JP2020131815A - Vehicular control apparatus - Google Patents

Abstract

To improve a shift responsiveness by suppressing a delay in starting an inertia phase in mechanical-stepped shift control in a downshift in a power-on state.SOLUTION: In a case where a target engine revolution speed Netgt for a simulated gear stage set on the basis of a simulated gear stage shift condition is determined to be larger than a reached engine revolution speed Ner at a point of an inertia phase being started in a downshift at a stepped transmission part 20, the simulated gear stage is modified toward an upshift side, and therefore, before starting an inertia phase in the downshift at the stepped transmission part 20, engine power Pe consumed for increasing an engine revolution speed Ne is suppressed and thus it is possible to suppress a delay in a rise of AT input torque Ti. Therefore, in a downshift in the power-on state, it is possible to suppress a delay in starting the inertia phase in mechanical-stepped shift control, thus improving a shift responsiveness.SELECTED DRAWING: Figure 9

Description

The present invention relates to a vehicle control device including a continuously variable transmission and a mechanical stepped transmission.

A part of the power transmission path between the engine as a power source, the continuously variable transmission that can continuously change the engine speed and transmit it to the intermediate transmission member, and the intermediate transmission member and the drive wheels. It is possible to selectively establish a plurality of mechanical gear stages in which the value of the ratio of the rotation speed of the intermediate transmission member to the output rotation speed is different due to the engagement of a predetermined engaging device among the plurality of engaging devices. A vehicle control device equipped with a mechanical stepped speed change unit is well known. For example, the speed change control device for a vehicle described in Patent Document 1 is that. In Patent Document 1, a plurality of simulated gear stages having different values of the ratio of the engine rotation speed to the output rotation speed of the mechanical stepped transmission unit are established, and one or more for each of the mechanical gear stages. It is disclosed that the simulated gear stages of the above are established and the number of stages of the plurality of simulated gear stages is controlled so as to exceed the number of stages of the plurality of mechanical gear stages. Further, in Patent Document 1, when the simulated stepped speed change control for switching the simulated gear stage and the mechanical stepped speed change control for switching the mechanical gear stage are overlapped with each other, the mechanical stepped speed change control is overlapped. It is disclosed that the simulated stepped shift control is delayed until the inertia phase in the shift control is started.

Japanese Unexamined Patent Publication No. 2017-197159

By the way, in the technique for controlling to establish a plurality of simulated gears disclosed in Patent Document 1, when switching the simulated gears to the downshift side in the power-on state according to the simulated gear shift conditions, the driver's accelerator is used. Depending on the operation, the simulated gear stage may be switched in the order of 9 → 8 → 6th speed or 9 → 7 → 6th speed, for example. In this case, if the 4th to 6th speeds of the simulated gear stage are established for the 2nd speed of the mechanical gear stage, and the 7-9th speed of the simulated gear stage is established for the 3rd speed of the mechanical gear stage, the simulated gear is established. In any of the above orders, the mechanical gear shift control for switching the mechanical gear from 3rd gear to 2nd gear is performed. That is, when the simulated gear stage is switched from 9th to 6th speed, the mechanical stepped speed change control is executed with the process of switching the simulated gear stage from 9th to 8th speed, or the simulated gear stage is 9th to 7th speed. Mechanical stepped speed change control may be executed with the process of switching to. Here, before the start of the inertia phase in the mechanical stepped speed change control, the engine power is consumed to increase the engine rotation speed as the simulated gear stage of the downshift destination of the simulated stepped speed change control is on the low gear side. , The increase in input torque to the mechanical stepped transmission tends to be delayed. Therefore, for example, when the simulated gears are switched in the order of 9 → 7 → 6th gear, the input torque to the mechanical stepped transmission is compared with the case where the simulated gears are switched in the order of 9 → 8 → 6th gear. The rise is likely to be delayed. If the increase in the input torque to the mechanical stepped transmission is delayed, the start of the inertia phase in the mechanical stepped speed change control is delayed, leading to deterioration of shift responsiveness.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to suppress the start delay of the inertia phase in the mechanical step shift control in the downshift in the power-on state and to perform the shift response. An object of the present invention is to provide a vehicle control device capable of improving the performance.

The gist of the first invention is (a) an engine as a power source, a stepless transmission unit capable of steplessly shifting the engine rotation speed and transmitting the gear to an intermediate transmission member, and the intermediate transmission member. The value of the ratio of the rotation speed of the intermediate transmission member to the output rotation speed is determined by the engagement of a predetermined engagement device among the plurality of engagement devices while forming a part of the power transmission path between the gear and the drive wheel. It is a control device of a vehicle provided with a mechanical stepped speed change unit capable of selectively establishing a plurality of different mechanical gear stages, and (b) one or a plurality of different mechanical gear stages are established. Of the plurality of simulated gear stages in which the value of the ratio of the ratio of the engine rotation speed to the output rotation speed of the mechanical stepped transmission unit is different, the number of stages exceeds the number of stages of the mechanical gear stages, and the simulated gear stages to be established Is set according to a predetermined simulated gear shift condition, and a simulated stepped shift control unit that controls the stepless shift unit so as to establish the set simulated gear gear, and (c) the simulated gear shift condition. When the mechanical stepped gear is downshifted in the process of switching the simulated gear to the downshift side in the power-on state according to the above, the set simulated gear is started after the downshift of the mechanical stepped gear is started. The target value of the engine rotation speed in the gear stage is based on the predicted value of the engine rotation speed at the start of the inertia phase in the downshift of the mechanical stepped transmission unit set based on the actual value of the engine rotation speed. When it is determined that the target value of the engine rotation speed is larger than the predicted value of the engine rotation speed, the state determination unit for determining whether or not the speed is large, and (d) the set simulated gear stage are used. The purpose is to include a simulated gear stage correction unit for correction on the upshift side.

Further, in the second invention, in the vehicle control device according to the first invention, the state determination unit determines the engine speed or the engine rotation speed when the set simulated gear stage is corrected to the upshift side. It is for determining whether or not the engine power or the input torque to the mechanical stepped transmission unit decreases, and the simulated gear stage correction unit determines whether the engine rotation speed or the engine power or the input torque decreases. If it is determined, the correction to the upshift side of the set simulated gear stage is stopped.

Further, in the third invention, in the vehicle control device according to the first invention, the simulated gear stage correction unit uses the set simulated gear stage, and the target value of the engine rotation speed is the engine rotation. The purpose is to correct the gear to a simulated gear that is less than the predicted speed.

Further, the fourth invention is the simulated gear in which the target value of the engine rotation speed is equal to or less than the predicted value of the engine rotation speed in the simulated gear stage correction unit in the vehicle control device according to the third invention. The simulated gear stage is corrected to the upshift side one step at a time up to the step, and the state determination unit raises the simulated gear step one step at a time when the simulated gear stage is corrected to the upshift side. When it is corrected to the shift side, it is determined whether or not the engine rotation speed or engine power or the input torque to the mechanical stepped transmission unit decreases, and the simulated gear stage correction unit determines whether or not the engine is corrected. When it is determined that the rotation speed, the engine power, or the input torque decreases, the correction to the upshift side of the simulated gear stage is stopped, and the simulated gear stage to be corrected is fixed to the current simulated gear stage. To do.

Further, the fifth invention is the vehicle control device according to any one of the first to fourth inventions, wherein the vehicle includes a display device for displaying vehicle information to the driver. , A predetermined display numerical value indicating the state of the simulated gear stage is displayed on the display device, and when the simulated gear stage is corrected to the upshift side, the correction of the simulated gear stage is displayed. It is further provided with a display control unit that is not reflected in the numerical value.

Further, the sixth invention is the vehicle control device according to any one of the first to fifth inventions, wherein the plurality of engaging devices are hydraulic friction engaging devices. The simulated gear stage correction unit is to correct the simulated gear stage to the upshift side only when the temperature of the hydraulic oil used for switching the operating state of the friction engaging device is equal to or higher than a predetermined oil temperature. ..

Further, according to the seventh invention, in the vehicle control device according to any one of the first to sixth inventions, the simulated gear stage correction unit moves the simulated gear stage to the downshift side. The present invention is to correct the simulated gear stage to the upshift side within a range in which at least one stage of switching is performed.

Further, the eighth invention is the difference in the vehicle control device according to any one of the first to seventh inventions, wherein the continuously variable transmission is connected so that the engine can transmit power. The differential state of the differential mechanism is controlled by controlling the operating state of the first rotating machine having the dynamic mechanism and the first rotating machine connected to the differential mechanism so as to be able to transmit power. It is an electric continuously variable transmission, and the vehicle is a hybrid vehicle provided with a second rotating machine that functions as the power source and is connected to the intermediate transmission member so as to be able to transmit power.

According to the first invention, the target value of the engine speed in the simulated gear set according to the simulated gear shift condition is the engine speed at the start of the inertia phase in the downshift of the mechanical stepped transmission. If it is determined to be larger than the predicted value of, the simulated gear stage set above is corrected to the upshift side, so that the engine speed is set before the start of the inertia phase in the downshift of the mechanical stepped transmission. The engine power consumed to increase the speed can be suppressed, and the delay in the increase in the input torque to the mechanical stepped transmission can be suppressed. Therefore, in the downshift in the power-on state, it is possible to suppress the start delay of the inertia phase in the mechanical stepped shift control and improve the shift response.

Further, according to the second invention, when it is determined that the engine rotation speed or the engine power or the input torque decreases when the set simulated gear stage is modified to the upshift side, the setting is made. Since the correction of the simulated gear to the upshift side is stopped, if the engine speed, engine power, and input torque that are actually output are reduced, the shift response may deteriorate. In the region, the simulated gear stage is not modified to the upshift side, and such deterioration of shift response can be avoided.

Further, according to the third invention, the set simulated gear stage is modified to a simulated gear stage in which the target value of the engine rotation speed is equal to or less than the predicted value of the engine rotation speed. Before the start of the inertia phase in the downshift of the gear shift, it is appropriate that the engine power consumed to increase the engine speed is appropriately suppressed and the increase in the input torque to the mechanical gear shift is delayed. Can be suppressed.

