JP2021155034A - Automatic transmission - Google Patents

Abstract

To improve a riding comfort.SOLUTION: A control device brings a K0-clutch into a release state, brings a stepped gear change mechanism into a neutral state that a power transmission path is disconnected by bringing a second clutch C2 out of a plurality of engagement elements into an engagement state, and also bringing the other engagement element including a first clutch C1 into a release state, and allows inertia traveling (t0). When changing a grip to the first clutch C1 from the second clutch C2, a control device calculates an input rotational speed of an input member at the formation of a prescribed gear change stage on the basis of a rotational speed of an output member and a gear ratio of a prescribed gear change stage (t1), starts a release operation of the second clutch C2 after making a rotational speed of a rotating electric machine synchronized with an input rotational speed (t3), and brings the first clutch C1 into an engagement state after bringing the second clutch C2 into a release state (t4), thus changing the grip to the first clutch C1 from the second clutch C2.SELECTED DRAWING: Figure 4

Description

This technique relates to an automatic transmission that uses a transmission mechanism to shift the rotation of an input member in which an internal combustion engine and a rotary electric machine are driven and connected.

Conventionally, a vehicle drive device having an automatic transmission capable of selectively forming a plurality of shift stages by switching the engagement / disengagement of a clutch and a brake has become widespread. In such a vehicle drive device, the automatic transmission is operated by releasing some of the engagement elements of the clutch and the brake that form the shift stage of the automatic transmission while the vehicle is running. There is known an N (neutral) controlled inertial running technique in which the vehicle is switched to the neutral state and coasted while the internal combustion engine is stopped (see Patent Document 1). By executing this N-controlled inertial running, it becomes possible to improve fuel efficiency. In this vehicle drive device, the internal combustion engine is restarted by the driver operating the accelerator again during N-controlled coasting, and the clutch and brake that form a shift stage according to the vehicle speed are engaged to drive the internal combustion engine. It is designed to return to normal running by force.

Japanese Unexamined Patent Publication No. 2019-158076

By the way, in the automatic transmission used for the vehicle drive device described above, one of the two engaging elements that are engaged when returning from the N-controlled inertial running to the normal running is brought into an engaged state from the inertial running. This is set so that the shift stage can be formed quickly when returning. As the engaging element to be in the engaged state during coasting, for example, the clutch C2 is used during high-speed running, and for example, the clutch C1 is used during low-speed running. Therefore, even if the other clutch is released while the clutch C2 is engaged during high-speed driving, if the vehicle speed gradually decreases in this case, the clutch C2 for forming the high-speed stage is used for forming the low-speed stage. It may be replaced with the clutch C1 of.

However, in the automatic transmission described in Patent Document 1, since the release of the clutch C2 and the engagement of the clutch C1 are simply executed simultaneously or continuously during coasting, an inertial torque occurs in the automatic transmission. , There is a risk of reducing the riding comfort of the vehicle.

Therefore, it is an object of the present invention to provide an automatic transmission capable of improving ride quality.

The automatic transmission is provided on an input member that is driven and connected to an internal combustion engine and a rotary electric machine, an output member that is driven and connected to wheels, and a power transmission path from the input member to the output member, and is simultaneously engaged. A stepped speed change mechanism having a plurality of engaging elements capable of selectively forming a plurality of speed change stages by a combination thereof, and a control device capable of changing the speed change stage of the step speed change mechanism are provided. The stepped speed change mechanism has, as the plurality of engaging elements, a first engaging element and a second engaging element that form a predetermined speed change stage by simultaneous engagement, and the control device has the stepped speed change mechanism. , The second engaging element among the plurality of engaging elements is put into an engaged state, and the other engaging elements including the first engaging element are put into an released state, and the power transmission path is cut into a neutral state. In the case of coasting, when the second engaging element is replaced with the first engaging element, the predetermined value is based on the rotational speed of the output member and the gear ratio of the predetermined speed change stage. The input rotation speed of the input member when the shift stage is formed is calculated, the rotation speed of the rotary electric machine is synchronized with the input rotation speed, and then the release operation of the second engaging element is started, and the second engagement element is started. 2 By releasing the engaging element and then putting the first engaging element into the engaging state, the second engaging element is replaced with the first engaging element.

According to this automatic transmission, the ride quality can be improved.

The skeleton figure which shows the hybrid drive device which concerns on 1st Embodiment. The engagement table of the hybrid drive device which concerns on 1st Embodiment. FIG. 5 is a flowchart showing a processing procedure in the case of changing the grip from the second clutch to the first clutch during N-controlled inertial running in the hybrid drive device according to the first embodiment. In the hybrid drive device according to the first embodiment, a time chart in the case of switching from the second clutch to the first clutch during N-controlled inertial running. In the hybrid drive device according to the first embodiment, it is a speed diagram when the second clutch is changed to the first clutch during N-controlled inertial running, and FIG. 4A is a speed diagram of t0-t1 and (b) of FIG. ) Is t3 in FIG. 4, (c) is t4-t5 in FIG. 4, and (d) is t6 in FIG. In the hybrid drive device according to the first embodiment, a time chart in the case of switching from the first clutch to the second brake during N-controlled inertial running. In the hybrid drive device according to the first embodiment, it is a speed diagram when the first clutch is changed to the second brake during N-controlled coasting, and FIG. 6A is a speed diagram of t10-t11, (b) of FIG. ) Is t13 in FIG. 6, (c) is t14-t15 in FIG. 6, and (d) is t16 in FIG. The skeleton figure which shows the power transmission system of the rear wheel of the vehicle which carries the hybrid drive device which concerns on 2nd Embodiment. The skeleton figure which shows the automatic transmission which concerns on 3rd Embodiment. FIG. 5 is a flowchart showing a processing procedure in the case of switching from the second clutch to the first clutch during N-controlled inertial running in the automatic transmission according to the third embodiment. FIG. 3 is a time chart in the case of switching from the second clutch to the first clutch during N-controlled inertial running in the automatic transmission according to the third embodiment. In the automatic transmission according to the third embodiment, it is a speed diagram when the second clutch is changed to the first clutch during N-controlled inertial running, and (a) is a speed diagram of t10-t11, (b) of FIG. ) Is t12 in FIG. 11, (c) is t12-t14 in FIG. 11, and (d) is t16 in FIG.

