JP2022063158A - Control device for hybrid vehicle - Google Patents

Abstract

To provide a control device capable of improving accuracy of a hydraulic pressure learning value in hydraulic pressure learning in a hybrid vehicle including: an engine and a rotary electric machine as driving force sources; and a transmission provided on a power transmission path between the driving force sources and driving wheels.SOLUTION: When torque compensation control is not executed in an execution region where the torque compensation control is to be executed, and when the torque compensation control is executed in a non-execution region where the torque compensation control is not to be executed, update of a learning value is prohibited. Thus, update of a hydraulic pressure learning value according to whether the torque compensation control is executed is performed under an appropriate condition, so that accuracy of the learning value in hydraulic pressure learning can be improved. As a result, it is possible to efficiently reduce gear shift shock which occurs in a gear shift transition period of a stepped transmission 20.SELECTED DRAWING: Figure 8

Description

The present invention relates to learning of a hybrid vehicle using an engine and a rotary electric machine as a driving force source.

Patent Document 1 includes a hybrid including an engine and a rotary electric machine as a driving force source for traveling, and a transmission provided on a power transmission path between the driving force source (engine, rotary electric machine) and a drive wheel. In a vehicle, a technique is disclosed in which the presence or absence of torque compensation during a shift is determined according to the current of a rotary electric machine during the shift of the transmission, and hydraulic learning of the hydraulic engagement device of the two transmissions is performed. ..

Japanese Unexamined Patent Publication No. 2006-327508

By the way, in the case where torque compensation is executed during the shift transition period of the transmission as in Patent Document 1, when the hydraulic pressure learning of the hydraulic engagement device is performed in all areas regardless of the presence or absence of torque compensation, it is actually Hydraulic pressure learning is performed even in a region where hydraulic pressure learning cannot be performed properly, and there is a risk that the accuracy of the learning value will decrease.

The present invention has been made in the background of the above circumstances, and an object thereof is to transmit power between an engine and a rotary electric machine as a driving force source for traveling and a driving force source and a driving wheel. It is an object of the present invention to provide a control device capable of improving the accuracy of the hydraulic pressure learning value of hydraulic pressure learning in a hybrid vehicle provided with a transmission provided on the path.

The gist of the first invention is (a) a plurality of hydraulic types provided on a power transmission path between an engine, a rotary electric machine, the engine, the rotary electric machine, and a drive wheel, and provided inside. It is applied to a hybrid vehicle including a transmission that shifts to a plurality of gear stages by switching the engagement state of the engaging device, and in the shift transition period of the transmission, the shift is performed by the output torque of the rotary electric machine. A torque compensation control unit that executes torque compensation control that compensates for the decrease in output shaft torque to the machine, and a hydraulic learning unit that executes hydraulic learning of the engagement pressure of the hydraulic engagement device when the transmission is shifting. In the control device of the hybrid vehicle having The hydraulic learning is performed separately for the case where the control is not performed, and when the torque compensation control is not performed in the implementation area where the predetermined torque compensation control is performed, and when the torque compensation control is performed in advance. When the torque compensation control is performed in a non-execution region where the torque compensation control is not performed, the update of the hydraulic learning value is prohibited.

According to the control device for the hybrid vehicle of the first invention, the torque compensation control is performed when the torque compensation control is not performed in the implementation region where the torque compensation control is executed and in the non-execution region where the torque compensation control is not implemented. In that case, the update of the learning value is prohibited, so the hydraulic pressure learning value is updated under appropriate conditions according to the presence or absence of torque compensation control, and the accuracy of the hydraulic pressure learning learning value is improved. Can be made to.

It is a figure explaining the schematic structure of the drive device for a vehicle provided in the hybrid vehicle to which this invention is applied, and is also a figure explaining the main part of the control system for various control in a hybrid vehicle. It is an engagement operation table which shows the engagement state for establishing each gear stage of the stepped transmission of FIG. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in a stepless transmission and a stepped transmission of FIG. It is one aspect of the learning map of the instruction pressure of the engaging side engaging device and the releasing side engaging device, which is classified by the AT input shaft rotation speed. It is one aspect of the area map in which the area in which the torque compensation control is performed is defined. It is one aspect of the learning map of the instruction pressure of the engaging side engaging device and the releasing side engaging device, which is divided by the AT input shaft torque. It is one aspect of the area map in which the area in which the torque compensation control is performed is defined. To explain the main part of the control operation of the electronic control device, that is, the control operation that can improve the accuracy of the learning value by eliminating the variation in the learning value learned when the upshift of the stepped transmission is executed. It is a flowchart. It is a skeleton diagram which shows the other aspect of the hybrid vehicle corresponding to the other embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or modified, and the dimensional ratios and shapes of each part are not always drawn accurately.