Further, according to the fourth invention, when the simulated gear stage is corrected step by step to the simulated gear stage where the target value of the engine rotation speed is equal to or less than the predicted value of the engine rotation speed, each correction is made. In addition, when the simulated gear stage is corrected to the upshift side, it is determined whether or not the engine rotation speed or engine power or input torque decreases, and when it is determined that the engine rotation speed or engine power or input torque decreases. Since the correction to the upshift side of the simulated gear stage is stopped and the simulated gear stage to be corrected is fixed to the current simulated gear stage, the engine rotation speed, engine power, and the engine power that can actually be output are determined. In a region where the shift responsiveness may deteriorate when the input torque is reduced, the simulated gear stage is not corrected to the upshift side, and within the range where such deterioration of the shift responsiveness can be avoided. Delays in the increase in input torque to the mechanical stepped transmission can be suppressed.

Further, according to the fifth invention, a predetermined display numerical value indicating the state of the simulated gear stage is displayed on the display device, and when the simulated gear stage is modified to the upshift side, the display device is displayed. Since the correction of the simulated gear stage is not reflected in the display numerical value, a display indicating that the simulated gear stage has changed to the upshift side is not made in the process of switching the simulated gear stage to the downshift side. As a result, the change direction of the display numerical value displayed on the display device is set to a uniform change direction that matches the downshift, and a sense of discomfort due to the change direction of the display numerical value being reversed can be avoided.

Further, according to the sixth invention, the simulated gear stage is corrected to the upshift side only when the temperature of the hydraulic oil used for switching the operating state of the friction engaging device is equal to or higher than the predetermined oil temperature. For example, at low oil temperatures where the start of the inertia phase in mechanical stepped gear shifting control is delayed, even if the increase in input torque to the mechanical stepped gearbox is delayed, it does not lead to deterioration of shift response. Since the simulated gear stage is not modified to the upshift side, the driving force until the inertia phase is started can be secured.

Further, according to the seventh invention, the simulated gear stage is modified to the upshift side within a range in which the simulated gear stage is switched to the downshift side at least one stage. The driving force can be secured.

Further, according to the eighth invention, in a control device of a hybrid vehicle including an electric continuously variable transmission and a mechanical continuously variable transmission in series, mechanical stepped speed change control is performed in a downshift in a power-on state. It is possible to suppress the start delay of the inertia phase in the above and improve the shift response.

It is a figure explaining the schematic structure of the drive device for a vehicle provided in the vehicle to which this invention is applied, and is also a figure explaining the main part of the control function and the control system for various control in a vehicle. It is an operation chart explaining the relationship between the shift operation of the mechanical stepped speed change part illustrated in FIG. 1 and the operation of the engagement device used therefor. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in an electric continuously variable transmission part and a mechanical stepwise transmission part. It is a figure explaining an example of the gear stage allocation table which assigned a plurality of simulated gear stages to a plurality of AT gear stages. It is the figure which illustrated the AT gear stage of a stepped transmission part and the simulated gear stage of a compound transmission on the same collinear diagram as FIG. It is a figure explaining an example of the simulated gear gear shift map used for the shift control of a plurality of simulated gear gears. It is a figure which shows an example of the target engine rotation speed in each simulated gear stage. It is a figure which shows an example of the case where the change mode of the simulated downshift accompanied by 3 → 2 downshift of a stepped transmission part is corrected to the upshift side during 3 → 2 downshift in the power-on state. It is a flowchart explaining the control operation for improving the shift response by suppressing the start delay of the inertia phase in the mechanical step shift control in the main part of the control operation of an electronic control unit, that is, downshift in the power-on state. It is a figure which shows an example of the time chart when the control operation shown in the flowchart of FIG. 9 is executed. It is a figure which shows an example of the time chart when the control operation shown in the flowchart of FIG. 9 is executed, and is the figure which shows the example different from FIG. It is a figure which shows an example of the time chart explaining the state of the simulated gear stage displayed on the display device. It is a figure which shows an example of the case where the change mode of the simulated downshift accompanied by the 3 → 2 downshift of the stepped transmission unit in the power-on state is the simulated 10 → 6 → 5th speed.

In the embodiment of the present invention, a continuously variable transmission, a mechanical stepped transmission, a composite transmission in which the continuously variable transmission and the mechanical stepped transmission are combined, and the like. The gear ratio in the machine is "rotational speed of the rotating member on the input side / rotational speed of the rotating member on the output side". The high side in this gear ratio is the upshift side of the transmission and the high vehicle speed side on which the gear ratio becomes smaller. The low side in the gear ratio is the downshift side of the transmission, which is the low vehicle speed side on which the gear ratio becomes large. For example, the lowest gear ratio is the gear ratio on the lowest vehicle speed side, which is the lowest vehicle speed side, and is the maximum gear ratio at which the gear ratio is the largest.

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

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle drive device 12 provided in a vehicle 10 to which the present invention is applied, and is a diagram for explaining a main part of a control system for various controls in the vehicle 10. is there. In FIG. 1, the vehicle drive device 12 is an electric continuously variable transmission arranged in series on a common axis in an engine 14 functioning as a power source and a transmission case 16 as a non-rotating member attached to a vehicle body. It includes a transmission unit 18, a mechanical stepped transmission unit 20, and the like. The electric continuously variable transmission 18 is directly connected to the engine 14 or indirectly via a damper (not shown) or the like. The mechanical continuously variable transmission 20 is connected to the output side of the electric continuously variable transmission 18. Further, the vehicle drive device 12 includes a differential gear device 24 connected to an output shaft 22 which is an output rotating member of the mechanical stepped speed change unit 20, a pair of axles 26 connected to the differential gear device 24, and the like. I have. In the vehicle drive device 12, the power output from the engine 14 and the second rotary machine MG2 described later is transmitted to the mechanical stepped speed change unit 20, and the mechanical stepped speed change unit 20 sends the differential gear device 24 and the like. It is transmitted to the drive wheels 28 included in the vehicle 10 via. The vehicle drive device 12 is preferably used for an FR (= front engine / rear drive) type vehicle that is vertically installed in the vehicle 10, for example. Hereinafter, the transmission case 16 is referred to as a case 16, the electric continuously variable transmission 18 is referred to as a continuously variable transmission 18, and the mechanical continuously variable transmission 20 is referred to as a continuously variable transmission 20. Further, as for power, torque and force are also agreed unless otherwise specified. Further, the continuously variable transmission unit 18, the stepped speed change unit 20, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crankshaft of the engine 14, the connecting shaft 34 described later, and the like.

The engine 14 is a power source for traveling the vehicle 10, and is a known internal combustion engine such as a gasoline engine or a diesel engine. In this engine 14, the engine torque Te, which is the output torque of the engine 14, is generated by controlling the engine control device 50 such as the throttle actuator, the fuel injection device, and the ignition device provided in the vehicle 10 by the electronic control device 80 described later. Be controlled. In this embodiment, the engine 14 is connected to the continuously variable transmission 18 without a fluid transmission device such as a torque converter or a fluid coupling.

The continuously variable transmission 18 is a power dividing mechanism that mechanically divides the power of the first rotating machine MG1 and the engine 14 into the first rotating machine MG1 and the intermediate transmission member 30 which is an output rotating member of the continuously variable transmission 18. The differential mechanism 32 of the above is provided. The second rotary machine MG2 is connected to the intermediate transmission member 30 so as to be able to transmit power. The continuously variable transmission 18 is an electric continuously variable transmission in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the first rotating machine MG1. The first rotary machine MG1 is a rotary machine capable of controlling the engine rotation speed Ne, which is the rotation speed of the engine 14, and corresponds to a differential rotary machine, and the second rotary machine MG2 functions as a power source. It is a rotating machine for traveling and corresponds to a rotating machine for traveling drive. The vehicle 10 is a hybrid vehicle equipped with an engine 14 and a second rotary machine MG2 as a power source for traveling. To control the operating state of the first rotating machine MG1 is to control the operation of the first rotating machine MG1.

The first rotary machine MG1 and the second rotary 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 rotary machine MG1 and the second rotary machine MG2 are each connected to a battery 54 as a power storage device provided in the vehicle 10 via an inverter 52 provided in the vehicle 10, and are electronic control devices described later. By controlling the inverter 52 by the 80, the MG1 torque Tg and the MG2 torque Tm, which are the output torques of the first rotary machine MG1 and the second rotary machine MG2, are controlled. The output torque of the rotating machine is the power running torque in the positive torque on the acceleration side and the regenerative torque in the negative torque on the deceleration side. The battery 54 is a power storage device that transmits and receives electric power to each of the first rotating machine MG1 and the second rotating machine MG2.

The differential mechanism 32 is composed of a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 14 is connected to the carrier CA0 so as to be able to transmit power via the connecting shaft 34, the first rotating machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the second rotating machine MG2 can be transmitted to the ring gear R0. 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 stepped transmission unit 20 includes a mechanical transmission mechanism as a stepped transmission that forms a part of a power transmission path between the intermediate transmission member 30 and the drive wheels 28, that is, the stepless transmission unit 18 and the drive wheels 28. It is a mechanical transmission mechanism that forms part of the power transmission path between the two. The intermediate transmission member 30 also functions as an input rotation member of the stepped speed change unit 20. Since the second rotary machine MG2 is connected to the intermediate transmission member 30 so as to rotate integrally, or because the engine 14 is connected to the input side of the continuously variable transmission 18, the stepped transmission 20 is connected. , A transmission that forms part of a power transmission path between a power source (second rotary MG2 or engine 14) and drive wheels 28. The intermediate transmission member 30 is a transmission member for transmitting the power of the power source to the drive wheels 28. The stepped transmission unit 20 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 36 and the second planetary gear device 38, and a plurality of clutches C1, clutches C2, brakes B1 and brakes B2 including a one-way clutch F1. It is a known planetary gear type automatic transmission equipped with an engaging device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engaging device CB unless otherwise specified.

The engaging device CB is a hydraulic friction engaging device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engaging device CB is based on each engaging hydraulic pressure PRcb as each engaging pressure of the pressure-adjusted engaging device CB output from the solenoid valves SL1-SL4 and the like in the hydraulic control circuit 56 provided in the vehicle 10. By changing the engagement torque Tcb, which is each torque capacity, the operating state, which is a state such as engagement or disengagement, can be switched. In order to transmit the AT input torque Ti, which is the input torque input to the stepped transmission unit 20, for example, the AT input torque is transmitted between the intermediate transmission member 30 and the output shaft 22 without sliding the engaging device CB. An engagement torque Tcb is required to obtain the shared torque of the engagement device CB, which is the transmission torque that must be handled by each of the engagement device CB with respect to Ti. However, in the engagement torque Tcb from which the transmission torque is obtained, the transmission torque does not increase even if the engagement torque Tcb is increased. That is, the engagement torque Tcb corresponds to the maximum torque that can be transmitted by the engagement device CB, and the transmission torque corresponds to the torque that the engagement device CB actually transmits. In addition, not sliding the engaging device CB means not causing a difference rotation speed in the engaging device CB. Further, the engaging torque Tcb (or transmission torque) and the engaging hydraulic pressure PRcb are in a substantially proportional relationship except, for example, a region for supplying the engaging hydraulic pressure PRcb required for packing the engaging device CB.