<First Embodiment>
Hereinafter, the first embodiment of the present disclosure will be described in detail with reference to FIGS. 1 to 7. First, a hybrid vehicle (vehicle) equipped with the hybrid drive device according to the present embodiment will be described with reference to FIG. This hybrid drive device is suitable for being mounted on an FF (front engine / front drive) type vehicle, and the left-right direction in the figure corresponds to the left-right direction in the actual vehicle-mounted state. For convenience, the drive source side of the internal combustion engine or the like is referred to as the "front side", and the side opposite to the drive source is referred to as the "rear side". Further, the drive connection refers to a state in which the rotating elements are connected so as to be able to transmit a driving force, and the rotating elements are connected so as to rotate integrally, or the rotating elements are connected via a clutch or the like. It is used as a concept that includes a state in which the driving force is transmitably connected.

[Outline configuration of hybrid drive unit]
As shown in FIG. 1, the hybrid vehicle 1 has a motor generator (motor) 3 which is a rotary electric machine in addition to the internal combustion engine 2 as a drive source, and constitutes a power train of the hybrid vehicle 1. The hybrid drive device 5 includes a stepped speed change mechanism 7, which is an example of a speed change mechanism provided on a power transmission path L between the internal combustion engine 2 and the front wheel (wheel) 6, and the stepped speed change mechanism 7 and the internal combustion engine 2. A power transmission device 10 that is arranged between the internal combustion engine 2 and the input shaft (input member) 15 of the stepped speed change mechanism 7 and can transmit power, and a motor that is drive-connected to the input shaft 15. 3. The hydraulic control device (V / B) 21 that hydraulically controls the engaging elements (clutch and brake) described later of the stepped speed change mechanism 7, the motor 3 and the internal combustion engine 2 can be freely command-controlled and hydraulically controlled. It is configured to include a control unit (ECU) 20 as a control device capable of electronically controlling the device 21. In the present embodiment, the control unit 20 is collectively described as an ECU, but in reality, the ECU of the hybrid drive device 5 and the ECU of the internal combustion engine 2 may be separated. Further, the stepped speed change mechanism 7 and the control unit 20 of the hybrid drive device 5 constitute an automatic transmission 4.

The power transmission device 10 has a damper 12 connected to the crankshaft 2a of the internal combustion engine 2 via a drive plate 11 and a connecting shaft (engine rotation transmission member) driven and connected to the internal combustion engine 2 via the damper 12. A K0 clutch 17 and a start clutch 25 that connect and disconnect the power transmission between the connecting shaft 13 and the input shaft 15 of the stepped speed change mechanism 7 are provided. The K0 clutch 17 is an example of an engine disconnection clutch. For example, an internal friction plate 18 composed of a multi-plate clutch and driven and connected to a connecting shaft 13 and an external friction driven and connected to an input shaft 15 via a starting clutch 25. It is composed of a plate 19. The starting clutch 25 is composed of, for example, a multi-plate clutch, and is composed of an outer friction plate 26 which is drive-connected to the outer friction plate 19 of the K0 clutch 17 and an inner friction plate 27 which is drive-connected to the input shaft 15, for example, WSC. Used for control.

Further, the motor 3 is arranged on the outer diameter side of the K0 clutch 17 so as to overlap in the axial position, and the rotor 3a and the stator 3b face each other on the radial side of the rotor 3a. It is arranged and configured so as to. The rotor 3a is drive-connected to the rotor rotation transmission member 29, and the rotor rotation transmission member 29 is drive-connected to the external friction plate 19 of the K0 clutch 17 and the external friction plate 26 of the start clutch 25.

The control unit 20 can change the engagement state of the K0 clutch 17 and the start clutch 25 and the shift stage of the stepped speed change mechanism 7 by changing the engagement state of the plurality of engagement elements. The control unit 20 has an output for detecting the rotation speed (that is, vehicle speed) of the input shaft rotation sensor (Se1) 80 for detecting the rotation speed (input rotation speed) of the input shaft 15, the counter gear 24 or the counter shaft 28 described later. A shaft rotation sensor (Se2) 81 and an accelerator opening sensor (Se3) 82 that detects the accelerator opening, which is the amount of depression of the accelerator pedal (not shown), are connected. A shift map (not shown) is recorded and stored in the control unit 20, and a shift determination is made by referring to the shift map based on the vehicle speed and the accelerator opening degree. Execute shift control such as setting.

When the hybrid drive device 5 mainly uses the driving force of the internal combustion engine 2 to drive the vehicle, the control unit 20 controls the hydraulic control device 21 to engage the K0 clutch 17 and the start clutch 25 to engage the wheels. During EV traveling, which travels only with the driving force of the motor 3 driven and connected to the transmission path L ₂ on the side, the K0 clutch 17 is released and the start clutch 25 is engaged to engage the transmission path L ₁ on the engine side and the wheel side. The transmission path L ₂ of the above is separated, that is, the internal combustion engine 2 is separated. That is, the K0 clutch 17, which is an example of the contact / disconnection clutch, can drive and connect the connection shaft 13 and the rotor rotation transmission member 29. Further, the start clutch 25 can drive and connect the rotor rotation transmission member 29 and the input shaft 15 of the stepped speed change mechanism 7.

[Structure of stepped speed change mechanism]
Next, the configuration of the stepped speed change mechanism 7 will be described. The stepped speed change mechanism 7 has an input shaft 15, a counter gear 24, and a plurality of engaging elements. The stepped speed change mechanism 7 inputs the rotation of the rotor rotation transmission member 29 from the input shaft 15 and changes the engagement state of the plurality of engaging elements to shift the speed and output from the counter gear 24 as an output member. The counter gear 24 is drive-connected to the front wheel 6. The plurality of engaging elements are provided on the power transmission path L from the input shaft 15 to the counter gear 24, and a plurality of shift stages can be selectively formed by a combination of simultaneous engagement. In the present embodiment, the stepped speed change mechanism 7 has, as a plurality of engaging elements, a first clutch and a second clutch as first engaging elements that form a forward 4th speed stage which is an example of a predetermined speed change stage by simultaneous engagement. It has a second clutch C2 as an engaging element.

The stepped speed change mechanism 7 is provided with a planetary gear SP and a planetary gear unit PU on the input shaft 15. The planetary gear SP is a so-called single pinion planetary gear including a sun gear S1, a carrier CR1, and a ring gear R1, and the carrier CR1 has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.

Further, the planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R2 as four rotating elements, and the carrier CR2 has a long pinion PL that meshes with the sun gear S2 and the ring gear R2, and the sun gear S3. It is a so-called labinyo type planetary gear that has a short pinion PS that meshes with each other in a form that meshes with each other.

The sun gear S1 of the planetary gear SP is fixed to the case 23, and the ring gear R1 is driven and connected to the input shaft 15 to rotate at the same rotation as the rotation of the input shaft 15 (hereinafter, “input rotation””. It is said.). Further, the carrier CR1 is connected to the clutch C1 and the clutch C3 while the input rotation is decelerated by the fixed sun gear S1 and the input rotating ring gear R1.

