 speed gear stage “4th”. Reverse 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), which is reverse motor torque that is opposite in polarity. MG2 torque Tm (here, power running torque that is negative torque of negative rotation; in particular, expressed as MG2 torque TmR) is output from the second rotating machine MG2 to perform reverse travel. 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). Even in the hybrid travel mode, the second rotary machine MG2 can be rotated in the negative direction 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. It is possible. It is also possible to employ a mechanical stepped transmission unit having a reverse gear that reverses the input rotation and outputs it.

  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 can be operated as an electric continuously variable transmission that can be 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 device 80 corresponds to a control device, and is configured to have a plurality of electronic control devices divided for engine control, hybrid control, shift control, etc. 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 power switch 74, the shift position sensor 76, the battery sensor 78, etc., the engine speed ωe, the MG1 rotational speed ωg that is the rotational speed of the first rotating machine MG1, and the MG2 rotational speed that is the AT input rotational speed ωi. ωm, output rotational speed ωo corresponding to the vehicle speed V, accelerator opening θacc that is the driver's requested acceleration amount (that is, accelerator pedal operation amount), throttle valve opening θth that is the opening of the electronic throttle valve, hydraulic control circuit The hydraulic oil temperature toil of 54, the power operation signal Pon indicating the pressing operation of the power switch 74, and the vehicle 10 are provided. Shifting the operating position of the shift lever 56 as member (operating position) POSsh was, 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 power switch 74 is disposed in the vicinity of the driver's seat. For example, when the shift lever 56 is pressed in the P position and the brake is depressed, the driving system is activated and the engine is operated according to the accelerator operation. 14, the vehicle is in a ready-on state in which driving can be performed, or in an ACC state in which only auxiliary equipment such as an air conditioner can be operated by being pressed without a brake depression, or in a vehicle in a ready-on state. At the time of stop and when the shift lever 56 is pressed in the P position, the system is brought into a power OFF state in which the system is completely stopped. That is, various system operating states can be switched by a combination of the operation state of the shift lever 56, the brake operation state, the vehicle state such as the vehicle speed, and the power operation signal Pon indicating the pressing operation of the power switch 74. The power switch 74 also serves as a ready changeover switch that switches between a ready-on state and a ready-off state in which the engine 14 as a drive source is stopped to disable driving, and is long during vehicle running in the ready-on state. By pressing, it is possible to switch from the ready ON state to the ready OFF state. In the ready OFF state, for example, the operation of the engine 14, the first rotating machine MG1, and the second rotating machine MG2 are all stopped and the driving traveling is disabled, but the inertial traveling is possible and the electric oil The pump 104 and the like are operable, and the mechanical stepped transmission unit 20 is held at a predetermined AT gear stage. Further, if the power switch 74 is pressed while the vehicle is running in the ready-off state, the engine 14 can be restarted to return to the ready-on state.

  The operation position POSsh of the shift lever 56 is, for example, P, R, N, D, S position. The P position is a P (parking) range in which the mechanical stepped transmission 20 is brought into a neutral state in which power cannot be transmitted and any rotation of the output shaft 22 is mechanically blocked (locked) by releasing any of the engagement devices CB. Is the operation position for selecting. The R 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 where the AT 1st gear stage of the mechanical stepped transmission 20 is formed. . The N 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 position is an automatic shift control using all the simulated gear speeds of the simulated 1st gear stage to the simulated 10th gear stage with the shift of the AT 1st gear stage to the AT 4th gear stage of the mechanical stepped transmission 20. Or an infinitely variable shift control for shifting the electric continuously variable transmission 18 steplessly to select a D (drive) range that enables forward travel. The S position is provided adjacent to the D position. When the shift lever 56 is operated to the S position with the D range selected, the machine can be operated manually (manual operation) such as an up / down switch or a lever. Select any simulated gear stage from simulated 1st gear stage to simulated 10th gear stage with shifting from AT 1st gear stage to AT4th gear stage of the stepped transmission unit 20 or to the high speed side simulated gear stage It is possible to select an S (sequential) mode in which a plurality of shift ranges with limited shifts 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 control function performs hybrid drive control by the engine 14, the first rotating machine MG1, and the second rotating machine MG2. 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 performs a shift determination of the mechanical stepped shift unit 20 using an AT gear shift map that is obtained experimentally or design in advance and stored (that is, predetermined). The mechanical stepped transmission unit 20 is controlled by the control so that the AT 1st gear to the AT4th gear are automatically switched by the solenoid valves SL1 to SL4. A hydraulic control command signal Sat for switching the engagement release state of the device CB is output to the hydraulic control circuit 54. 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 increases, the gear ratio γat is switched to the high speed (high side) AT gear stage, and as the accelerator opening θacc increases, the speed ratio γat increases to the low speed side (low side). ) To be switched to the AT gear stage. The AT shift control unit 86 also switches the AT gear stage as necessary according to the allocation table of FIG. 6 in response to a shift instruction 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 determines a shift of the vehicle automatic transmission 40 using a predetermined simulated gear shift map, and the AT gear stage of the mechanical stepped shift unit 20 by the AT shift control unit 86. In conjunction with this shift control, shift control (stepped shift) of the electric continuously variable transmission 18 is executed so as to selectively establish any one of the plurality of simulated gears. Similar to the AT gear shift map, the simulated gear shift map is a predetermined shift condition with the output rotation 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 according to the shift instruction in response to a shift instruction by manual operation such as a driver's up / down switch.