In the stepped transmission unit 20, the rotating elements of the first planetary gear device 36 and the second planetary gear device 38 are partially connected to each other directly or indirectly via the engaging device CB or the one-way clutch F1. It is connected to the intermediate transmission member 30, the case 16, or the output shaft 22. Each rotating element of the first planetary gear device 36 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 38 is a sun gear S2, a carrier CA2, and a ring gear R2.

The stepped transmission unit 20 is a value of the ratio of the AT input rotation speed Ni to the output rotation speed No due to the engagement of any of the plurality of engagement devices, for example, a predetermined engagement device. A stepped transmission in which any one of a plurality of gears (also referred to as gears) having different gear ratios (also referred to as gear ratios) γat (= AT input rotation speed Ni / output rotation speed No) is formed. Is. That is, in the stepped speed change unit 20, the gear stage is switched, that is, the speed change is executed by engaging any of the plurality of engaging devices. The stepped transmission unit 20 is a stepped automatic transmission in which each of a plurality of gear stages is formed. The gear stage formed by the stepped speed change unit 20 is a mechanical gear stage that is mechanically established in the stepped speed change unit 20, and in this embodiment, this mechanical gear stage is referred to as an AT gear stage. The AT input rotation speed Ni is the input rotation speed of the stepped speed change unit 20, which is the rotation speed of the input rotation member of the stepped speed change unit 20, and is the same value as the rotation speed of the intermediate transmission member 30. It is the same value as the MG2 rotation speed Nm, which is the rotation speed of the rotary machine MG2. The AT input rotation speed Ni can be represented by the MG2 rotation speed Nm. The output rotation speed No is the rotation speed of the output shaft 22 which is the output rotation speed of the stepped transmission unit 20, and is a compound transmission which is an entire transmission in which the continuously variable transmission unit 18 and the stepped transmission unit 20 are combined. It is also the output rotation speed of the machine 40. The compound transmission 40 is a transmission that forms a part of a power transmission path between the engine 14 and the drive wheels 28.

As shown in the engagement operation table of FIG. 2, for example, the stepped transmission unit 20 has AT 1st gear (“1st” in the figure) -AT 4th gear (“4th” in the figure) as a plurality of AT gears. ”) 4 steps of forward AT gear steps are formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller as the AT gear on the higher side. The engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices. That is, the engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and a predetermined engagement device which is an engagement device that is engaged with each AT gear stage. In FIG. 2, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped speed change unit 20, and blank indicates release. Since the one-way clutch F1 is provided in parallel with the brake B2 that establishes the AT 1st gear, it is not necessary to engage the brake B2 when starting or accelerating. The coast downshift of the stepped speed change unit 20 is, for example, a downshift determined during deceleration running due to accelerator off when the accelerator opening degree θacc is zero or substantially zero. When all of the plurality of engaging devices are released, the stepped transmission unit 20 is placed in a neutral state in which no AT gear stage is formed, that is, in a neutral state in which power transmission is cut off. Since the one-way clutch F1 is a clutch whose operating state is automatically switched, the stepped transmission unit 20 is set to the neutral state when all the engaging devices CB are released. Further, to determine the downshift is that the downshift is required.

The stepped speed change unit 20 is released from a predetermined engaging device that forms an AT gear stage before shifting according to an accelerator operation of a driver (that is, a driver), a vehicle speed V, or the like by an electronic control device 80 described later. The AT gear stage to be formed is switched by controlling the release of the side engaging device and the engagement of the engaging side engaging device among the predetermined engaging devices forming the AT gear stage after shifting. That is, a plurality of AT gear stages are selectively formed. That is, in the shift control of the stepped speed change unit 20, for example, the shift is executed by grasping any of the engagement device CB, that is, the shift is executed by switching between the engagement and the disengagement of the engagement device CB. , So-called clutch-to-clutch shifting is performed. For example, in the downshift from the AT 2nd gear to the AT 1st gear, as shown in the engagement operation table of FIG. 2, the brake B1 serving as the release side engagement device is released and the engagement side engagement device is released. Brake B2 is engaged. At this time, the release transient hydraulic pressure of the brake B1 and the engagement transient hydraulic pressure of the brake B2 are pressure-adjusted and controlled. The release side engaging device is an engaging device involved in shifting of the stepped speed change unit 20 in the engaging device CB, and is an engaging device controlled toward release in the shift transition of the stepped speed change unit 20. Is. The engaging side engaging device is an engaging device involved in the shifting of the stepped speed change unit 20 in the engaging device CB, and is controlled toward engagement in the speed change transition of the stepped speed change unit 20. It is a combination device. The 2 → 1 downshift can also be executed by automatically engaging the one-way clutch F1 by releasing the brake B1 as the release side engaging device involved in the 2 → 1 downshift. In this embodiment, for example, the downshift from the AT 2nd gear to the AT 1st gear is represented as 2 → 1 downshift. The same applies to other upshifts and downshifts.

FIG. 3 is a collinear diagram showing the relative relationship between the rotational speeds of the rotating elements of the continuously variable transmission unit 18 and the stepped speed change unit 20. In FIG. 3, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 32 constituting the stepless speed change unit 18 are the sun gear S0 corresponding to the second rotating element RE2 in order from the left side. The g-axis representing the rotation speed, the e-axis representing the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the stepped speed change unit 20). It is an m-axis representing (input rotation speed). Further, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped speed change unit 20 correspond to the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4 and the rotation speed of the sun gear S2 corresponding to the fifth rotation element RE5 in this order from the left. Corresponds to the rotational speed of the connected ring gear R1 and carrier CA2 (that is, the rotational speed of the output shaft 22), the rotational speed of the interconnected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the seventh rotational element RE7. These are axes that represent the rotational speeds of the sun gears S1. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio (also referred to as the gear ratio) ρ0 of the differential mechanism 32. The distance between the vertical lines Y4, Y5, Y6, and Y7 is determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 36 and 38. When the distance between the sun gear and the carrier is set to correspond to "1" in the relationship between the vertical axes of the collinear diagram, the gear ratio ρ (= number of teeth of the sun gear Zs /) of the planetary gear device is between the carrier and the ring gear. The interval corresponds to the number of teeth Zr) of the ring gear.

Expressed using the co-line diagram of FIG. 3, in the differential mechanism 32 of the continuously variable transmission 18, the engine 14 (see “ENG” in the figure) is connected to the first rotating element RE1 and the second rotating element. The first rotating machine MG1 (see "MG1" in the figure) is connected to RE2, and the second rotating machine MG2 (see "MG2" in the figure) is connected to the third rotating element RE3 which rotates integrally with the intermediate transmission member 30. Therefore, the rotation of the engine 14 is transmitted to the stepped speed change unit 20 via the intermediate transmission member 30. In the continuously variable transmission unit 18, the relationship between the rotation speed of the sun gear S0 and the rotation speed of the ring gear R0 is shown by the straight lines L0 and L0R that cross the vertical line Y2.

Further, in the stepped speed change unit 20, the fourth rotating element RE4 is selectively connected to the intermediate transmission member 30 via the clutch C1, the fifth rotating element RE5 is connected to the output shaft 22, and the sixth rotating element RE6 is It 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. ing. In the stepped speed change unit 20, "1st", "2nd", and "3rd" on the output shaft 22 are formed by the straight lines L1, L2, L3, L4, LR crossing the vertical line Y5 by the engagement release control of the engagement device CB. , "4th", and "Rev" rotation speeds are shown.

The straight lines L0 and the straight lines L1, L2, L3, and L4 shown by the solid lines in FIG. Shown. In this hybrid traveling mode, in the differential mechanism 32, when the reaction force torque, which is a negative torque of the first rotary machine MG1, is input to the sun gear S0 in the forward rotation with respect to the engine torque Te input to the carrier CA0. , The engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tg) that becomes a positive torque in the forward rotation appears in the ring gear R0. Then, according to the required driving force, the total 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, whichever of the AT 1st gear and the AT 4th gear. Is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the is formed. At this time, the first rotary machine MG1 functions as a generator that generates negative torque in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 54 in addition to the generated power Wg.

Although not shown in FIG. 3, in the collinear diagram in the motor traveling mode in which the engine 14 is stopped and the motor traveling by using the second rotary machine MG2 as a power source is possible, the carrier CA0 in the differential mechanism 32 Is set to zero rotation, and MG2 torque Tm, which becomes a positive torque in normal rotation, is input to the ring gear R0. At this time, the first rotary machine MG1 connected to the sun gear S0 is put into a no-load state and idles in a negative rotation. That is, in the motor running mode, the engine 14 is not driven, the engine rotation speed Ne is set to zero, and the MG2 torque Tm is any of the AT 1st gear and the AT 4th gear as the driving torque in the forward direction of the vehicle 10. It is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the AT gear stage is formed. The MG2 torque Tm here is the power running torque of forward rotation.

The straight line L0R and the straight line LR shown by the broken line in FIG. 3 indicate the relative speed of each rotating element in the reverse running in the motor running mode. In reverse travel in this motor drive mode, MG2 torque Tm, which becomes negative torque due to negative rotation, is input to the ring gear R0, and the MG2 torque Tm is used as the drive torque in the reverse direction of the vehicle 10 to form the AT 1st gear stage. It is transmitted to the drive wheels 28 via the stepped speed change unit 20. In the vehicle 10, the electronic control unit 80, which will be described later, forms an AT gear stage on the low side for forward movement among a plurality of AT gear stages, for example, an AT 1st gear stage, and is used for forward movement during forward travel. By outputting the reverse MG2 torque Tm whose positive and negative directions are opposite to those of the MG2 torque Tm from the second rotating machine MG2, the reverse traveling can be performed. Here, the MG2 torque Tm for forward rotation is a power running torque that becomes a positive torque for forward rotation, and the MG2 torque Tm for backward rotation is a power running torque that becomes a negative torque for negative rotation. In this way, in the vehicle 10, the forward traveling is performed by reversing the positive and negative of the MG2 torque Tm by using the forward AT gear stage. To use the forward AT gear is to use the same AT gear as when traveling forward. Even in the hybrid travel mode, the second rotary machine MG2 can have a negative rotation as in the straight line L0R, so that the reverse travel can be performed in the same manner as in the motor travel mode.