The sun gear S2 of the planetary gear unit PU is connected to a brake B1 composed of a band brake and can be fixed to the case 23, and is also connected to the clutch C3 to reduce the speed of the carrier CR1 via the clutch C3. Rotation is freely input. Further, the sun gear S3 is connected to the clutch C1, and the deceleration rotation of the carrier CR1 can be freely input.

Further, the carrier CR2 is connected to a clutch C2 to which the rotation of the input shaft 15 is input, and the input rotation can be freely input via the clutch C2, and is also connected to the one-way clutch F1 and the brake B2. The rotation in one direction is restricted with respect to the case 23 via the one-way clutch F1, and the rotation can be fixed via the brake B2. The ring gear R2 is connected to the counter gear 24, and the counter gear 24 is connected to the front wheel 6 via the counter shaft 28 and the differential device D.

The stepped speed change mechanism 7 having the above configuration advances by engaging and disengaging the clutches C1 to C3, the brakes B1 to B2, and the one-way clutch F1 shown in the skeleton of FIG. 1 as shown in the engagement table of FIG. The 1st speed (1st, lowest forward speed) to the 6th forward speed (6th) and the 1st reverse speed (Rev, reverse) have been achieved. At the time of shifting, the engaging elements (clutch C1 to C3, brakes B1 to B2) on the releasing side are released and the engaging elements on the engaging side are engaged according to the engagement table of FIG. NS. In FIG. 2, 〇 indicates engagement, (〇) indicates engine braking, and ((〇)) indicates hybrid driving (including slip state).

In the present embodiment, the first clutch C1 forms a forward 4th speed, which is a predetermined speed, and all speeds (forward 1st speed to forward 3rd speed) on the lower speed side than the forward 4th speed. It is an engaging element. The second clutch C2 is an engaging element that forms the forward 4th speed and all the speeds (forward 5th speed to forward 6th speed) on the higher speed side than the forward 4th speed.

[Clutch grip change control during coasting]
Next, regarding the operation in inertial running during N control in the hybrid drive device 5 of the present embodiment, the flowchart shown in FIG. 3, the time chart shown in FIG. 4, and FIGS. 5 (a) to 5 (d) are shown. This will be described with reference to the speed chart shown. Here, when the hybrid vehicle 1 is traveling at high speed in, for example, 5th or higher speed forward, N-controlled inertial traveling is executed, the vehicle speed decreases, and the second clutch C2 for forming a high-speed stage is used for forming a low-speed stage. The control when the clutch is replaced with the first clutch C1 will be described.

When the hybrid vehicle 1 is traveling at high speed, for example, in the 5th forward speed, when the accelerator operation is released and other conditions are satisfied, the control unit 20 executes N-controlled inertial traveling (step S1). , Time t0 in FIG. 4). The control unit 20 releases the K0 clutch 17 and causes the stepped speed change mechanism 7 to engage the second clutch C2 among the plurality of engaging elements and other engaging elements including the first clutch C1. Is in the released state, and the power transmission path L is cut off in the neutral state to coast. At this time, the control unit 20 has stopped the motor 3, and in the stepped speed change mechanism 7, the third clutch C3 is maintained in the state immediately before engagement, and other clutches and brakes such as the first clutch C1 are applied. Release all. That is, the control unit 20 prepares so that the power transmission of the third clutch C3 is almost disconnected, or even if it is connected, the power transmission is only slightly transmitted so that the clutch C3 can be quickly displaced to the engaged state. Keep it. At time t0, the rotation speed of the input shaft 15 is 0 rpm, so that the rotation speed of the second clutch C2 is 0 rpm (see FIG. 5A).

The control unit 20 detects the vehicle speed with reference to the output result of the output shaft rotation sensor 81, and is formed when the N-controlled inertial running returns to the normal running at that time based on other conditions. (Hereinafter, also referred to as a return shift stage) is determined. Here, it is assumed that the driver does not perform an operation for returning from the N-controlled inertial running such as an accelerator operation to the normal running, and continues the N-controlled inertial running. Then, it is assumed that the control unit 20 determines that the return shift stage has changed from the forward 5th speed to the forward 4th speed due to the decrease in vehicle speed (step S2, time t1 in FIG. 4).

The control unit 20 drives the motor 3 to increase the rotation speed (input rotation speed) of the input shaft 15 with the target of the engagement rotation speed of the four forward speed stages (step S3, time t1-t3 in FIG. 4). .. The engaging rotation speed of the forward 4th speed stage here is the rotation speed of the motor 3 when the forward 4th speed stage is formed at the vehicle speed at that time, and changes according to the vehicle speed. That is, the control unit 20 calculates and obtains the input rotation speed of the input shaft 15 when the forward 4th speed stage is formed based on the rotation speed of the counter gear 24 and the gear ratio of the forward 4th speed stage. The control unit 20 sets the target engagement rotation speed at that time by referring to the stored table, and sets the input rotation speed of the input shaft 15 based on the output result of the input shaft rotation sensor 80. Control. At this time, when the rotation speed of the motor 3 is synchronized with the input rotation speed, the control unit 20 gradually increases the rotation speed of the motor 3 with the first gradient. Further, the control unit 20 releases the third clutch C3 from the state immediately before engagement. At time t3, the rotation speed of the second clutch C2 rises in the same manner as the rotation speed of the input shaft 15 (see FIG. 5B).

When the control unit 20 determines that the input rotation speed is just before synchronizing with the engagement rotation speed of the forward fourth speed stage, the control unit 20 starts the engagement operation of the first clutch C1 in the released state (step S4, FIG. 4). Time t2). Here, in the engaging operation of changing the first clutch C1 from the released state to the engaged state, the control unit 20 prepares the first clutch C1 to be in the state immediately before engaging and the first clutch after executing the preparatory operation. It is possible to execute the actual engagement operation in which there is no difference rotation between the input side and the output side of C1. The preparatory operation here means, for example, a fast fill operation or a so-called backlash filling operation. Here, the control unit 20 outputs a control signal for starting the preparatory operation of the first clutch C1 immediately before synchronizing the rotation speed of the motor 3 with the engagement rotation speed of the four forward speed stages, and the first clutch C1 outputs the control signal. Start the preparatory operation.

Immediately after determining that the input rotation speed is synchronized with the engagement rotation speed of the forward 4th speed stage, the control unit 20 starts the release operation of the second clutch C2 (step S5, time t3 in FIG. 4). The control unit 20 outputs a control signal for promptly releasing the clutch C2 as a release command to the second clutch C2. At this time, the control unit 20 puts the first clutch C1 in a state where the preparatory operation is completed and puts it on standby before releasing the second clutch C2.