FIG. 1 is a diagram illustrating a schematic configuration of a vehicle drive device 12 provided in a hybrid vehicle 10 (hereinafter referred to as a vehicle 10) to which the present invention is applied, and also shows a control system for various controls in the vehicle 10. It is a figure explaining the main part. In FIG. 1, the vehicle drive device 12 is arranged on a common axis in a transmission case 16 (hereinafter referred to as a case 16) as a non-rotating member attached to an engine 14 and a vehicle body, and is directly attached to the engine 14. Alternatively, an electric continuously variable transmission 18 (hereinafter referred to as a continuously variable transmission 18) indirectly connected via a damper (not shown) and a continuously variable transmission 20 connected to the output side of the continuously variable transmission 18 And are provided in series. 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 stepped transmission 20, a pair of axles 26 connected to the differential gear device 24, and the like. There is. In the vehicle drive device 12, the power output from the engine 14 and the second rotary electric machine MG2 described later (torque and force are also synonymous unless otherwise specified) is transmitted to the stepped transmission 20 and the stepped transmission. It is transmitted from 20 to the drive wheels 28 included in the vehicle 10 via the differential gear device 24 and the like. The vehicle drive device 12 is suitably used for, for example, an FR (front engine / rear drive) type vehicle that is vertically installed in a vehicle 10. The continuously variable transmission 18 and the stepped transmission 20 and the like are configured substantially symmetrically with respect to the rotation axis (the above-mentioned common axis) of the engine 14 and the like, and in FIG. 1, below the rotation axis. Half is omitted.

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. The engine torque Te of the engine 14 is controlled by controlling the throttle valve opening degree or the operating state such as the intake air amount, the fuel supply amount, and the ignition timing by the electronic control device 80 described later. 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 splitting mechanism that mechanically divides the power of the first rotary electric machine MG1 and the engine 14 into the first rotary electric machine MG1 and the intermediate transmission member 30 which is an output rotation member of the continuously variable transmission 18. The differential mechanism 32 of the above and the second rotary electric machine MG2 connected to the intermediate transmission member 30 so as to be able to transmit power are provided. 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 rotary electric machine MG1. The first rotary electric machine MG1 corresponds to a differential rotary electric machine, and the second rotary electric machine MG2 is a rotary electric machine that functions as a driving force source for traveling and corresponds to a traveling rotary electric machine. Therefore, the vehicle 10 is a hybrid vehicle equipped with an engine 14 and a second rotary electric machine MG2 as a driving force source for traveling.

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

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 rotary electric machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the second rotary electric machine MG2 can be transmitted to the ring gear R0. Is linked 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 20 is a stepped transmission provided on the power transmission path between the engine 14 and the second rotary electric machine MG2 and the drive wheel 28, and constitutes a part of the power transmission path. The intermediate transmission member 30 also functions as an input shaft of the stepped transmission 20. Since the second rotary electric machine MG2 is connected to the intermediate transmission member 30 so as to rotate integrally, the stepped transmission 20 provides a part of the power transmission path between the second rotary electric machine MG2 and the drive wheels 28. It is a stepped transmission that constitutes. The stepped transmission 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 hydraulic engagement devices of the clutch C1, the clutch C2, the brake B1, and the brake B2. It is a known planetary gear type automatic transmission equipped with (hereinafter, simply referred to as a hydraulic engagement device CB unless otherwise specified) and inside. The stepped transmission 20 corresponds to the transmission of the present invention.