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. A differential mechanism 32 having three rotating elements with the ring gear R0 as the third rotating element RE3 to which the intermediate transmission member 30 is connected is provided, and the differential mechanism is controlled by controlling the operating state of the first rotating machine MG1. The stepless speed change unit 18 as an electric speed change mechanism in which the differential state of 32 is controlled is configured. The third rotating element RE3 to which the intermediate transmission member 30 is connected is, from a different point of view, the third rotating element RE3 to which the second rotating machine MG2 is connected so as to be able to transmit power. That is, in the vehicle drive device 12, the engine 14 has a differential mechanism 32 connected to the differential mechanism 32 so as to be able to transmit power, and a first rotating machine MG1 connected to the differential mechanism 32 so as to be able to transmit power. The continuously variable transmission unit 18 in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the machine MG1 is configured. The continuously variable transmission 18 has a ratio of the engine rotation speed Ne, which is the same value as the rotation speed of the connecting shaft 34 serving as the input rotating member, to the MG2 rotation speed Nm, which is the rotating speed of the intermediate transmission member 30 serving as the output rotating member. It is operated as an electric continuously variable transmission in which the gear ratio γ0 (= Ne / Nm), which is a value, can be changed. That is, the continuously variable transmission unit 18 is a continuously variable transmission unit capable of steplessly shifting the engine rotation speed Ne and transmitting it to the intermediate transmission member 30.

For example, in the hybrid traveling mode, the rotation speed of the first rotary machine MG1 is relative to the rotation speed of the ring gear R0, which is constrained by the rotation of the drive wheels 28 due to the formation of the AT gear stage in the stepped speed change unit 20. When the rotation speed of the sun gear S0 is increased or decreased by controlling the above, the rotation speed of the carrier CA0, that is, the engine rotation speed Ne is increased or decreased. Therefore, in the hybrid driving, the engine 14 can be operated at an efficient driving point. That is, the stepped speed change unit 20 in which the AT gear stage is formed and the stepless speed change unit 18 operated as a stepless transmission are combined, and the stepless speed change unit 18 and the stepped speed change unit 20 are arranged in series. A continuously variable transmission can be configured as the entire transmission 40.

Alternatively, since the continuously variable transmission 18 can be changed like a stepped transmission, the stepped transmission 20 on which the AT gear stage is formed and the continuously variable transmission are changed like a stepped transmission. With 18, the combined transmission 40 as a whole can be changed like a stepped transmission. That is, in the compound transmission 40, the stepped transmission is such that a plurality of gears having different gear ratios γt (= Ne / No) representing the value of the ratio of the engine rotation speed Ne to the output rotation speed No are selectively established. It is possible to control the unit 20 and the stepless speed change unit 18. In this embodiment, the gear stage established by the compound transmission 40 is referred to as a simulated gear stage. The gear ratio γt is a total gear ratio formed by the continuously variable transmission unit 18 and the stepped transmission unit 20 arranged in series, and is the gear ratio γ0 of the continuously variable transmission unit 18 and the stepped transmission unit 20. The value is obtained by multiplying the gear ratio γat by (γt = γ0 × γat).

The simulated gear stage is, for example, a combination of each AT gear stage of the stepped transmission unit 20 and a gear ratio γ0 of one or a plurality of types of continuously variable transmission units 18 for each AT gear stage of the stepped transmission unit 20. Assigned to establish one or more types. For example, FIG. 4 is an example of a gear stage allocation table. In FIG. 4, a simulated 1st gear-simulated 2nd gear is established for the AT 1st gear, and a simulated 3rd gear-simulated 5th gear is established for the AT 2nd gear. It is predetermined that a simulated 6th gear-simulated 10th gear is established for the AT 3rd gear, and a simulated 11th gear-simulated 12th gear is established for the AT 4th gear. ing. Alternatively, although not shown, a simulated 1st gear-simulated 3rd gear is established for the AT 1st gear, and a simulated 4th gear-simulated 6th gear is established for the AT 2nd gear. Is established, a simulated 7th gear-simulated 9th gear is established for the AT 3rd gear, and a simulated 10th gear is established for the AT 4th gear. As described above, the plurality of simulated gear stages are set to one or a plurality of AT gear stages, and the number of stages exceeds the number of stages of the plurality of AT gear stages.

FIG. 5 is a diagram illustrating the AT gear stage of the stepped transmission unit 20 and the simulated gear stage of the compound transmission 40 on the same collinear diagram as in FIG. In FIG. 5, the solid line illustrates the case where the simulated 3rd gear-simulated 5th gear is established when the stepped transmission 20 is the AT 2nd gear. In the compound transmission 40, the continuously variable transmission unit 18 is controlled so as to have an engine rotation speed Ne that realizes a predetermined gear ratio γt with respect to the output rotation speed No, so that different simulated gear stages are used in a certain AT gear stage. Is established. Further, the broken line exemplifies the case where the simulated 6th gear is established when the stepped transmission 20 is the AT 3rd gear. In the compound transmission 40, the simulated gear stage is switched by controlling the continuously variable transmission unit 18 in accordance with the switching of the AT gear stage.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 80 as a controller including a control device for the vehicle 10 related to control of the engine 14, the continuously variable transmission unit 18, and the stepped speed change unit 20. Therefore, 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 device 80 is configured to include, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 80 is separately configured for engine control, shift control, and the like, if necessary.

The electronic control device 80 includes various sensors provided in the vehicle 10 (for example, engine rotation speed sensor 60, MG1 rotation speed sensor 62, MG2 rotation speed sensor 64, output rotation speed sensor 66, accelerator opening sensor 68, throttle valve). Various signals based on the values detected by the opening sensor 70, the brake pedal sensor 72, the G sensor 74, the shift position sensor 76, the battery sensor 78, the oil temperature sensor 79, etc. (for example, engine rotation speed Ne, first rotary machine MG1) MG1 rotation speed Ng which is the rotation speed, MG2 rotation speed Nm which is the AT input rotation speed Ni, output rotation speed No corresponding to the vehicle speed V, and the accelerator as the acceleration operation amount of the driver indicating the magnitude of the acceleration operation of the driver. Opening θacc, throttle valve opening θth, which is the opening of the electronic throttle valve, brake-on signal Bon, which is a signal indicating that the brake pedal for operating the wheel brake is being operated by the driver, front and rear of the vehicle 10. It is supplied to the acceleration G, the operation position POSsh of the shift lever 58 as a shift operation member provided in the vehicle 10, the battery temperature THbat of the battery 54, the battery charge / discharge current Ibat, the battery voltage Vbat, and the hydraulic actuator of the engaging device CB. The hydraulic oil, that is, the hydraulic oil temperature THoil, which is the temperature of the hydraulic oil used for switching the operating state of the engaging device CB, is supplied.

From the electronic control device 80, various command signals (for example, engine control for controlling the engine 14) are sent to each device (for example, engine control device 50, inverter 52, hydraulic control circuit 56, display device 59, etc.) provided in the vehicle 10. Command signal Se, rotary machine control command signal Smg for controlling the first rotary machine MG1 and second rotary machine MG2, hydraulic control command signal Sat for controlling the operating state of the engaging device CB, display of various vehicle information. Information display control command signal Sinf, etc.) for performing the above is output. This hydraulic pressure control command signal Sat is also a hydraulic pressure control command signal for controlling the shift of the stepped speed change unit 20, and for example, each of the engaging hydraulic pressure PRcb supplied to each hydraulic actuator of the engaging device CB is adjusted. This is a command signal for driving the solenoid valves SL1-SL4 and the like. The electronic control device 80 sets a hydraulic pressure instruction value corresponding to the value of each engagement hydraulic pressure PRcb supplied to each hydraulic actuator in order to obtain the target engagement torque Tcb of the engagement device CB, and sets the hydraulic pressure instruction value. The drive current or drive voltage according to the above is output to the hydraulic control circuit 56.

The display device 59 is a device that displays vehicle information to the driver. This vehicle information is, for example, a predetermined display numerical value indicating the state of the simulated gear, a value representing the simulated gear, a value representing the engine rotation speed Ne that changes according to the simulated gear, and the like.

The electronic control unit 80 calculates the charge state value SOC [%] as a value indicating the charge state of the battery 54 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. Further, the electronic control unit 80 calculates the chargeable / dischargeable power Win and Wout that define the usable range of the battery power Pbat, which is the power of the battery 54, based on, for example, the battery temperature THbat and the charge state value SOC of the battery 54. To do. The chargeable and dischargeable powers Win and Wout are the chargeable power Win as the input power that defines the limit of the input power of the battery 54 and the dischargeable power Wout as the output power that defines the limit of the output power of the battery 54. is there. The chargeable and dischargeable power Win and Wout are reduced as the battery temperature THbat is lower in the low temperature range where the battery temperature THbat is lower than the normal range, and are smaller as the battery temperature THbat is higher in the high temperature range where the battery temperature THbat is higher than the normal range. Will be done. Further, the rechargeable power Win is reduced as the charge state value SOC is higher, for example, in a region where the charge state value SOC is high. Further, the dischargeable power Wout is reduced as the charge state value SOC is lower, for example, in a region where the charge state value SOC is low.

In order to realize various controls in the vehicle 10, the electronic control device 80 includes an AT shift control means, that is, an AT shift control unit 82, a hybrid control means, that is, a hybrid control unit 84, and a simulated step shift control means, that is, a simulated step shift control unit. It includes 86, and display control means, that is, display control unit 88.