After the release operation of the second clutch C2 is completed and the control unit 20 is in the released state, the control unit 20 executes the actual engagement operation of the first clutch C1 to bring it into the engaged state (step S6, time t4 in FIG. 4). ). When the release operation of the second clutch C2 is completed and the release state is reached, the first clutch C1 is on standby in the state where the preparatory operation is completed, so that the actual engagement operation can be immediately executed. In the present embodiment, the control unit 20 determines that the second clutch C2 is in the released state after a lapse of a predetermined time from the start of the release operation. That is, the control unit 20 measures the elapsed time with a timer after outputting the control signal of the release command to the second clutch C2, and determines that the second clutch C2 is in the released state after the elapse of the predetermined time. , Outputs a control signal for executing the actual engagement operation of the first clutch C1.

In this way, the control unit 20 calculates the input rotation speed of the input shaft 15 when the forward 4th speed is formed based on the vehicle speed and the gear ratio of the forward 4th speed, and inputs the rotation speed of the motor 3. After synchronizing with the rotation speed, the release operation of the second clutch C2 is started. Then, the control unit 20 changes the second clutch C2 to the first clutch C1 by disengaging the second clutch C2 and then engaging the first clutch C1. As a result, since the first clutch C1 and the second clutch C2 do not engage at the same time, it is possible to avoid the occurrence of a shock due to the formation of a shift stage and the transmission of the driving force of the motor 3 to the front wheels 6.

Here, after the time t3, by the time t4, the second clutch C2 is displaced from the engaged state to the disengaged state, and the first clutch C1 is displaced from the disengaged state to the engaged state, and the re-grabbing is executed. Since the rotation speed is synchronized with the engagement rotation speed of the four forward speed stages, it is possible to suppress the occurrence of inertial shuttle torque due to the engagement and disengagement of the clutches C1 and C2. That is, the rotation speed of the carrier CR2 does not change even when the second clutch C2 is released, and the rotation speed of the sun gear S3 does not change even when the first clutch C1 is engaged (see FIG. 5C). ), The occurrence of inertial clutch can be suppressed. As a result, it is possible to avoid a decrease in the riding comfort of the vehicle when the clutches C1 and C2 are re-engaged during N-controlled coasting.

After that, the control unit 20 reduces the rotation speed of the motor 3 to 0 rpm by controlling the rotation speed (step S7, time t5-t6 in FIG. 4). After the first clutch C1 is engaged, the control unit 20 gradually reduces the rotation speed of the motor 3 with a second gradient by controlling the rotation speed. As a result, regeneration is performed by the motor 3, so that power consumption can be suppressed. Since the rotation speed of the input shaft 15 is 0 rpm at time t6, the rotation speed of the first clutch C1 is 0 rpm (see FIG. 5D). Although the case where the rotation speed of the motor 3 is gradually reduced by the rotation speed control is described here, it is not limited to the case where the rotation speed is gradually reduced by the rotation speed control.

As described above, according to the hybrid drive device 5 of the present embodiment, the input rotation speed is increased to the forward 4th speed when, for example, the second clutch C2 is changed to the first clutch C1 during N-controlled inertial running. Since it is synchronized with the engagement rotation speed of the clutches C1 and C2, it is possible to suppress the occurrence of inertial torque due to the engagement and disengagement of the clutches C1 and C2. As a result, it is possible to improve the riding comfort of the vehicle when the clutches C1 and C2 are re-engaged during N-controlled coasting.

Further, according to the hybrid drive device 5 of the present embodiment, since the clutches C1 and C2 are not engaged at the same time when they are re-engaged, a shift stage is formed and the driving force of the motor 3 is transmitted to the front wheels 6. It can be avoided. Further, since it is not necessary to consider the occurrence of a shock when switching from the second clutch C2 to the first clutch C1, the time required for gripping can be shortened and the response can be improved.

In the present embodiment described above, the case where the hybrid drive device 5 has the start clutch 25 has been described, but the present invention is not limited to this. For example, when WSC control is not performed, the start clutch 25 may not be provided, or even when WSC control is performed, the engagement element used in the stepped speed change mechanism 7 is substituted without providing the start clutch 25. You may try to do it.

Further, in the present embodiment, when the control unit 20 determines that the input rotation speed is immediately before synchronizing with the engagement rotation speed of the forward 4th speed stage, the control unit 20 performs the engagement operation of the first clutch C1 in the released state. Although the case of starting is described (time t2 in FIG. 4), the engagement operation of the first clutch C1 is started after the input rotation speed is synchronized with the engagement rotation speed of the forward 4th speed stage. You may do so.

Further, in the present embodiment, a case where a 6-speed speed change mechanism is applied as the stepped speed change mechanism 7 has been described, but the present invention is not limited to this, and a speed change mechanism having a number of speeds other than 6 speeds, such as an 8-speed speed change mechanism, is described. It may be. In this case, for example, in an 8-speed transmission mechanism, the first clutch forming the low-speed shift stage from the forward 1st speed to the forward 5th speed and the high-speed side shift stage from the forward 5th speed to the forward 8th speed are used. When the second clutch forming the above is applied, the predetermined speed change formed by the simultaneous engagement of the first clutch and the second clutch is the forward 5th speed.

Further, in the present embodiment, the case where the first engaging element is the first clutch C1, the second engaging element is the second clutch C2, and the predetermined shift stage is the forward fourth speed stage has been described. Not limited to. For example, the first engaging element may be the first clutch C1, the second engaging element may be the second brake B2, and the predetermined shift stage may be the forward first speed stage. The second brake B2 is an engaging element that forms the forward 1st speed and the reverse 1st speed.

The operation in inertial running during N control in this case will be described with reference to the time chart shown in FIG. 6 and the speed diagram shown in FIGS. 7 (a) to 7 (d). Here, while the hybrid vehicle 1 is performing N-controlled coasting at low speed, the driver shifts to the reverse direction, and the first clutch C1 for forming the forward stage is gripped by the second brake B2 for forming the reverse stage. The control when changing is described.

As shown in FIG. 6, when the hybrid vehicle 1 is performing N-controlled coasting at a low speed (time t10), the control unit 20 releases the K0 clutch 17 and sets the stepped speed change mechanism 7 to the stepped speed change mechanism 7. Of the plurality of engaging elements, the first clutch C1 is in the engaged state and the other engaging elements including the second brake B2 are in the released state. At time t10, the rotation speed of the input shaft 15 is 0 rpm, so that the rotation speed of the first clutch C1 is 0 rpm (see FIG. 7A).