The hydraulic engagement device CB is a hydraulic friction engagement 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 hydraulic engagement device CB has its own torque capacity (engagement torque,) due to each pressure-adjusted engagement hydraulic pressure Pcb output from the solenoid valves SL1-SL4 and the like in the hydraulic control circuit 54 provided in the vehicle 10. By changing the clutch torque) Tcb, the operating state (state such as engagement and disengagement) can be switched. Torque (eg, input to the stepped transmission 20) between the intermediate transmission member 30 and the output shaft 22 without slipping the hydraulic engagement device CB (ie, without causing a differential rotational speed in the hydraulic engagement device CB). In order to transmit the AT input shaft torque Ti), which is the input torque to be performed, the transmission torque amount (that is, the hydraulic engagement device CB) that must be handled by each of the hydraulic engagement device CB with respect to the torque is transmitted. Engagement torque Tcb that can obtain the shared torque) is required. 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 hydraulic engagement device CB, and the transmission torque corresponds to the torque that is actually transmitted by the hydraulic engagement device CB. The engagement torque Tcb (or transmission torque) and the engagement hydraulic pressure Pcb are in a substantially proportional relationship except for a region for supplying the engagement hydraulic pressure Pcb required for packing the hydraulic engagement device CB, for example.

In the stepped transmission 20, each rotating element (sun gear S1, S2, carriers CA1, CA2, ring gear R1, R2) of the first planetary gear device 36 and the second planetary gear device 38 is directly or hydraulically engaged. Some of them are indirectly (or selectively) connected to each other via the device CB or the one-way clutch F1, or are connected to the intermediate transmission member 30, the case 16, or the output shaft 22.

The stepped transmission 20 has a gear ratio (gear ratio) γat (= AT input shaft rotation speed ωi / AT output shaft rotation speed ωo) due to the engagement of a predetermined hydraulic engagement device in the hydraulic engagement device CB. ) Is different, any one of a plurality of shift stages (gear stages) is formed. In this embodiment, the gear stage formed by the stepped transmission 20 is referred to as an AT gear stage. The AT input shaft rotation speed ωi is the input shaft rotation speed of the stepped transmission 20 which is the rotation speed (square speed) of the input rotation member of the stepped transmission 20, and is the same value as the rotation speed of the intermediate transmission member 30. Further, it is the same value as the MG2 rotation speed ωm, which is the rotation speed of the second rotary electric machine MG2. That is, the AT input shaft rotation speed ωi can be expressed by the MG2 rotation speed ωm. The output shaft rotation speed ωo is the rotation speed of the output shaft 22 which is an output rotation member of the stepped transmission 20, and is the output of the entire speed change mechanism 40 including the stepless transmission 18 and the stepped transmission 20. It is also the shaft rotation speed.

As shown in the engagement operation table of FIG. 2, for example, the stepped transmission 20 has AT 1st speed gear stages (“1st” in the figure) -AT 4th speed gear stages (“4th” in the figure) as a plurality of AT gear stages. ”) 4 stages of forward AT gear stages are formed. The gear ratio γat of the AT1 speed gear stage is the largest, and the gear ratio γat becomes smaller toward the higher vehicle speed side (AT4 speed gear stage side on the high side). As shown in FIG. 2, the engagement state of the hydraulic engagement device CB is switched, so that the speed is changed to four AT gear stages. The engagement operation table of FIG. 2 shows each operating state of each AT gear stage and the hydraulic engagement device CB (a predetermined hydraulic engagement device which is a hydraulic engagement device that is engaged in each AT gear stage). "○" indicates engagement, "Δ" indicates engagement during engine braking or coast downshift of the stepped transmission 20, and blank indicates release. Since the one-way clutch F1 is provided in parallel with the brake B2 that establishes the AT1 speed gear stage, it is not necessary to engage the brake B2 at the time of starting (acceleration). The coast downshift of the stepped transmission 20 is a vehicle speed-related value (for example, vehicle speed V) during deceleration due to a decrease in the drive request amount (for example, accelerator opening θacc) or accelerator off (accelerator opening θacc is zero or substantially zero). Of the power-off downshifts for which a downshift has been determined (required) due to the decrease in speed, this is the downshift requested while the accelerator is in the decelerated running state. When all of the hydraulic engagement devices CB are released, the stepped transmission 20 is in a neutral state in which no gear stage is formed (that is, a neutral state in which power transmission is cut off).

The stepped transmission 20 uses an electronic control device 80, which will be described later, to release the release side engagement device of the hydraulic engagement device CB according to the accelerator operation of the driver, the vehicle speed V, or the like, and the hydraulic engagement device. By controlling the engagement of the engaging side engaging device in the CB, the AT gear stage is switched (that is, a plurality of AT gear stages are selectively formed). That is, in the shift control of the stepped transmission 20, for example, by changing the grip of any of the hydraulic engaging devices CB (that is, by engaging the engaging side engaging device and releasing the releasing side engaging device), the shifting is performed. The so-called clutch-to-clutch shift, which is executed, is executed. For example, in the upshift from the AT 2nd speed gear stage to the AT 3rd speed gear stage, 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. The clutch C2 is engaged. At this time, the release transient hydraulic pressure of the brake B1 and the engagement transient hydraulic pressure of the clutch C2 are pressure-adjusted and controlled according to a predetermined change pattern or the like.