  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 shift control unit 88 outputs a shift command output of the simulated gear stage so that at least a part of the inertia phase at the time of shifting of both the simulated gear stage and the AT gear stage overlaps regardless of the difference in shift response time. A synchronous shift control unit for delaying is provided as necessary. The timing for releasing the delay of the shift command output can be determined by, for example, whether or not the elapsed time after the shift command output of the AT gear stage has reached a predetermined delay time. The start of the inertia phase may be detected from the change in the rotation speed of the transmission member 30 (change in the MG2 rotation speed ωm).

  As shown in FIG. 1, the electronic control device 80 also functionally includes a ready-off control unit 90, a shift limiting unit 92, a ready-off AT-up transmission unit 94, and a return control unit 96. The ready-off control unit 90 is configured so that the engine 14, the first output when the power switch 74 is pressed for a long time while the vehicle is running in the ready-on state, when the ready-off operation for switching from the ready-on state to the ready-off state is performed. The operations of the first rotating machine MG1 and the second rotating machine MG2 are both stopped to disable driving. Thereby, the engine 14 is stopped based on its own rotational resistance such as pumping loss and friction. The shift limiter 92 is, for example, a mechanical stepped shift unit for suppressing a shift shock at a low oil temperature at which the accuracy of hydraulic control is deteriorated, that is, when the hydraulic oil temperature toil is equal to or lower than a predetermined determination value. In this embodiment, the shift to the high-speed AT gear stage that is equal to or higher than the AT second speed gear stage is prohibited and fixed to the AT first speed gear stage so that the transmission frequency of 20 is reduced. The simulated gear stage is also limited within the range of the simulated first-speed gear stage to the simulated third-speed gear stage assigned to the AT first speed gear stage. As a mode of speed limitation, in order to prohibit the clutch-to-clutch shift or to reduce the frequency of the clutch-to-clutch shift, the shift to the AT third gear or higher is prohibited, or the shift to the AT fourth gear is changed. May be prohibited. Further, when traveling in the S mode, shifting to a predetermined high speed side simulated gear is prohibited according to the selected shift range, and accordingly, shifting to the corresponding high speed AT gear is also prohibited. The shift to the high-speed AT gear stage can be prohibited for other reasons.

  Here, when the shift to the high-speed AT gear stage of the mechanical stepped transmission unit 20 is prohibited by the shift limiting unit 92, when the vehicle is pulled to a relatively high vehicle speed, the ready OFF operation is performed. If the rotation of the engine 14 is stopped, the rotational speed of a predetermined rotating element of the differential mechanism 32 of the electric continuously variable transmission unit 18 may become excessive. For example, when the vehicle is fixed to the first gear of AT and is pulled to a relatively high vehicle speed in the simulated third gear, which is the fastest simulated gear in that case, a mechanical type is selected according to the vehicle speed V, that is, the output rotational speed ωo. The input rotational speed ωi (= MG2 rotational speed ωm) of the stepped transmission 20 is increased. The solid line in FIG. 9 is a collinear diagram of the mechanical stepped transmission 20 and the differential mechanism 32 at this time. When the engine rotation speed ωe becomes substantially 0 by stopping the engine in this state, the collinear line of the differential mechanism 32 is shown. The figure is shown by a broken line, and the rotational speed ωg of the sun gear S0 of the differential mechanism 32 and the first rotating machine MG1 connected to the sun gear S0 is rotated at a high speed by ωg1 in the reverse rotation direction. Further, the pinion disposed on the carrier CA0 of the differential mechanism 32 is rotated at a rotational speed higher than the MG1 rotational speed ωg1, and the durability of these parts may be a problem. Not only when fixed to the AT 1st gear stage, but also when the gear range of the mechanical stepped transmission 20 is limited to the AT 2nd gear stage or lower, or the AT 3rd gear stage or lower, the ready OFF operation is performed at a high vehicle speed. If the engine 14 is stopped and the rotation of the engine 14 is stopped, similarly, a predetermined rotation element such as the sun gear S0 of the differential mechanism 32 may be over-rotated.