The AT shift control unit 82 determines the shift of the stepped shift unit 20 by using, for example, an AT gear shift map, which is a relationship that is experimentally or designedly obtained and stored in advance, that is, a predetermined relationship. If necessary, shift control of the stepped transmission unit 20 is executed. In the shift control of the stepped speed change unit 20, the AT shift control unit 82 uses the solenoid valves SL1-SL4 to release the engagement device CB so as to automatically switch the AT gear stage of the stepped speed change unit 20. The hydraulic pressure control command signal Sat for switching is output to the hydraulic pressure control circuit 56. The AT gear shift map has a predetermined relationship in which, for example, a shift line for determining the shift of the stepped transmission unit 20 is provided on two-dimensional coordinates with the output rotation speed No and the accelerator opening θacc as variables. .. Here, the vehicle speed V or the like may be used instead of the output rotation speed No, or the required drive torque Tdem, the throttle valve opening degree θth, or the like may be used instead of the accelerator opening degree θacc. Each shift line in the AT gear shift map is an upshift line for determining an upshift and a downshift line for determining a downshift. For each shift line, whether or not the output rotation speed No crosses the line on the line indicating a certain accelerator opening θacc, or whether or not the accelerator opening θacc crosses the line on the line indicating a certain output rotation speed No. That is, it is for determining whether or not the gear has crossed the shift point, which is a value at which the shift on the shift line should be executed, and is predetermined as a series of the shift points. In this embodiment, the shift control of the stepped speed change unit 20 is also referred to as AT shift control or mechanical stepped shift control. Therefore, the AT shift control unit 82 is also a mechanical stepped shift control unit.

The hybrid control unit 84 functions as an engine control means for controlling the operation of the engine 14, that is, an engine control unit, and a rotary machine control means for controlling the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. That is, it includes a function as a rotary machine control unit, and the engine 14, the first rotary machine MG1, and the second rotary machine MG2 execute hybrid drive control and the like by these control functions. The hybrid control unit 84 calculates the required drive power Pdem by applying the accelerator opening degree θacc and the vehicle speed V to, for example, a drive force map having a predetermined relationship. From a different point of view, this required drive power Pdem is the required drive torque Tdem at the vehicle speed V at that time. The hybrid control unit 84 considers the chargeable / discharging power Win, Wout, etc. of the battery 54, and considers the required drive power Pdem, and the engine control command signal Se, which is a command signal for controlling the engine 14, and the first The rotary machine control command signal Smg, which is a command signal for controlling the rotary machine MG1 and the second rotary machine MG2, is output. The engine control command signal Se is, for example, a command value of engine power Pe, which is the power of the engine 14 that outputs engine torque Te at the engine rotation speed Ne at that time. The rotary machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotary machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of command output as the reaction torque of the engine torque Te. It is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output.

The hybrid control unit 84 selectively establishes the motor traveling mode or the hybrid traveling mode as the traveling mode according to the traveling state. For example, when the required drive power Pdem is in the motor traveling region smaller than the predetermined threshold value, the hybrid control unit 84 establishes the motor traveling mode, while the required driving power Pdem is equal to or higher than the predetermined threshold value. When it is in the hybrid driving region, the hybrid driving mode is established. Further, the hybrid control unit 84 sets the hybrid drive mode when the charge state value SOC of the battery 54 is less than the predetermined engine start threshold value even when the required drive power Pdem is in the motor drive region. To be established. The motor running mode is a running state in which the engine 14 is stopped and the second rotating machine MG2 generates drive torque to drive the motor. The hybrid driving mode is a driving state in which the engine 14 is driven. The engine start threshold value is a predetermined threshold value for determining that the charge state value SOC needs to forcibly start the engine 14 to charge the battery 54.

When, for example, the hybrid control unit 84 operates the continuously variable transmission 18 as a continuously variable transmission and the compound transmission 40 as a whole operates as a continuously variable transmission, the required drive power Pdem takes into consideration the optimum engine fuel efficiency and the like. By controlling the engine 14 and the generated power Wg of the first rotating machine MG1 so that the engine rotation speed Ne and the engine torque Te are obtained so that the engine power Pe that realizes the above can be obtained, the continuously variable transmission 18 is absent. The step shift control is executed to change the shift ratio γ0 of the continuously variable transmission unit 18. As a result of this control, the gear ratio γt of the compound transmission 40 when operating as a continuously variable transmission is controlled.

The simulated stepped speed change control unit 86 has a predetermined relationship, for example, when the stepless speed change unit 18 is changed like a stepped transmission and the combined transmission 40 as a whole is changed like a stepped transmission. For example, a shift determination of the compound transmission 40 is performed using a simulated gear shift map, and a plurality of simulated gears are selectively selected in cooperation with the shift control of the AT gear of the stepped transmission 20 by the AT shift control unit 82. The shift control of the continuously variable transmission unit 18 is executed so as to satisfy the above. The plurality of simulated gear stages can be established by controlling the engine rotation speed Ne by the first rotary machine MG1 according to the output rotation speed No so that the respective gear ratios γt can be maintained. The gear ratio γt of each simulated gear stage does not necessarily have to be a constant value over the entire range of the output rotation speed No, and may be changed in a predetermined region, and is limited by the upper limit or lower limit of the rotation speed of each part. May be added. In this way, the simulated stepped speed change control unit 86 sets the simulated gear stage to be established among the simulated gear stages according to, for example, the simulated gear stage shift map, which is a predetermined simulated gear stage shift condition, and sets the simulated gear stage. The continuously variable transmission 18 is controlled so as to establish a simulated gear stage.

Similar to the AT gear shift map, the simulated gear shift map is predetermined with the output rotation speed No and the accelerator opening θacc as parameters. FIG. 6 is an example of a simulated gear shift map, in which the solid line is an upshift line and the broken line is a downshift line. By switching the simulated gear according to the simulated gear shift map, the combined transmission 40 in which the continuously variable transmission 18 and the stepped transmission 20 are arranged in series has the same shift feeling as that of the stepped transmission. can get. In the simulated stepped speed change control in which the composite transmission 40 as a whole shifts like a stepped transmission, for example, when a driving mode that emphasizes driving performance such as a sports driving mode is selected by the driver, or the required drive torque Tdem is relatively large. If it is large, the combined transmission 40 as a whole may be executed in preference to the continuously variable transmission that operates as a continuously variable transmission, but basically the simulated stepped transmission control is executed except when a predetermined execution is restricted. May be done.

The simulated stepped speed change control by the simulated stepped speed change control unit 86 and the mechanical stepped speed change control by the AT speed change control unit 82 are executed in cooperation with each other. In this embodiment, 12 types of simulated gears of simulated 1st gear and simulated 12th gear are assigned to 4 types of AT gears of AT 1st gear and AT 4th gear. Therefore, the AT gear shift map is defined so that the AT gear shift is performed at the same timing as the shift timing of the simulated gear gear. Specifically, the upshift lines of the simulated gear stages "2 → 3", "5 → 6", and "10 → 11" in FIG. 6 are the AT gear stage shift maps "1 → 2" and "2". It coincides with each upshift line of "→ 3" and "3 → 4" (see "AT1 → 2" etc. described in FIG. 6). Further, the downshift lines of the simulated gear stages "2 ← 3", "5 ← 6", and "10 ← 11" in FIG. 6 are "1 ← 2" and "2 ← 3" of the AT gear stage shift map. , "3 ← 4" coincides with each downshift line (see "AT1 ← 2" etc. described in FIG. 6). Alternatively, the shift command of the AT gear stage may be output to the AT shift control unit 82 based on the shift determination of the simulated gear stage based on the simulated gear shift map of FIG. As described above, when the stepped transmission unit 20 is upshifted, the entire compound transmission 40 is upshifted, while when the stepped transmission unit 20 is downshifted, the entire compound transmission 40 is downshifted. Be told. The AT shift control unit 82 switches the AT gear stage of the stepped speed change unit 20 when the simulated gear stage is switched. Since the AT gear stage is changed at the same timing as the simulated gear stage shift timing, the stepped speed change unit 20 is changed according to the change in the engine rotation speed Ne, and the stepped speed change unit 20 is changed. Even if there is a shock due to shifting, it is difficult to give the driver a sense of discomfort. In the simulated gear shift map shown in FIG. 6, the description of each upshift line such as “7 → 8” of the simulated gear and each downshift line such as “7 ← 8” of the simulated gear is omitted. ing.

FIG. 7 is a diagram showing an example of a target engine rotation speed Netgt, which is a target value of the engine rotation speed Ne in each simulated gear stage. In FIG. 7, each solid line shows the relationship between the target engine rotation speed Netgt and the output rotation speed No set in each simulated gear stage. The simulated stepped speed change control unit 86 sets, for example, the target engine rotation speed Netgt in the simulated gear stage set according to the simulated gear stage shift map, and the engine 14 and the first engine 14 and the first gear so that the engine rotation speed Ne becomes the target engine rotation speed Netgt. By operating the rotary machine MG1 and the like, the continuously variable transmission unit 18 is controlled so as to establish the set simulated gear stage. In the map of the target engine rotation speed Netgt shown in FIG. 7, the description of the target engine rotation speed Netgt such as the simulated 9th gear is omitted.

The display control unit 88 outputs an information display control command signal Sinf for displaying a predetermined display numerical value indicating the state of the simulated gear stage on the display device 59 to the display device 59. The value representing the simulated gear stage as a predetermined display numerical value is, for example, a value corresponding to the current simulated gear stage, and is a simulated gear stage for meter display. Further, the value representing the engine rotation speed Ne as a predetermined display value is, for example, a value obtained by annealing the target engine rotation speed Netgt in the meter display simulated gear stage, and the meter display engine rotation speed Ne. is there.

Here, a case where the downshift of the stepped speed change unit 20 is performed in the transient process of the simulated stepped speed change control for switching the simulated gear stage to the downshift side in the power-on state will be described. The shift in the power-on state is, for example, a shift determined by an increase in the accelerator opening degree θacc or a shift determined by an increase in the vehicle speed V while the accelerator is on. In this embodiment, the simulated stepped shift control for switching the simulated gear to the downshift side is referred to as a simulated downshift, and the simulated stepped shift control for switching the simulated gear to the upshift side is referred to as a simulated upshift. Due to variations in accelerator operation, even if the downshift of the stepped transmission unit 20 is the same, the change mode of the simulated gear stage in the simulated downshift may be different.