The control unit 20 detects the vehicle speed with reference to the output result of the output shaft rotation sensor 81, and determines the return shift stage. It is assumed that the control unit 20 determines that the return shift stage has changed from the forward 2nd speed to the forward 1st speed due to the decrease in vehicle speed (time t11).

The control unit 20 drives the motor 3 to increase the rotation speed of the input shaft 15 with the target of the engagement rotation speed of the first forward speed stage (time t11-t13). The control unit 20 gradually increases the rotational speed of the motor 3 with the first gradient when synchronizing the rotational speed of the motor 3 with the input rotational speed. At time t13, the rotation speed of the first clutch C1 increases in the same manner as the carrier CR1 as the rotation speed of the input shaft 15 increases (see FIG. 7B).

When the control unit 20 determines that the input rotation speed is just before synchronizing with the engagement rotation speed of the first forward speed stage, the control unit 20 starts the engagement operation of the second brake B2 in the released state (time t12). Here, the control unit 20 outputs a control signal for starting the preparatory operation of the second brake B2 immediately before synchronizing the rotation speed of the motor 3 with the engagement rotation speed of the first forward speed stage, and the second brake B2 causes the second brake B2. Start the preparatory operation.

Immediately after determining that the input rotation speed is synchronized with the engagement rotation speed of the first forward speed stage, the control unit 20 starts the release operation of the first clutch C1 (time t13). The control unit 20 outputs a control signal for promptly releasing the clutch C1 as a release command to the first clutch C1. At this time, the control unit 20 puts the second brake B2 in a state where the preparatory operation is completed and puts it on standby before releasing the first clutch C1.

After the release operation of the first clutch C1 is completed and the control unit 20 enters the release state, the control unit 20 executes the actual engagement operation of the second brake B2 to enter the engagement state (time t14). When the release operation of the first clutch C1 is completed and the release state is reached, the second brake B2 is on standby in the state where the preparatory operation is completed, so that the actual engagement operation can be immediately executed. The control unit 20 measures the elapsed time with a timer after outputting the control signal of the release command to the first clutch C1, determines that the first clutch C1 is in the released state after the elapse of the predetermined time, and determines that the first clutch C1 is in the released state. 2 Outputs a control signal for executing the actual engagement operation of the brake B2.

In this way, the control unit 20 calculates the input rotation speed of the input shaft 15 when the forward 1st speed is formed based on the vehicle speed and the gear ratio of the forward 1st speed, and inputs the rotation speed of the motor 3. After synchronizing with the rotation speed, the release operation of the first clutch C1 is started. Then, the control unit 20 disengages the first clutch C1 to the second brake B2 by disengaging the first clutch C1 and then engaging the second brake B2.

Here, after the time t13, by the time t14, the first clutch C1 is displaced from the engaged state to the disengaged state, and the second brake B2 is displaced from the disengaged state to the engaged state, and the re-grabbing is executed. Since the rotation speed is synchronized with the engagement rotation speed of the first forward speed stage, it is possible to suppress the occurrence of inertia torque due to the engagement and disengagement of the first clutch C1 and the second brake B2. That is, the rotation speed of the sun gear S3 does not change even when the first clutch C1 is released, and the rotation speed of the carrier CR2 does not change even when the second brake B2 is engaged (see FIG. 7C). ), The occurrence of inertia torque can be suppressed. As a result, it is possible to avoid a decrease in the riding comfort of the vehicle when the first clutch C1 and the second brake B2 are re-engaged during N-controlled coasting.

After that, the control unit 20 reduces the rotation speed of the motor 3 to 0 rpm by controlling the rotation speed (time t15-t16). After the second brake B2 is engaged, the control unit 20 gradually reduces the rotation speed of the motor 3 with the second gradient by controlling the rotation speed. As a result, regeneration is performed by the motor 3, so that power consumption can be suppressed. At time t16, the rotation speed of the input shaft 15 is 0 rpm, so that the rotation speed of the second brake B2 is 0 rpm (see FIG. 7D).

<Second embodiment>
Next, a second embodiment of the present disclosure will be described in detail with reference to FIG. In the present embodiment, the hybrid vehicle 1 includes a rear motor 100 for driving the rear wheels 105 in addition to the hybrid drive device 5 (see FIG. 1) for driving the front wheels 6 (see FIG. 1). Therefore, the configuration is different from that of the first embodiment. However, since the configuration of the hybrid drive device 5 is the same as that of the first embodiment, the same reference numerals are given and detailed description thereof will be omitted.

In the present embodiment, the drive source of the rear wheels 105 is provided separately from the drive source of the front wheels 6, and here, the rear motor 100 for driving the rear wheels is used. The rear motor 100 includes a rotor 100a and a stator 100b, and the rotor 100a is rotationally driven by supplying driving power to the stator 100b. It is possible.

The rotor 100a is drive-connected to the rotating shaft 101, and is drive-connected to the left and right rear wheels 105 via the gear mechanism 102. The gear mechanism 102 has a counter shaft 103 that is driven and connected to the rotating shaft 101 and a differential unit 104 that is driven and connected to the counter shaft 103. The rotation of the rotor 100a is decelerated by the counter shaft 103, and further, the differential The unit 104 decelerates and transmits the rotation while absorbing the differential rotation of the left and right rear wheels 105.

As a result, the front wheels 6 are capable of so-called one-motor parallel hybrid traveling, the rear wheels 105 are capable of EV traveling, and four-wheel drive is also possible by driving the front wheels 6 and the rear wheels 105 at the same time. It is configured in.

In the present embodiment, for example, the hybrid drive device 5 is set to the N-controlled inertial traveling state, and the rear wheels 105 are driven by the rear motor 100 to enable EV traveling. At this time, when the vehicle speed decreases or increases and the return shift stage in the stepped speed change mechanism 7 changes, so that it becomes necessary to re-grasp the engagement element, the engagement element is the same as in the first embodiment. Can be re-grabbed. Even in this case, when the engaging elements are re-grasped during N-controlled coasting, the input rotation speed is synchronized with the engaging rotation speed of the return gear, so that the inertia torque due to the engagement and disengagement of each engaging element can be achieved. Occurrence can be suppressed. As a result, it is possible to reduce a decrease in the riding comfort of the vehicle when the engaging element is re-grasped during N-controlled coasting.