  The ready-off AT up transmission unit 94 and the return control unit 96 are for protecting parts by suppressing over-rotation of each part of the differential mechanism 32 when the ready-off state is set in this way. Signal processing is performed according to steps S1 to S8 in FIG. 10 (hereinafter simply referred to as S1 to S8). S1 to S5 in FIG. 10 correspond to the ready-off-time AT up transmission unit 94, and S6 to S8 correspond to the return control unit 96.

  In S1 of FIG. 10, whether or not a ready-off operation for switching from the ready-on state to the ready-off state has been performed is performed. Specifically, as in the ready-off control unit 90, the power switch 74 is turned on while the vehicle is running in the ready-on state. It is determined whether or not a long press operation has been performed. Information regarding whether or not the ready OFF control unit 90 has determined whether or not the ready OFF operation has been performed may be acquired from the ready OFF control unit 90. If the ready OFF operation is not performed, the process ends as it is. However, if the ready OFF operation is performed, S2 and subsequent steps are executed.

  In S2, it is determined whether or not a predetermined AT forced upshift condition is satisfied. The AT forced up speed change condition is, for example, the case where (a) the mechanical stepped transmission 20 is capable of shifting, and (b) the predetermined rotational speed of the differential mechanism 32 is in an overspeed range. (a) Whether or not the gear can be shifted is specifically determined as long as the solenoid valves SL1 to SL4 for shifting, the output rotation speed sensor 66, etc. are normal and can perform the shift control functionally. It does not include shift restrictions for preventing shift shocks at oil temperature. That is, parts protection takes priority over shift shock prevention. Whether or not the engine is in the over-rotation region (b) is determined based on the MG1 rotation speed ωg (absolute value) when the engine rotation speed ωe becomes 0 when the engine is stopped by the ready OFF operation, the AT input rotation speed ωi, and the gear ratio ρ0. Can be determined based on whether or not it is greater than a predetermined over-rotation determination value for protecting parts such as the sun gear S0, the pinion, and the first rotating machine MG1 of the differential mechanism 32. This requirement (b) may be satisfied when the shift range of the mechanical stepped transmission unit 20 is limited to the AT 3rd speed or lower by the shift limiting unit 92. When the AT forced upshift condition is satisfied, that is, when both of the above requirements (a) and (b) are satisfied, S3 is executed, and when neither of (a) and (b) is satisfied, S5 is executed. Execute.

  In S3, the AT gear stage of the mechanical stepped transmission unit 20 is forcibly shifted up in priority to the shift limitation by the transmission limitation unit 92. The destination AT gear stage may be, for example, an AT gear stage that is one speed higher than the current AT gear stage, but when there are a plurality of AT gear stages on the high speed side, for example, those AT gear stages Based on the step gear ratio γat, the AT input rotational speed ωi after the upshift, and further the MG1 rotational speed ωg when the engine rotational speed ωe becomes 0 are calculated, and the MG1 rotational speed ωg is the over-rotation determination value. You may make it select the AT gear stage used as follows. The one-dot chain line in FIG. 9 is a collinear diagram when the AT input rotational speed ωi is lowered and the engine rotational speed ωe becomes 0 by the up-shift from the AT 1st gear to the AT 2nd gear, in which case The MG1 rotational speed ωg2 becomes higher than the MG1 rotational speed ωg1 at the time of the AT 1st gear stage, and becomes an absolute value, which suppresses over-rotation of the first rotating machine MG1 and the pinion. Here, the AT gear stage is performed independently, that is, without a shift of the simulated gear stage, and there is a possibility that a shift shock due to inertia or the like may occur. However, since the AT up shift is performed immediately after the ready OFF operation, the operation is performed. It is unlikely that people will feel uncomfortable.

  In the next S4, the target simulation gear stage is changed according to the AT gear stage after the up-shift according to the up-shift of the mechanical stepped transmission 20. That is, in the ready OFF state, the engine rotational speed ωe becomes substantially 0, and the simulated gear stage is not actually controlled, but is assigned to the AT gear stage after the speed change with the AT gear stage upshift. Set the simulated gear to the target simulated gear. When a plurality of simulated gears are assigned, for example, the lowest simulated gear is set as the target simulated gear. For example, when the forced up shift is performed from the AT 1st gear to the AT 2nd gear as shown in FIG. 9, it is the lowest of the simulated 4th to 6th gears assigned to the AT2th gear. The simulated fourth gear is set as the target simulated gear.