FIG. 13 is a diagram showing an example in the case where the change mode of the simulated downshift accompanied by the 3 → 2 downshift of the stepped speed change unit 20 in the power-on state is the simulated 10 → 6 → 5th speed, with respect to this embodiment. A comparative example is shown. In FIG. 13, the time point t1a indicates the time point when the output of the hydraulic pressure indicated value of the stepped speed change unit 20 for 3 → 2 downshift is started. The time point t2a indicates the time point when the inertia phase in the 3 → 2 downshift is started. The time point t3a indicates the time point when the inertial phase ends. As the simulated gear stage is on the low gear side, the target engine rotation speed Netgt of the simulated gear stage indicated by the broken line becomes higher. Therefore, the engine when the engine rotation speed Ne is raised to the target engine rotation speed Netgt before the start of the inertia phase. Power Pe consumption increases (see Part A). Therefore, the engine power Pe that raises the AT input torque Ti is insufficient, and the AT input torque Ti does not reach the command value indicated by the broken line at the start of the inertia phase (see part B). Here, in the downshift of the stepped transmission unit 20 in the power-on state in which the MG2 rotation speed Nm is changed toward the synchronous rotation speed after the shift, the transmission torque of the release side engaging device is reduced. It is preferable to advance the shifting. For example, in the downshift of the stepped speed change unit 20 in the power-on state, the release transient hydraulic pressure of the release side engaging device is engaged based on the command value (see the broken line) of the AT input torque Ti that does not consider the transient response. A hydraulic pressure instruction value capable of holding the combined torque Tcb is output (see part C). Therefore, if the actual value of the AT input torque Ti is insufficient with respect to the engagement torque Tcb of the release side engaging device according to the command value of the AT input torque Ti, the start of the inertia phase is delayed and the shift responsiveness deteriorates. Connect.

Therefore, the electronic control unit 80 is downshifted during the downshift of the stepped speed change unit 20 in the power-on state, particularly from the downshift start time when the output of the hydraulic pressure indicated value of the downshift of the stepped speed change unit 20 is started. Before the start of the inertia phase in the shift, the simulated gear stage is corrected to the upshift side.

FIG. 8 is a diagram showing an example of a case where the change mode of the simulated downshift accompanied by the 3 → 2 downshift of the stepped speed change unit 20 is corrected to the upshift side during the 3 → 2 downshift in the power-on state. .. In FIG. 8, the time point t1b indicates the time point when the output of the hydraulic pressure indicated value of the stepped speed change unit 20 for 3 → 2 downshift is started. The time point t2b indicates the time point when the inertia phase in the 3 → 2 downshift is started. The time point t3b indicates the time point when the inertial phase ends. A simulated 10 → 6th downshift is executed before the start of the 3 → 2 downshift of the stepped speed change unit 20. After the start of the 3 → 2 downshift, the simulated 6 → 7th upshift is executed, and the simulated gear stage before the start of the inertia phase is corrected to the high gear side (see part D). By doing so, the target engine rotation speed Netgt of the simulated gear stage shown by the broken line is lowered, so that the increase of the engine rotation speed Ne to the target engine rotation speed Netgt is terminated early (see part E), and the engine power Pe The shortage of the AT input torque Ti is resolved, and the AT input torque Ti can quickly reach the command value (see the broken line) of the AT input torque Ti without considering the transient responsiveness (see the F part). As a result, the start of the inertia phase is accelerated and the shift response is improved (see Part G).

In order to realize a control function of suppressing the start delay of the inertia phase in the mechanical stepped shift control and improving the shift response in the downshift in the power-on state, the electronic control device 80 further means a state determination means, that is, A state determination unit 90 and a simulated gear stage correction means, that is, a simulated gear stage correction unit 92 are provided.

The state determination unit 90 determines whether or not the power-on-downshift of the stepped speed change unit 20 is being executed based on the hydraulic control command signal Sat or the like. Specifically, the state determination unit 90 determines whether or not the stepped transmission unit 20 is downshifted in the process of switching the simulated gear stage to the downshift side in the power-on state according to the simulated gear stage shifting condition. judge.

When the state determination unit 90 determines that the power-on-downshift of the stepped speed change unit 20 is being executed, the actual engine rotation speed Ne becomes the target engine rotation speed Netgt before the start of the inertia phase in the mechanical stepped speed change control. Determine if it is predicted that it will not be reached. The actual engine speed Ne is the actual value of the engine speed Ne. Specifically, the state determination unit 90 sets a predicted value of the engine rotation speed Ne at the start of the inertia phase in the downshift of the stepped transmission unit 20 based on the actual engine rotation speed Ne. The predicted value of the engine speed Ne is the reached engine speed Ne predicted that the actual engine speed Ne will reach at the start of the inertia phase. The state determination unit 90 adds, for example, an increase in the engine rotation speed Ne up to the start of the inertia phase to the actual engine rotation speed Ne at the output start time of the hydraulic pressure indicated value of the downshift of the stepped speed change unit 20. , Reach engine speed Ner is set. The state determination unit 90 increases the time from the output start time of the hydraulic pressure indicated value stored by the learning control or the like to the inertia phase start time, and the actual engine rotation speed Ne determined by the engine control in the simulated stepped speed change control. The increase in engine speed Ne is calculated by multiplying by the speed. After the downshift of the stepped speed change unit 20 is started, the state determination unit 90 reaches the target engine rotation speed Netgt in the simulated gear stage set according to the simulated gear stage shift condition by the simulated stepped speed change control unit 86 from the engine rotation speed Ner. By determining whether or not the actual engine speed Ne is predicted to not reach the target engine speed Netgt before the start of the inertia phase, it is determined.

When the state determination unit 90 determines that the target engine rotation speed Netgt is larger than the reached engine rotation speed Ner, the simulated gear stage correction unit 92 is set by the simulated stepped speed change control unit 86 according to the simulated gear stage shift conditions. Correct the simulated gear stage to the upshift side.

When the simulated gear stage is modified to the upshift side, the target engine speed Netgt is reduced. At this time, if the target engine rotation speed Netgt is made lower than the actual engine rotation speed Ne, the actual engine rotation speed Ne is lowered. Then, although the simulated gear stage is modified to the upshift side in order to improve the shift response, the shift response may be deteriorated. Such a phenomenon is the same in the engine power Pe, which is reduced as the engine speed Ne decreases, and in the AT input torque Ti, which is reduced as the engine power Pe decreases.

When the simulated gear stage set by the simulated stepped speed change control unit 86 is corrected to the upshift side by the simulated gear stage correction unit 92, the state determination unit 90 determines the actual engine rotation speed Ne, the actual engine power Pe, or the actual AT. It is determined whether or not the input torque Ti decreases. The actual engine power Pe is the actual value of the engine power Pe, or the actual AT input torque Ti is the actual value of the AT input torque Ti. The state determination unit 90 calculates the target engine rotation speed Netgt in the simulated gear stage, that is, the current simulated gear stage + 1 stage when corrected to the upshift side. The state determination unit 90 raises the set simulated gear stage by determining whether or not the target engine rotation speed Netgt in the simulated gear stage when corrected to the upshift side is less than the actual engine rotation speed Ne. It is determined whether or not the actual engine speed Ne decreases when the engine speed is corrected to the shift side. The determination of whether or not the actual engine power Pe decreases or the determination of whether or not the actual AT input torque Ti decreases is the same as that of the actual engine rotation speed Ne.

The simulated gear stage correction unit 92 is set by the simulated stepped speed change control unit 86 when the state determination unit 90 determines that the actual engine rotation speed Ne, the actual engine power Pe, or the actual AT input torque Ti decreases. Cancel the correction to the upshift side of the simulated gear stage.

In the modification of the simulated gear stage set by the simulated stepped speed change control unit 86 to the upshift side, it is preferable to modify the simulated gear stage so that the target engine rotation speed Netgt is equal to or less than the reached engine rotation speed Ner. The simulated gear stage correction unit 92 corrects the simulated gear stage set by the simulated stepped speed change control unit 86 to a simulated gear stage in which the target engine rotation speed Netgt is equal to or less than the reached engine rotation speed Ner.

The target engine rotation speed Netgt may be corrected at once to the simulated gear stage where the reached engine rotation speed Ner or less, but it may be corrected one step at a time for each cycle in the control operation, that is, for each task. For example, the simulated gear stage correction unit 92 corrects the simulated gear stage one step at a time to the upshift side up to the simulated gear stage at which the target engine rotation speed Netgt is equal to or less than the reached engine rotation speed Ner.

When the simulated gear stage is modified one step at a time, it is determined whether or not the actual engine rotation speed Ne, the actual engine power Pe, or the actual AT input torque Ti decreases for each modification. When the state determination unit 90 corrects the simulated gear stage to the upshift side one by one by the simulated gear stage correction unit 92, the simulated gear stage correction unit 92 corrects the simulated gear stage to the upshift side for each correction. , It is determined whether or not the actual engine rotation speed Ne, the actual engine power Pe, or the actual AT input torque Ti decreases.

When the state determination unit 90 determines that the actual engine rotation speed Ne, the actual engine power Pe, or the actual AT input torque Ti decreases, the simulated gear stage correction unit 92 corrects the simulated gear stage to the upshift side. Stop and fix the current simulated gear to the modified simulated gear.

On the other hand, in the simulated gear stage correction unit 92, the actual engine rotation speed Ne or the actual engine power is determined by the state determination unit 90 until the target engine rotation speed Netgt is determined by the state determination unit 90 to be equal to or less than the reached engine rotation speed Ne. If it is not determined that Pe or the actual AT input torque Ti decreases, the simulated gear stage to be corrected is determined to be the simulated gear stage in which the target engine rotation speed Netgt is equal to or less than the reached engine rotation speed Ner.

The simulated gear stage correction unit 92 releases the correction of the simulated gear stage to the upshift side after the inertia phase in the downshift of the stepped speed change unit 20 is started.

When the simulated gear stage changed to the downshift side is temporarily corrected to the upshift side, a predetermined display numerical value indicating the state of the simulated gear stage displayed on the display device 59 is changed. Then, the changing direction of the value representing the simulated gear stage and the value representing the engine rotation speed Ne that changes according to the simulated gear stage is repeatedly reversed, which may cause a sense of discomfort. When the simulated gear stage is corrected to the upshift side, the display control unit 88 does not reflect the correction of the simulated gear stage in the predetermined display numerical value to be displayed on the display device 59. For example, when the simulated gear is modified to the upshift side, the display control unit 88 upshifts the meter display simulated gear until the inertia phase in the downshift of the stepped transmission 20 is started. Hold in the simulated gear for meter display corresponding to the simulated gear before being modified to the side. Further, when the simulated gear stage is modified to the upshift side, the display control unit 88 increases the meter display engine speed Ne until the inertia phase in the downshift of the stepped transmission unit 20 is started. The lower limit is guarded by the meter display engine rotation speed Ne corresponding to the simulated gear stage before being corrected to the shift side.