<Third embodiment>
Next, the third embodiment of the present disclosure will be described in detail with reference to FIGS. 9 to 12 (d). The present embodiment is different from the first embodiment in that the engine vehicle 110 having the internal combustion engine 111 as the drive source is applied as the vehicle, and the automatic transmission 114 is applied instead of the hybrid drive device 5. ing. However, since the configuration of the stepped speed change mechanism 7 and the differential device D mounted on the automatic transmission 114 is the same as that of the first embodiment, the same reference numerals are given and detailed description thereof will be omitted.

In the present embodiment, the internal combustion engine 111 is connected to a belt-type integrated starter generator (BISG: Belt Integrated Starter Generator) 112, and the internal combustion engine 111 is configured to be freely startable. The belt-type integrated starter generator (hereinafter referred to as BISG) 112 can start the internal combustion engine 111 at a high output by supplying electric power from a high-voltage battery (not shown) via an inverter (not shown). During the start-up (driving) of the internal combustion engine 111, the high-voltage battery can be charged.

On the other hand, the Starter 113 is a starter that is driven by a general low-voltage battery (for example, a 12V type power supply) (not shown). In the engine vehicle 110, the internal combustion engine 111 is ignited after increasing the rotation speed of the internal combustion engine 111 to a rotation speed higher than the idle rotation speed by using BISG 112 at room temperature (for example, 0 degrees or more), and at a low temperature (for example, 0 degrees). In less than a degree), the starter 113 is used to normally start the internal combustion engine 111.

An automatic transmission 114 is connected to the internal combustion engine 111. The automatic transmission 114 is arranged between the internal combustion engine 111 and the left and right wheels 6 (see FIG. 1) on the front side, and roughly includes a torque converter (T / C) 115 and a transmission mechanism (T / M) 7. , The hydraulic control device (V / B) 121 and the like are included. The automatic transmission 114 has an input shaft 114a that is driven and connected to the crank shaft 111a of the internal combustion engine 111, and a torque converter 115 is driven and connected to the internal combustion engine 111 via the input shaft 114a. The torque converter 115 is a fluid transmission device that transmits fluid between the input shaft 114a of the automatic transmission 114 and the input shaft 15 of the stepped speed change mechanism 7. The torque converter 115 is provided with a lockup clutch 115a, and when the lockup clutch 115a is engaged, the rotation of the input shaft 114a of the automatic transmission 114 is directly transmitted to the input shaft 15 of the stepped transmission mechanism 7. Will be done. A stepped speed change mechanism 7 similar to that of the first embodiment is driven and connected to the torque converter 115, and the stepped speed change mechanism 7 is connected to the torque converter 115 via a differential device D (see FIG. 1) as in the first embodiment. It is driven and connected to the left and right wheels 6 (see FIG. 1) on the front side.

Further, the stepped speed change mechanism 7 is provided with a hydraulic control device (V / B) 121 for hydraulically controlling the friction engaging element (clutch or brake) for speed change, and the hydraulic control device 121 controls. The built-in solenoid valve and the like are electronically controlled based on an electronic command from the unit (ECU) 120.

[Clutch grip change control during coasting]
Next, regarding the operation in inertial running during N control in the automatic transmission 114 of the present embodiment, the flowchart shown in FIG. 10, the time chart shown in FIG. 11, and FIGS. 12 (a) to 12 (d) are shown. This will be described with reference to the speed chart shown. Here, as in the first embodiment, when the engine vehicle 110 is traveling at high speed, for example, in the forward 5th speed or higher, N-controlled inertial traveling is executed, the vehicle speed decreases, and the vehicle speed is reduced, so that the high speed stage is formed. The control when the second clutch C2 is replaced with the first clutch C1 for forming a low speed stage will be described.

When the engine vehicle 110 is traveling at high speed, for example, in the 5th forward speed, when the accelerator operation is released and other conditions are satisfied, the control unit 120 executes N-controlled inertial travel (step S11). , Time t10 in FIG. 11). The control unit 120 stops the internal combustion engine 111, causes the stepped speed change mechanism 7 to engage the second clutch C2 among the plurality of engaging elements, and engages the other engaging elements including the first clutch C1. In the released state, the power transmission path L is cut off in the neutral state, and the vehicle coasts. At this time, the control unit 120 stops the BISG 112, maintains the third clutch C3 in the state immediately before engagement in the stepped speed change mechanism 7, and disengages all other clutches and brakes such as the first clutch C1. Put it in the released state. That is, the control unit 120 prepares so that the power transmission of the third clutch C3 is almost disconnected, or even if it is connected, the power transmission is only slightly transmitted so that the clutch C3 can be quickly displaced to the engaged state. Keep it. At time t10, the rotation speed of the input shaft 15 is 0 rpm, so that the rotation speed of the second clutch C2 is 0 rpm (see FIG. 12A).

As in the first embodiment, it is assumed that the control unit 120 determines that the return shift stage has changed from the forward 5th speed to the forward 4th speed due to the decrease in vehicle speed (step S12, time t11 in FIG. 11). The control unit 120 drives the BISG 112 to increase the rotation speed (input rotation speed) of the input shaft 15 with the target of the engagement rotation speed of the four forward speed stages (step S13, time t11-t12 in FIG. 11). The control unit 120 gradually increases the rotation speed of the BISG 112 with the first gradient when synchronizing the rotation speed of the BISG 112 with the input rotation speed. Further, the control unit 120 releases the third clutch C3 from the state immediately before engagement. At time t12, the rotation speed of the second clutch C2 rises in the same manner as the rotation speed of the input shaft 15 (see FIG. 12B).

Immediately after determining that the input rotation speed is synchronized with the engagement rotation speed of the fourth forward speed stage, the control unit 120 starts the release operation of the second clutch C2 (step S14, time t12 in FIG. 11). The control unit 120 outputs a control signal for rapidly releasing the clutch C2 as a release command to the second clutch C2.

Further, the control unit 120 starts the engagement operation of the first clutch C1 in the released state immediately after determining that the input rotation speed is synchronized with the engagement rotation speed of the forward 4th speed stage (step S15, FIG. 11). Time t12). Here, in the engaging operation of changing the first clutch C1 from the released state to the engaged state, the control unit 120 prepares the first clutch C1 to be in the state immediately before engaging, and after executing the preparatory operation, the first clutch. The actual engagement operation in which there is no difference rotation between the input side and the output side of C1 is executed. In the present embodiment, the first clutch C1 waits for a predetermined time after the completion of the preparatory operation such as fast fill, and then executes the actual engagement operation, whereby the second clutch C2 is released after the release operation is completed. The actual engagement operation of the 1-clutch C1 is started.