  FIG. 11 is a flowchart of FIG. 10 when the mechanical stepped transmission unit 20 is fixed to the AT 1st speed gear stage and the simulated gear stage is limited to the 3rd speed or less by the shift limiting unit 92 at a low oil temperature or the like. 5 is an example of a time chart showing changes in the operating state of each part when the shift control at the time of ready OFF operation is performed according to FIG. The time t1 in FIG. 11 is the time when the ready OFF operation is performed, and the engine rotational speed ωe depends on the rotational resistance such as friction as the operation of the engine 14 is stopped (stop of fuel injection, etc.) by the ready OFF control unit 90. It is gradually lowered. Further, when S3 and S4 are executed while satisfying the AT forcible upshift condition of S2, the upshift is forcibly made to the AT2 speed gear stage, and the MG2 rotational speed ωm (= AT) with the change in the gear ratio γat. The input rotational speed ωi) is decreased and the target simulated gear stage is changed to the simulated fourth gear stage. The up-shift to the AT second gear is performed by, for example, a clutch-to-clutch shift that releases the brake B2 and engages the brake B1, but in FIG. 11, the shift is performed at time t2 before the engine speed ωe becomes zero. Thus, over-rotation of the MG1 rotation speed ωg and the like due to the decrease in the engine rotation speed ωe is appropriately suppressed. Note that when the shift response of the mechanical stepped transmission unit 20 is slow, the ready OFF control unit 90 starts the stop control of the engine 14 according to the progress of the forced upshifting of the mechanical stepped transmission unit 20. Alternatively, the decrease rate of the engine rotational speed ωe accompanying the engine stop can be slowed by the first rotating machine MG1.

  Returning to FIG. 10, in S5, the current AT gear stage and the target simulated gear stage are held (held), and in S6, the operation of returning from the ready OFF state to the ready ON state, that is, the pressing operation of the power switch 74 has been performed. Judge whether or not. S5 is repeatedly executed until the return operation is performed, and S7 is executed when the return operation is performed. In S7, the engine stop control by the ready OFF control unit 90 is released along with the return operation, and the target simulated gear stage held in S5 is established as the engine 14 is restarted. That is, when the forced upshift is performed in S3, a simulated gear stage assigned to the AT gear stage after the forced upshift is formed. For example, as shown in FIG. 9, when a forced upshift is performed to the AT 2nd gear, the simulated 4th gear is determined as the target simulated gear in S4, and the simulated 4th gear is formed in S7. Thereafter, the gear position hold is released in S8, and a series of shift control at the time of ready OFF ends. Since the simulated gear stage corresponding to the actual AT gear stage in S7, in other words, the simulated gear stage assigned in the assignment table is formed, when the gear stage hold is released in S8, the vehicle state at that time, for example, the speed limit Even when shifting according to the shift limit state by the unit 92, etc., since shifting of the simulated gear stage is performed according to the allocation table at the time of shifting of the AT gear stage, the shift control is appropriately performed while suppressing a sense of incongruity due to a shift shock etc. Done.

  A time t3 in FIG. 11 is a time when the operation for returning to the ready-on state is performed, and the engine speed ωe is increased as the engine 14 is restarted. Further, at time t4, the simulated fourth speed gear stage, which is the target simulated gear stage, is established, the gear stage hold is released, and the state returns to the ready ON state in which various controls are performed according to the vehicle state. In other words, in FIG. 11, the shift limitation by the shift limiting unit 92 becomes effective as the vehicle returns to the ready-on state, and the mechanical stepped transmission unit 20 moves to the AT second gear with the downshift to the simulated third gear. Downshift from the first gear to the first gear AT1.

  As described above, according to the electronic control device 80 of the vehicle 10 of the present embodiment, the simulated stepped shift control unit 88 establishes a plurality of simulated gear stages having different speed ratios γt of the entire vehicle automatic transmission 40. The engine rotational speed ωe can be increased or decreased stepwise when shifting the simulated gear stage by manual shift or automatic shift, and the same shift feeling as a mechanical stepped transmission can be obtained. For example, when the simulated gear is continuously up-shifted as the vehicle speed V increases during acceleration, the engine rotational speed ωe is rhythmically increased or decreased according to the change in the simulated gear, resulting in excellent acceleration feeling. Is obtained.