FIG. 3 is a collinear diagram showing the relative relationship between the rotation speeds of the rotating elements in the continuously variable transmission 18 and the stepped transmission 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 transmission 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 transmission 20). It is an m-axis representing the input axis rotation speed). Further, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped transmission 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 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. It is a shaft which represents the rotation speed of the sun gear S1 to be carried. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio (gear ratio) ρ0 of the differential mechanism 32. Further, 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 co-line 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 is connected. The first rotary electric machine MG1 (see "MG1" in the figure) is connected to RE2, and the second rotary electric machine MG2 (see "MG2" in the figure) is connected to the third rotary element RE3 which rotates integrally with the intermediate transmission member 30. The rotation of the engine 14 is transmitted to the stepped transmission 20 via the intermediate transmission member 30. In the continuously variable transmission 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 crossing the vertical line Y2.

Further, in the stepped transmission 20, the fourth rotation element RE4 is selectively connected to the intermediate transmission member 30 via the clutch C1, the fifth rotation element RE5 is connected to the output shaft 22, and the sixth rotation element RE6 is. It is selectively coupled to the intermediate transmission member 30 via the clutch C2 and selectively coupled to the case 16 via the brake B2, and the seventh rotating element RE7 is selectively coupled to the case 16 via the brake B1. ing. In the stepped transmission 20, the linear lines L1, L2, L3, L4, and LR crossing the vertical line Y5 by the engagement release control of the hydraulic engagement device CB cause "1st", "2nd", and "2nd" in the output shaft 22. The rotation speeds of "3rd", "4th", and "Rev" are shown.

The straight lines L0 and the straight lines L1, L2, L3, and L4 shown by the solid lines in FIG. Shows. In this hybrid travel mode, in the differential mechanism 32, when the reaction force torque, which is a negative torque of the first rotary electric 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 + ρ) = − (1 / ρ) × 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 the driving torque in the forward direction of the vehicle 10, and the AT gear stage is one of the AT 1st speed gear stage and the AT 4th speed gear stage. Is transmitted to the drive wheels 28 via the stepped transmission 20 in which the is formed. At this time, the first rotary electric machine MG1 functions as a generator that generates negative torque in the forward rotation. The generated power Wg of the first rotary electric machine MG1 is charged in the battery 52 or consumed by the second rotary electric machine MG2. The second rotary electric 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 52 in addition to the generated power Wg.

Although not shown in FIG. 3, in the common line diagram in the motor running mode in which the motor running mode in which the engine 14 is stopped and the motor running using the second rotary electric machine MG2 as a driving force source is possible, the carrier in the differential mechanism 32 is used. CA0 is set to zero rotation, and MG2 torque Tm, which is a positive torque in normal rotation, is input to the ring gear R0. At this time, the first rotary electric machine MG1 connected to the sun gear S0 is put into a no-load state and is idled by negative rotation. That is, in the motor running mode, the engine 14 is not driven, the engine rotation speed ωe, which is the rotation speed of the engine 14, is set to zero, and the MG2 torque Tm (here, the force running torque of forward rotation) drives the vehicle 10 in the forward direction. The torque is transmitted to the drive wheels 28 via the stepped transmission 20 in which any one of the AT 1st speed gear stage and the AT 4th speed gear stage is formed.