In this way, the control unit 120 starts the release operation of the second clutch C2 and the engagement operation of the first clutch C1 almost at the same time (time t12 in FIG. 11), and rapidly completes the release operation of the second clutch C2. (Time t13 in FIG. 11), and after the release operation of the second clutch C2 is completed, the actual engagement operation of the first clutch C1 is started and completed (step S16, time t14 in FIG. 11). As a result, since the first clutch C1 and the second clutch C2 do not engage at the same time, it is possible to avoid the occurrence of a shock due to the formation of a shift stage and the transmission of the driving force of the BISG 112 to the front wheels 6.

Here, after the time t12, by the time t14, the second clutch C2 is displaced from the engaged state to the disengaged state, and the first clutch C1 is displaced from the disengaged state to the engaged state, and the re-grabbing is executed. Since the rotation speed is synchronized with the engagement rotation speed of the four forward speed stages, it is possible to suppress the occurrence of inertial shuttle torque due to the engagement and disengagement of the clutches C1 and C2. That is, the rotation speed of the carrier CR2 does not change even when the second clutch C2 is released, and the rotation speed of the sun gear S3 hardly changes even when the first clutch C1 is engaged (FIG. 12 (c)). (See), the occurrence of inertial clutch can be suppressed. As a result, it is possible to avoid a decrease in the riding comfort of the vehicle when the clutches C1 and C2 are re-engaged during N-controlled coasting.

After that, the control unit 120 reduces the rotation speed of the BISG 112 to 0 rpm by controlling the rotation speed (step S17, time t15-t16 in FIG. 11). After the first clutch C1 is engaged, the control unit 120 gradually reduces the rotation speed of the BISG 112 with the second gradient by the rotation speed control. As a result, regeneration is performed by BISG112, so that power consumption can be suppressed. At time t16, the rotation speed of the input shaft 15 is 0 rpm, so that the rotation speed of the first clutch C1 is 0 rpm (see FIG. 12D). Although the case where the rotation speed of the BISG112 is gradually reduced by the rotation speed control is described here, the rotation speed is not limited to the reduction by the rotation speed control, and the rotation speed may be reduced by the torque control.

As described above, according to the automatic transmission 114 of the present embodiment, the input rotation speed is increased to the forward 4th speed when, for example, the second clutch C2 is changed to the first clutch C1 during N-controlled inertial running. Since it is synchronized with the engagement rotation speed of the clutches C1 and C2, it is possible to suppress the occurrence of inertial torque due to the engagement and disengagement of the clutches C1 and C2. As a result, it is possible to improve the riding comfort of the vehicle when the clutches C1 and C2 are re-engaged during N-controlled coasting.

Further, according to the automatic transmission 114 of the present embodiment, since it is applied to the engine vehicle 110 equipped with BISG112, a vehicle such as an engine vehicle not equipped with a motor generator as mounted on a hybrid vehicle. It can also be applied to.

In the present embodiment described above, the control unit 120 has described the case where the internal combustion engine 111 is stopped, the stepped speed change mechanism 7 is set to the neutral state, and the vehicle coasts, but the present invention is not limited to this, and for example, the internal combustion engine. The engine 111 may be in an idling state, and the stepped speed change mechanism 7 may be in a neutral state to coast.

Further, in the present embodiment, the case where BISG112 is applied as a rotary electric machine that rotates the input shaft 15 during coasting of the engine vehicle 110 has been described, but the present invention is not limited to this, and another rotary electric machine may be provided. ..

Further, in the present embodiment, the release operation of the second clutch C2 and the engagement operation of the first clutch C1 are started almost at the same time, the release operation of the second clutch C2 is rapidly completed, and the release operation of the second clutch C2 is completed. A procedure is adopted in which the actual engagement operation of the first clutch C1 is started and completed after the completion of the above-mentioned procedure. It may be applied to re-grabbing.

<Summary of each embodiment>
The above-described embodiment includes at least the following configurations. The automatic transmissions (4, 114) of the first to third embodiments include an input member (15) driven and connected to an internal combustion engine (2, 111) and a rotary electric machine (3, 112), and wheels (6). A plurality of shift stages are selected by a combination of an output member (24) driven and connected to the above and a power transmission path (L) provided from the input member (15) to the output member (24) and simultaneously engaged with each other. A stepped speed change mechanism (7) having a plurality of engaging elements capable of being formed, and control devices (20, 120) capable of changing the speed change stage of the stepped speed change mechanism (7). In the stepped speed change mechanism (7), as the plurality of engaging elements, the first engaging element (C1, B2) and the second engaging element (C2, C1) forming a predetermined speed change stage by simultaneous engagement. The control device (20, 120) causes the stepped speed change mechanism (7) to engage the second engaging element (C2, C1) among the plurality of engaging elements. When the other engaging elements including the first engaging element (C1, B2) are released and the power transmission path (L) is cut to a neutral state for coasting, the second engaging element When changing from (C2, C1) to the first engaging element (C1, B2), the predetermined speed change is based on the rotation speed of the output member (24) and the gear ratio of the predetermined speed change stage. The input rotation speed of the input member (15) in the case of forming a step is calculated, and the rotation speed of the rotary electric machine (3, 112) is synchronized with the input rotation speed, and then the second engaging element (C2) is used. , C1) is started, the second engaging element (C2, C1) is put into the released state, and then the first engaging element (C1, B2) is put into the engaged state. The engaging elements (C2, C1) are replaced with the first engaging elements (C1, B2).

According to this configuration, when the second engaging element (C2, C1) is changed to the first engaging element (C1, B2) during the neutral control inertial running, the input rotation speed is engaged with the predetermined shift stage. Since it is synchronized with the combined rotation speed, it is possible to suppress the occurrence of inertial shuttlek due to the engagement and disengagement of each engaging element (C1, C2, B2). As a result, it is possible to improve the riding comfort of the vehicle (1, 110) when the second engaging element (C2, C1) is changed to the first engaging element (C1, B2) during the neutral control inertial running. can. Further, since the second engaging elements (C2, C1) are not engaged at the same time when the first engaging elements (C1, B2) are gripped, a shift stage is formed and the driving force of the rotary electric machine (3, 112) is formed. Can be prevented from being transmitted to the wheel (6) and causing a shock. Further, since it is not necessary to consider the occurrence of a shock when the second engaging element (C2, C1) is changed to the first engaging element (C1, B2), the time required for the changing is shortened and the response can be increased. It can be improved.

Further, in the automatic transmissions (4) of the first and second embodiments, the control device (20) engages the first engaging elements (C1, B2) from the released state to the engaged state. The difference between the preparatory operation for bringing the first engaging element (C1, B2) into the state immediately before engagement and the input side and the output side of the first engaging element (C1, B2) after the execution of the preparatory operation. It is possible to carry out an actual engagement operation in which there is no rotation, and before synchronizing the rotation speed of the rotary electric machine (3) with the input rotation speed, the first engagement element (C1, B2) The preparatory operation is started.