  Further, since one or more simulated gears are assigned to each of the plurality of AT gears, and the AT gear is shifted at the same timing as the simulated gears, the AT gear At the time of shifting, the simulated gear stage is also shifted, and the mechanical stepped transmission unit 20 is shifted with a change in the rotational speed of the engine 14, thereby suppressing the uncomfortable feeling caused by the shift shock of the mechanical stepped transmission unit 20 and the like. The dribabil is improved.

  Further, if the ready OFF operation is performed while the vehicle 10 is traveling, the mechanical stepped transmission 20 is upshifted under certain conditions (S1 to S3). The rotational speed ωi of the intermediate transmission member 30 that is an input rotating member is reduced, and an increase in the rotational speed (MG1 rotational speed ωg, etc.) of the sun gear S0 and pinion of the differential mechanism 32 accompanying the rotation stop of the engine 14 is suppressed. The As a result, for example, even when shifting to the high-speed AT gear stage is prohibited by the shift limiting unit 92 at a low oil temperature or the like, the engine 14 stops rotating by being shifted up to the high-speed AT gear stage. Sometimes, the excessive rotation speed of the sun gear S0 and pinion of the differential mechanism 32 is suppressed, and the components such as the first rotating machine MG1 and the like connected to the sun gear S0 and pinion or the sun gear S0 are appropriately used. Can protect.

  On the other hand, when the mechanical stepped transmission unit 20 is forcibly upshifted when the ready is turned off, the allocation relationship between the AT gear stage and the simulated gear stage of the mechanical stepped transmission unit 20 is shifted. When returning to the ON state, a single gear shift of the AT gear stage is performed, and a gear shift shock may occur. If the AT gear stage is shifted in accordance with the shift timing of the simulated gear stage, the shift shock can be suppressed, but the shift timing of the AT gear stage is delayed by the amount of delay until the simulated gear stage shift occurs, and when the accelerator is on. There is a possibility that the response of the driving force becomes slow. On the other hand, in this embodiment, when the forced up shift is performed in S3, the simulated gear stage assigned to the AT gear stage after the forced up shift is held as the target simulated gear stage (S4, S5). In order to establish the target simulated gear stage when returning to the ready ON state (S7), after that, the normal shift control for shifting the AT gear stage when shifting the simulated gear stage according to the allocation table is possible, and the shift shock is suppressed. However, it is possible to ensure the response of the driving force.

  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.

  DESCRIPTION OF SYMBOLS 10: Vehicle 14: Engine (drive source) 18: Electric continuously variable transmission unit 20: Mechanical stepped transmission unit 28: Drive wheel 30: Intermediate transmission member 32: Differential mechanism 40: Automatic transmission for vehicle 74: Power Switch 80: Electronic control unit (control unit) 88: Simulated stepped shift control unit 90: Ready OFF control unit 94: AT up transmission unit at ready OFF 96: Return control unit MG1: First rotating machine (differential rotating machine) ) Ωe: engine rotation speed (drive source rotation speed) ωo: output rotation speed ωi: AT input rotation speed (rotation speed of the intermediate transmission member)

Claims (1)

The intermediate transmission member includes a drive source, a differential rotator, and a differential mechanism coupled to the intermediate transmission member, wherein the rotational speed of the drive source is steplessly changed by torque control of the differential rotator. An electric continuously variable transmission that can be transmitted to
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 transmission gear ratios of the rotation speed of the intermediate transmission member with respect to the output rotation speed. And
In a vehicle control device having
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, wherein one or more simulated gear stages are provided for each of the plurality of AT gear stages. The one of the plurality of AT gear stages is set to be established, and any one of the simulated gear stages is established, and the AT gear is set at the same timing as the shift timing of the simulated gear stage. A simulated stepped shift control unit that controls the shift of the mechanical stepped transmission unit and performs the stepped shift of the continuously variable transmission unit so that a step shift is performed;
The drive source is stopped when a ready-off operation is performed to switch from the ready-on state in which the drive travel by the drive source can be performed to the ready-off state in which the drive source is stopped to disable the drive travel. A ready OFF control unit;
When the ready OFF operation is performed while the vehicle is running, an AT-up transmission unit at the time of ready OFF that shifts up the mechanical stepped transmission unit;
A return control unit that establishes a simulated gear stage assigned to the AT gear stage of the mechanical stepped transmission unit that has been upshifted by the upshift unit during the ready OFF state when returning from the ready OFF state to the ready ON state When,
A vehicle control apparatus comprising:

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