When the hydraulic oil temperature THoil is low so that the hydraulic responsiveness in switching the operating state of the engaging device CB is low, the start of the inertia phase in the mechanical stepped speed change control is delayed, so the AT input torque Ti increases. Even if the delay is delayed, it does not lead to deterioration of the shift response, and it is preferable to proceed with the simulated downshift in order to secure the driving force until the inertia phase is started. The simulated gear stage correction unit 92 corrects the simulated gear stage to the upshift side only when the hydraulic oil temperature THoil is equal to or higher than the predetermined oil temperature THoil1. The predetermined oil temperature THoil1 is, for example, a lower limit value in a predetermined hydraulic oil temperature THoil range for determining that the hydraulic responsiveness is good.

When the modification of the simulated gear stage to the upshift side is such that the modification is returned to the simulated gear stage at the start of the simulated downshift, for example, when the change mode of the simulated downshift is simulated 8 → 7 → 8th gear. It will lead to insufficient driving force. It is preferable that the modification of the simulated gear to the upshift side is performed within a range in which the simulated downshift is output at least one step before the start of the inertia phase in the downshift of the stepped transmission unit 20. For example, the modification to the upshift side of the simulated gear stage is not performed so that the change mode of the simulated downshift is simulated 8 → 7 → 8th gear. The simulated gear stage correction unit 92 corrects the simulated gear stage to the upshift side within a range in which at least one stage of switching to the downshift side of the simulated gear stage is performed.

FIG. 9 illustrates the main part of the control operation of the electronic control device 80, that is, the control operation for suppressing the start delay of the inertia phase in the mechanical stepped shift control and improving the shift response in the downshift in the power-on state. It is a flowchart to be executed repeatedly, for example, while the vehicle 10 is running. 10 and 11 are diagrams showing an example of a time chart when the control operation shown in the flowchart of FIG. 9 is executed, respectively. FIG. 12 is a diagram showing an example of a time chart for explaining the state of the simulated gear stage displayed on the display device 59.

In FIG. 9, first, in step S10 corresponding to the function of the state determination unit 90 (hereinafter, step is omitted), it is determined whether or not the power on / down shift of the stepped speed change unit 20 is being executed. If the judgment of S10 is denied, this routine is terminated. If the judgment of S10 is affirmed, it is predicted that the actual engine rotation speed Ne does not reach the target engine rotation speed Netgt before the start of the inertia phase in the mechanical stepped speed change control in S20 corresponding to the function of the state determination unit 90. It is determined whether or not it is done. If the determination in S20 is affirmed, in S30 corresponding to the function of the state determination unit 90, when the simulated gear stage is corrected to the upshift side, the actual engine rotation speed Ne, the actual engine power Pe, or the actual AT input torque. It is determined whether or not Ti decreases. Specifically, in this S30, it is determined whether or not the actual engine power Pe decreases. If this determination in S30 is denied, the simulated gear stage is corrected to the upshift side in S40 corresponding to the function of the simulated gear stage correction unit 92. If the determination in S30 is affirmed, in S50 corresponding to the function of the simulated gear stage correction unit 92, the correction of the simulated gear stage to the upshift side is stopped, and the simulated gear stage to be corrected is the current simulated gear. It is confirmed in the stage. If the determination in S20 is denied, in S60 corresponding to the function of the simulated gear stage correction unit 92, the simulated gear stage to be corrected is a simulated gear stage in which the target engine rotation speed Netgt is equal to or less than the reached engine speed Ne. That is, the actual engine speed Ne is determined in the current simulated gear stage at which the target engine speed Netgt reaches the target engine speed Netgt before the start of the inertia phase.

FIG. 10 is a diagram showing an example of an embodiment when the simulated gear stage is corrected to the upshift side during 3 → 2 downshift of the stepped transmission unit 20 in the power-on state. In FIG. 10, the time t1c indicates the time when the determination that the power-on-downshift of the stepped speed change unit 20 has been determined is started during the simulated downshift. The time point t2c indicates the time point when the 3 → 2 downshift is started. The time point t5c indicates the time point when the inertia phase in the 3 → 2 downshift is started. The time point t6c indicates the time point when the hydraulic control of the 3 → 2 downshift is completed. “Net (10)” and the like indicate the target engine rotation speed Netgt in the current simulated gear stage (the same applies to FIG. 11). “Pet (10)” and the like indicate the target engine power Petgt in the current simulated gear stage (the same applies to FIG. 11). By the start of the 3 → 2 downshift, a simulated downshift of 10 → 6 speed has been executed. At the start of the 3 → 2 downshift, a determination to cancel the simulated downshift and correct the simulated gear to the upshift side is started. That is, the determination of the cancellation destination gear, which is the correction destination gear, is started (see the time point t2c). In the determination of the cancellation destination gear, the reached engine speed Ne and the target engine speed in the current simulated gear are set so that the actual engine speed Ne becomes the reachable target engine speed Netgt before the start of the inertia phase. Compared with Netgt. In this example, when the actual engine speed Ne, the actual engine power Pe, or the actual AT input torque Ti decreases by the time it is determined that the target engine speed Netgt in the current simulated gear stage becomes equal to or less than the reached engine speed Ne. This is an example that is not determined, and the simulated gear is corrected to the upshift side by one step for each task until the reached engine speed Ne exceeds the target engine speed Netgt in the current simulated gear (at t2c, t3c). See time point). When the value exceeds the limit, the simulated gear is not corrected to the upshift side, and the simulated gear at this time is determined as the cancellation destination gear (see t4c). Since the determination of the cancellation destination gear stage is performed up to the start of the inertia phase at the maximum, the simulated cancellation in progress flag is turned on from the start of the 3 → 2 downshift to the start of the inertia phase (see t2c and t5c). ).

FIG. 11 is a diagram showing an example of an embodiment when the simulated gear stage is corrected to the upshift side during 3 → 2 downshift of the stepped transmission unit 20 in the power-on state, and is different from FIG. This is an example. In FIG. 11, the time t1d indicates the time when the determination that the power-on-downshift of the stepped speed change unit 20 has been determined is started during the simulated downshift. The time point t2d indicates the time point when the 3 → 2 downshift is started. The time point t4d indicates the time point when the inertia phase in the 3 → 2 downshift is started. The time point of t5d indicates the time point when the hydraulic control of the 3 → 2 downshift is completed. By the start of the 3 → 2 downshift, a simulated downshift of 10 → 6 speed has been executed. At the start of this 3 → 2 downshift, the determination of the cancellation destination gear stage is started (see the time t2d). In this example, when the actual engine rotation speed Ne, the actual engine power Pe, or the actual AT input torque Ti decreases by the time it is determined that the target engine rotation speed Netgt in the current simulated gear stage becomes equal to or less than the reached engine rotation speed Ne. This is a determined example. As shown by the broken line, the target engine power Petgt in the current simulated gear + 1st gear is the actual engine power by the time it is determined that the target engine speed Netgt in the current simulated gear is less than or equal to the reached engine speed Ner. It is judged that the actual engine power Pe decreases when the simulated gear stage is corrected to the upshift side by comparing the target engine power Petgt at the current simulated gear stage + 1 stage and the actual engine power Pe, which is lower than Pe. If so, the simulated gear stage is not modified to the upshift side, and the current simulated gear stage is determined as the cancellation destination gear stage (see t3d). In FIG. 11, an embodiment in which the actual engine power Pe is used is illustrated, but the same applies when the actual engine rotation speed Ne and the actual AT input torque Ti are used.

FIG. 12 is a diagram showing an example in the case where the state of the simulated gear stage is displayed on the display device 59. In FIG. 12, each time point of the t1c time point-t6c time point shows the same aspect as each time point of the t1c time point-t6c time point in FIG. Each of the thick lines at the engine speed Ne indicates the target engine speed Netgt, and each of the thin lines at the engine speed Ne indicates the meter display engine speed Ne. As shown in the comparative example shown by the broken line, the cancel destination gear stage modified to the upshift side is used as the simulated gear stage for meter display, or the target engine rotation speed Netgt of the cancel destination gear stage is smoothed. When the meter display engine speed Ne is set, the value displayed on the display device 59 may change to busy and a sense of discomfort may occur. On the other hand, in the present embodiment shown by the solid line, the cancellation of the simulated downshift is not reflected in the display of the display device 59 so as not to cause a sense of discomfort. Specifically, while the simulated canceling flag is on, the meter display simulated gear stage immediately before the simulated canceling flag is turned from off to on is output to the display device 59 (H section). See, t2c time-see t5c time). That is, the simulated gear for meter display is not updated while the simulated canceling flag is on. Further, while the simulated canceling flag is on, the meter display engine speed Ne, which is guarded at the lower limit by the value immediately before the simulated canceling flag is turned from off to on, is output to the display device 59. (See Part I, time t2c-see time t5c).

As described above, according to the present embodiment, the target engine rotation speed Netgt in the simulated gear stage set according to the simulated gear stage shifting condition reaches the engine at the start of the inertia phase in the downshift of the stepped transmission unit 20. If it is determined that the rotation speed is larger than Ne, the simulated gear stage is corrected to the upshift side, so that the engine rotation speed Ne is increased before the start of the inertia phase in the downshift of the stepped transmission unit 20. The engine power Pe consumed for the engine power Pe can be suppressed, and the delay in the increase in the AT input torque Ti can be suppressed. Therefore, in the downshift in the power-on state, it is possible to suppress the start delay of the inertia phase in the mechanical stepped shift control and improve the shift response.

Further, according to the present embodiment, when the simulated gear gear set according to the simulated gear gear shifting condition is corrected to the upshift side, the actual engine speed Ne, the actual engine power Pe, or the actual AT input torque Ti decreases. If it is determined, the correction to the upshift side of the simulated gear stage is stopped, so if the engine speed Ne, engine power Pe, and AT input torque Ti that are actually output are reduced, on the contrary. In a region where the shift responsiveness may deteriorate, the simulated gear stage is not corrected to the upshift side, and such deterioration of the shift responsiveness can be avoided.

Further, according to the present embodiment, the simulated gear stage set according to the simulated gear stage shifting condition is modified to a simulated gear stage in which the target engine rotation speed Netgt is equal to or less than the reached engine rotation speed Ner. Before the start of the inertia phase in the downshift of 20, the engine power Pe consumed to increase the engine speed Ne can be appropriately suppressed, and the delay in the increase in the AT input torque Ti can be appropriately suppressed.