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 AT1 speed gear stage. It is transmitted to the drive wheels 28 via the stepped transmission 20. The electronic control device 80 is for forward torque, which is torque for forward movement, in a state where the AT 1st speed gear stage is formed as the low vehicle speed side (low side) gear stage for forward movement among the AT 1st speed gear stage and the AT 4th speed gear stage. The reverse running can be performed by outputting the reverse MG2 torque Tm, which is the reverse torque whose positive and negative directions are opposite to those of the MG2 torque Tm, from the second rotary electric machine MG2. As described above, in the vehicle 10 of the present embodiment, the forward traveling is performed by reversing the positive and negative of the MG2 torque Tm by using the forward AT gear stage (that is, the same AT gear stage as when the forward traveling is performed). In the stepped transmission 20, an AT gear stage dedicated to reverse traveling, which reverses and outputs the input shaft rotation in the stepped transmission 20, is not formed. Even in the hybrid travel mode, since the second rotary electric machine MG2 can be negatively rotated as in the straight line L0R, it is possible to perform reverse travel 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 first rotating electric machine MG1 as the differential rotating electric machine are connected to each other so as to be able to transmit power. It is provided with a differential mechanism 32 having three rotating elements, that is, a sun gear S0 as an element RE2 and a ring gear R0 as a third rotating element RE3 in which a second rotating electric machine MG2 as a traveling drive rotating electric machine is connected so as to be able to transmit power. A continuously variable transmission 18 is configured as an electric transmission mechanism (electric differential mechanism) in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the first rotary electric machine MG1. That is, the engine 14 has a differential mechanism 32 connected so as to be able to transmit power and a first rotary electric machine MG1 connected to the differential mechanism 32 so as to be able to transmit power, and the operating state of the first rotary electric machine MG1 is controlled. The continuously variable transmission 18 in which the differential state of the differential mechanism 32 is controlled is configured. In the continuously variable transmission 18, the gear ratio γ0 (= ωe / ωm) of the rotation speed of the connecting shaft 34 (that is, the engine rotation speed ωe) with respect to the MG2 rotation speed ωm, which is the rotation speed of the intermediate transmission member 30, is changed electrically. It can be operated as a continuously variable transmission.

For example, in the hybrid travel mode, the rotation speed of the first rotary electric 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 transmission 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 ωe) is increased or decreased. Therefore, in engine running, it is possible to operate the engine 14 at an efficient operating point. That is, the continuously variable transmission 20 in which the AT gear stage is formed and the continuously variable transmission 18 operated as the continuously variable transmission can form the continuously variable transmission as a whole of the transmission mechanism 40.

Alternatively, since the stepless transmission 18 can be changed like a stepped transmission, the stepped transmission 20 on which the AT gear stage is formed and the stepless transmission that shifts like a stepped transmission With 18, the speed change mechanism 40 as a whole can be changed like a stepped transmission. That is, in the transmission mechanism 40, a plurality of gear stages (referred to as simulated gear stages) having different gear ratios γt (= ωe / ωo) of the engine rotation speed ωe with respect to the output shaft rotation speed ωo are selectively established. It is possible to control the step transmission 20 and the stepless transmission 18. The gear ratio γt is a total gear ratio formed by the continuously variable transmission 18 and the stepped transmission 20 arranged in series, and is the gear ratio γ0 of the continuously variable transmission 18 and the stepped transmission 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 20 and a gear ratio γ0 of one or a plurality of types of continuously variable transmission 18 for each AT gear stage of the stepped transmission 20. Assigned to establish one or more types.

Returning to FIG. 1, the vehicle 10 further includes an electronic control device 80 as a controller including a control device for the vehicle 10 related to control such as an engine 14, a continuously variable transmission 18, and a stepped transmission 20. .. Therefore, FIG. 1 is a diagram showing an input / output system of the electronic control device 80, and is a functional block diagram illustrating a main part of a control function by the electronic control device 80. The electronic control device 80 includes, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. 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 shaft rotation speed sensor 66, accelerator opening sensor 68, throttle). Various signals based on the values detected by the valve opening sensor 70, G sensor 72, shift position sensor 74, battery sensor 76, AT oil temperature sensor 78, etc. (for example, engine rotation speed ωe, rotation speed of the first rotary electric machine MG1) A certain MG1 rotation speed ωg, an MG2 rotation speed ωm which is an AT input shaft rotation speed ωi, an output shaft rotation speed ωo corresponding to a vehicle speed V, and a driver's acceleration operation amount (that is, an accelerator pedal) indicating the magnitude of the driver's acceleration operation. The accelerator opening θacc, which is the operation amount of the electronic throttle valve, the throttle valve opening θth, which is the opening of the electronic throttle valve, the front-rear acceleration G of the vehicle 10, and the operation position of the shift lever 56 as the shift operation member provided in the vehicle 10 (the operation amount of the vehicle 10). Operation position) POSsh, battery temperature THbat of battery 52, battery charge / discharge current Ibat, battery voltage Vbat, oil temperature Toil of hydraulic oil supplied to the hydraulic engagement device CB, etc.) are supplied respectively.