According to this configuration, the preparatory operation of the first engaging element (C1, B2) can be completed at an early stage, so that the first one is after synchronizing the rotation speed of the rotary electric machine (3) with the input rotation speed. Compared with the case where the preparatory operation of the engaging elements (C1 and B2) is started, the time required for re-grabbing can be shortened and the response can be improved.

Further, in the automatic transmissions (4) of the first and second embodiments, the control device (20) engages with the first engagement before releasing the second engaging elements (C2, C1). The combined elements (C1 and B2) are made to stand by with the preparatory operation completed. According to this configuration, since the actual engagement operation can be executed immediately from the state where the preparatory operation is completed, the first engaging elements (C1 and B2) are not in the state where the preparatory operation is completed and are not waiting. Compared to the case, the time required for re-grabbing can be shortened and the response can be improved.

Further, in the automatic transmissions (4, 114) of the first to third embodiments, the control device (20, 120) is set after the second engaging elements (C2, C1) start the releasing operation. , Judges that it is in the released state after the lapse of a predetermined time. According to this configuration, since the determination can be made without using a sensor or the like that detects that the second engaging element (C2, C1) is in the released state, it is possible to prevent an increase in the number of parts.

Further, in the automatic transmissions (4, 114) of the first to third embodiments, the control device (20, 120) is the second engaging element (C2, C1) during coasting in the neutral state. Before switching to the first engaging element (C1, B2), the rotary electric machine (3, 112) is stopped, and the rotation speed of the rotary electric machine (3, 112) is synchronized with the input rotation speed. When the rotation speed is increased, the rotation speed of the rotary electric machine (3, 112) is increased by the first gradient, the rotation speed of the rotary electric machine (3) is synchronized with the input rotation speed, and then the first engaging element (C1) is used. , B2) are engaged, and then the rotational speed of the rotary electric machine (3, 112) is reduced by the second gradient. According to this configuration, the rotation speed of the rotary electric machine (3, 112) can be gradually increased or decreased depending on the gradient, so that a shock is generated by a sudden change in the rotation speed of the rotary electric machine (3, 112). It can be avoided.

Further, in the automatic transmissions (4, 114) of the first to third embodiments, the first engaging element (C1) is a predetermined gear and all gears on the lower speed side than the predetermined gear. The second engaging element (C2) is an engaging element (C1) forming the above, and the second engaging element (C2) is an engaging element (C2) forming the predetermined gear and all the gears on the higher speed side than the predetermined gear. C2). According to this configuration, during forward traveling, the engaging elements (C1, C2) are re-grasped only at one place forming a predetermined shift stage. Therefore, the frequency of re-grabbing the engaging elements (C1 and C2) during coasting can be suppressed to a low frequency, and an increase in power consumption can be suppressed.

Further, in the automatic transmissions (4, 114) of the first to third embodiments, the predetermined shift stage is the forward minimum shift stage, and the second engaging element (C1) is the minimum shift stage and the minimum shift stage. It is an engaging element that forms the reverse stage. According to this configuration, even when the engaging elements (B2, C1) are gripped when switching between forward and backward movement, the second engaging element (C1) is gripped by the first engaging element (B2). It is possible to improve the riding comfort of the vehicle (1, 110) when changing.

2 ... Internal combustion engine 3 ... Motor (rotary electric machine)
4 ... Automatic transmission 6 ... Front wheels (wheels)
7 ... Stepped speed change mechanism 15 ... Input shaft (input member)
20 ... Control unit (control device)
24 ... Counter gear (output member)
111 ... Internal combustion engine 112 ... BISG (belt type integrated starter generator, rotary electric machine)
114 ... Automatic transmission 120 ... Control unit (control device)
B2 ... 2nd brake (1st engaging element)
C1 ... 1st clutch (1st engaging element, 2nd engaging element)
C2 ... 2nd clutch (2nd engaging element)
L ... Power transmission path

Claims (5)

A plurality of speed changes are provided by a combination of an input member driven and connected to an internal combustion engine and a rotary electric machine, an output member driven and connected to a wheel, and a power transmission path provided on the power transmission path from the input member to the output member and simultaneously engaged with each other. A stepped speed change mechanism having a plurality of engaging elements capable of selectively forming steps, and
A control device capable of changing the shift stage of the stepped speed change mechanism is provided.
The stepped speed change mechanism has, as the plurality of engaging elements, a first engaging element and a second engaging element that form a predetermined speed change stage by simultaneous engagement.
The control device causes the stepped speed change mechanism to bring the second engaging element out of the plurality of engaging elements into an engaged state and release the other engaging element including the first engaging element. Therefore, in the case of coasting in a neutral state in which the power transmission path is cut, when the second engaging element is replaced with the first engaging element,
Based on the rotation speed of the output member and the gear ratio of the predetermined shift stage, the input rotation speed of the input member when the predetermined shift stage is formed is calculated, and the rotation speed of the rotary electric machine is set to the input rotation speed. After synchronizing with, the release operation of the second engaging element is started, the second engaging element is put into the released state, and then the first engaging element is put into the engaged state. An automatic transmission that replaces the combined element with the first engaging element. In the engaging operation of changing the first engaging element from the released state to the engaged state, the control device performs the preparatory operation of bringing the first engaging element into the state immediately before engagement and the preparatory operation after the execution of the preparatory operation. It is possible to execute the actual engagement operation in which there is no difference rotation between the input side and the output side of the first engagement element.
The automatic transmission according to claim 1, wherein the preparatory operation of the first engaging element is started before the rotation speed of the rotary electric machine is synchronized with the input rotation speed. The automatic transmission according to claim 2, wherein the control device makes the first engaging element stand by in a state where the preparatory operation is completed before releasing the second engaging element. The automatic transmission according to claim 3, wherein the control device determines that the second engaging element is in the released state after a lapse of a predetermined time from the start of the releasing operation. The control device is
Before switching from the second engaging element to the first engaging element during coasting in the neutral state, the rotary electric machine is stopped.
When synchronizing the rotation speed of the rotary electric machine with the input rotation speed, the rotation speed of the rotary electric machine is increased by the first gradient.
Claims 1 to 4, wherein the rotation speed of the rotary electric machine is synchronized with the input rotation speed, the first engaging element is put into an engaged state, and then the rotation speed of the rotary electric machine is reduced by a second gradient. The automatic transmission according to any one of the items.

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