Further, according to the present embodiment, when the simulated gear stage is corrected step by step to the simulated gear stage where the target engine rotation speed Netgt is equal to or less than the reached engine rotation speed Ner, the simulated gear stage is adjusted for each correction. When corrected to the upshift side, it is determined whether or not the actual engine rotation speed Ne or the actual engine power Pe or the actual AT input torque Ti decreases, and the actual engine rotation speed Ne or the actual engine power Pe or the actual AT input torque is determined. When it is determined that the Ti decreases, the correction to the upshift side of the simulated gear stage is stopped, and the simulated gear stage to be corrected is fixed to the current simulated gear stage, so that the actual output can be performed. In a region where the shift response may deteriorate when the engine rotation speed Ne, engine power Pe, and AT input torque Ti are reduced, the simulated gear stage is not corrected to the upshift side, and such shift The delay in the increase in the AT input torque Ti can be suppressed within the range in which the deterioration of the responsiveness can be avoided.

Further, according to the present embodiment, when the simulated gear stage is corrected to the upshift side, the correction of the simulated gear stage is displayed on the display device 59 as a predetermined display numerical value indicating the state of the simulated gear stage. Therefore, in the process of switching the simulated gear to the downshift side, a display indicating that the simulated gear has changed to the upshift side is not made. As a result, the change direction of the display numerical value displayed on the display device 59 is set to a uniform change direction that matches the downshift, and a sense of discomfort due to the change direction of the display numerical value being reversed can be avoided.

Further, according to this embodiment, the simulated gear stage is corrected to the upshift side only when the hydraulic oil temperature THoil is equal to or higher than the predetermined oil temperature THoil1. Therefore, for example, the start of the inertia phase in the mechanical stepped speed change control is started. When the oil temperature becomes slower, even if the increase in AT input torque Ti is delayed, it does not lead to deterioration of shift response. At this time, the simulated gear stage is not corrected to the upshift side, and the inertia phase is started. It is possible to secure the driving force up to the point.

Further, according to the present embodiment, the simulated gear stage is modified to the upshift side within a range in which the simulated gear stage is switched to the downshift side at least one stage, so that the driving force is obtained. Can be secured.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

For example, in the above-described embodiment, even if the target engine rotation speed Netgt is corrected to the simulated gear stage at which the reached engine rotation speed Ne or less is performed at once, the actual engine speed Ne or the actual engine power is corrected. It is determined whether or not Pe or the actual AT input torque Ti decreases, and if it is determined that the actual engine speed Ne or the actual engine power Pe or the actual AT input torque Ti decreases, the upshift side of the simulated gear stage You may stop modifying to. Further, when the simulated gear gear set according to the simulated gear gear shift condition is corrected to the upshift side, the actual engine rotation speed Ne, the actual engine power Pe, or the actual AT input torque Ti does not decrease or seems to be negligible. If so, the determination of whether or not the actual engine speed Ne, the actual engine power Pe, or the actual AT input torque Ti may decrease may be omitted in the correction.

Further, in the above-described embodiment, the electric continuously variable transmission 18 is exemplified as the continuously variable transmission that can continuously change the engine speed Ne and transmit it to the intermediate transmission member 18, but the present invention is limited to this embodiment. Absent. The continuously variable transmission may be, for example, a known belt-type continuously variable transmission. In short, it constitutes a part of the power transmission path between the engine, the continuously variable transmission that can change the engine speed steplessly and transmit it to the intermediate transmission member, and the intermediate transmission member and the drive wheels. The present invention can be applied to any vehicle provided with a mechanical stepped speed change unit.

Further, in the above-described embodiment, the planetary gear type stepped transmission 20 is exemplified as the mechanical stepped transmission, but the present invention is not limited to this mode. For example, this mechanical stepped transmission is a synchronous meshing parallel two-axis automatic transmission, which has two input shafts, and an engaging device (clutch) is connected to each input shaft of each system, and each of them is even. A stepped transmission such as a known DCT (Dual Clutch Transmission), which is a type of transmission connected to a gear and an odd gear, may be used. In the case of the DCT, a predetermined engaging device among the plurality of engaging devices and an engaging device involved in shifting correspond to an engaging device connected to each input shaft of the two systems.

Further, in the above-described embodiment, the vehicle 10 has a differential mechanism 32 which is a single pinion type planetary gear device, and includes a continuously variable transmission unit 18 which functions as an electric transmission mechanism. Not limited to. For example, the continuously variable transmission unit 18 may be a transmission mechanism whose differential action can be limited by the control of a clutch or brake connected to a rotating element of the differential mechanism 32. Further, the differential mechanism 32 may be a double pinion type planetary gear device. Further, the differential mechanism 32 may be a differential mechanism having four or more rotating elements by connecting a plurality of planetary gear devices to each other. Further, even if the differential mechanism 32 is a differential gear device in which a pinion driven to be rotated by an engine 14 and a pair of bevel gears meshing with the pinion are connected to a first rotary machine MG1 and an intermediate transmission member 30, respectively. good. Further, in the differential mechanism 32, in a configuration in which two or more planetary gear devices are interconnected by some rotating elements constituting the differential mechanism 32, an engine, a rotating machine, and a driving wheel are respectively connected to the rotating elements of the planetary gear device. It may be a mechanism that is connected so that power can be transmitted.

Further, in the above-described embodiment, an embodiment in which 12 types of simulated gear stages are assigned to 4 types of AT gear stages has been illustrated, but the embodiment is not limited to this mode. The number of stages of the simulated gear may exceed the number of stages of the AT gear, and for example, twice or more is appropriate. The shift of the AT gear stage is performed so that the rotation speed of the intermediate transmission member 30 and the second rotary machine MG2 connected to the intermediate transmission member 30 is maintained within a predetermined rotation speed range, and is simulated. The gear speed change is performed so that the engine rotation speed Ne is maintained within a predetermined rotation speed range, and the number of each gear is appropriately determined.

It should be noted that the above is only one embodiment, and the present invention can be implemented in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

10: Vehicle (hybrid vehicle)
14: Engine (power source)
18: Electric continuously variable transmission (continuously variable transmission)
20: Mechanical stepped speed change unit 28: Drive wheel 30: Intermediate transmission member 32: Differential mechanism 59: Display device 80: Electronic control device (control device)
86: Simulated stepped speed change control unit 88: Display control unit 90: State determination unit 92: Simulated gear stage correction unit CB: Engagement device (friction engagement device)
MG1: 1st rotating machine MG2: 2nd rotating machine (power source)

Claims (8)

A part of the power transmission path between the engine as a power source, the continuously variable transmission that can continuously change the engine speed and transmit it to the intermediate transmission member, and the intermediate transmission member and the drive wheels. It is possible to selectively establish a plurality of mechanical gear stages having different values of the ratio of the rotation speed of the intermediate transmission member to the output rotation speed due to the engagement of a predetermined engagement device among the plurality of engagement devices. A control device for a vehicle equipped with a mechanical continuously variable transmission.
The value of the ratio of the engine rotation speed to the output rotation speed of the mechanical stepped transmission, which is established one or more for each of the mechanical gear stages and is set to exceed the number of stages of the mechanical gear stages, is different. Of a plurality of simulated gear stages, a simulated gear stage to be established is set according to predetermined simulated gear stage shifting conditions, and a simulated stepped stage that controls the continuously variable transmission so as to establish the set simulated gear stage. Shift control unit and
When the mechanical stepped transmission is downshifted in the process of switching the simulated gear to the downshift side in the power-on state according to the simulated gear shifting condition, after the downshift of the mechanical stepped gear is started, The target value of the engine rotation speed in the set simulated gear stage is the engine at the start of the inertia phase in the downshift of the mechanical stepped transmission set based on the actual value of the engine rotation speed. A state determination unit that determines whether or not the rotation speed is greater than the predicted value,
When it is determined that the target value of the engine rotation speed is larger than the predicted value of the engine rotation speed, the simulated gear stage correction unit for correcting the set simulated gear stage to the upshift side is included. A vehicle control device characterized by. The state determination unit determines whether or not the engine rotation speed or engine power or the input torque to the mechanical stepped transmission decreases when the set simulated gear stage is corrected to the upshift side. To do
The simulated gear stage correction unit is characterized in that when it is determined that the engine rotation speed, the engine power, or the input torque is lowered, the correction to the upshift side of the set simulated gear stage is stopped. The vehicle control device according to claim 1. The simulated gear stage correction unit according to claim 1, wherein the simulated gear stage corrects the set simulated gear stage to a simulated gear stage in which the target value of the engine rotation speed is equal to or less than the predicted value of the engine rotation speed. The vehicle control device described. The simulated gear stage correction unit corrects the simulated gear stage step by step to the upshift side until the simulated gear stage at which the target value of the engine rotation speed is equal to or less than the predicted value of the engine rotation speed.
When the state determination unit corrects the simulated gear stage one step at a time to the upshift side, when the simulated gear stage is corrected to the upshift side for each correction, the engine speed or engine power or the mechanical type It determines whether or not the input torque to the stepped transmission is reduced.
When it is determined that the engine rotation speed, the engine power, or the input torque is lowered, the simulated gear stage correction unit stops the correction of the simulated gear stage to the upshift side, and simulates the correction destination. The vehicle control device according to claim 3, wherein the gear stage is fixed to the current simulated gear stage. The vehicle is equipped with a display device that displays vehicle information to the driver.
A predetermined display numerical value indicating the state of the simulated gear stage is displayed on the display device, and when the simulated gear stage is corrected to the upshift side, the correction of the simulated gear stage is used for the display. The vehicle control device according to any one of claims 1 to 4, further comprising a display control unit that is not reflected in a numerical value. The plurality of engaging devices are hydraulic friction engaging devices.
The simulated gear stage correction unit is characterized in that the simulated gear stage is corrected to the upshift side only when the temperature of the hydraulic oil used for switching the operating state of the friction engaging device is equal to or higher than a predetermined oil temperature. The vehicle control device according to any one of claims 1 to 5. The simulated gear stage correction unit is characterized in that the simulated gear stage is corrected to the upshift side within a range in which at least one stage of switching to the downshift side of the simulated gear stage is performed. The vehicle control device according to any one of claims 1 to 6. The continuously variable transmission has a differential mechanism in which the engine is connected so as to be able to transmit power and a first rotating machine connected to the differential mechanism so as to be able to transmit power, and the operating state of the first rotating machine. Is an electric continuously variable transmission in which the differential state of the differential mechanism is controlled by controlling the above.
The vehicle according to any one of claims 1 to 7, wherein the vehicle is a hybrid vehicle including a second rotating machine that functions as the power source and is connected to the intermediate transmission member so as to be able to transmit power. The vehicle control device described.

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