Further, from the electronic control device 80, various command signals (for example, an engine control device 58 such as a throttle actuator, a fuel injection device, an ignition device, an inverter 50, a hydraulic control circuit 54, etc.) provided in the vehicle 10 are transmitted. The engine control command signal Se for controlling the engine 14, the rotary electric machine control command signal Smg for controlling the first rotary electric machine MG1 and the second rotary electric machine MG2, and the hydraulic engagement device CB for controlling the operating state. (That is, the hydraulic control command signal Sat or the like for controlling the shift of the stepped transmission 20) is output respectively. This hydraulic control command signal Sat is, for example, a command signal (driving current) for driving each solenoid valve SL1-SL4 that regulates each engaging hydraulic pressure Pcb supplied to each hydraulic actuator of the hydraulic engaging device CB. Is output to the hydraulic control circuit 54. The electronic control device 80 sets a hydraulic pressure command value (instructed pressure) corresponding to the value of each engaging hydraulic pressure Pcb supplied to each hydraulic actuator, and outputs a drive current corresponding to the hydraulic pressure command value.

The operation position POSsh of the shift lever 56 is, for example, a P, R, N, D operation position. In the P operation position, the transmission mechanism 40 is set to the neutral state (for example, the stepped transmission 20 is set to the neutral state in which power cannot be transmitted by releasing any of the hydraulic engagement devices CB), and the output shaft 22 is mechanically rotated. Is a parking operation position for selecting the parking position (P position) of the transmission mechanism 40, which is blocked (locked). For the R operation position, select the reverse travel position (R position) of the transmission mechanism 40, which enables the vehicle 10 to travel backward by the second rotary electric machine MG2 in the state where the AT1 speed gear stage of the stepped transmission 20 is formed. This is the reverse running operation position. The N operation position is a neutral operation position for selecting the neutral position (N position) of the transmission mechanism 40 in which the transmission mechanism 40 is in the neutral state. The D operation position is the forward travel of the transmission mechanism 40, which enables forward travel by executing automatic shift control using all AT gear stages of the AT 1st speed gear stage-AT 4th gear stage of the stepped transmission 20. It is a forward running operation position for selecting a position (D position).

The electronic control device 80 calculates the charge state (charge capacity) SOC of the battery 52 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. Further, the electronic control device 80 determines the limit of the input power of the battery 52 based on, for example, the battery temperature THbat and the charge capacity SOC of the battery 52. Calculate the dischargeable power (outputtable power) Wout that specifies the limit. The chargeable and dischargeable power Win and Wout are lowered 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 lower as the battery temperature THbat is higher in the high temperature range where the battery temperature THbat is higher than the normal range. Be sick. Further, the rechargeable power Win is reduced as the charge capacity SOC is large, for example, in a region where the charge capacity SOC is large. Further, the dischargeable power Wout is reduced as the charge capacity SOC is small, for example, in a region where the charge capacity SOC is small.

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, a torque compensation control means, that is, a torque compensation control unit 86, and a hydraulic pressure. The learning means, that is, the hydraulic pressure learning unit 88 is functionally provided.

The AT shift control unit 82 determines the shift of the stepped transmission 20 by using a relationship (for example, an AT gear shift map) obtained and stored (that is, predetermined) experimentally or experimentally in advance. The solenoid valve SL1-SL4 engages the hydraulic engagement device CB and automatically switches the AT gear stage of the stepped transmission 20 by executing the shift control of the stepped transmission 20 as necessary. The hydraulic pressure control command signal Sat for switching the release is output to the hydraulic pressure control circuit 54. In the AT gear shift map, for example, the output shaft rotation speed ωo (here, the vehicle speed V is also agreed) and the accelerator opening θacc (here, the required drive torque Tdem and the throttle valve opening θth are also agreed) are used as variables. It is a predetermined relationship having a shift line (upshift line and downshift line) for determining the shift of the stepped transmission 20 on the dimensional coordinates.

The hybrid control unit 84 has a function as an engine control means for controlling the operation of the engine 14, that is, an engine control unit, and a rotary electric machine control means for controlling the operation of the first rotary electric machine MG1 and the second rotary electric machine MG2 via the inverter 50. That is, it includes a function as a rotary electric machine control unit, and the engine 14, the first rotary electric machine MG1, and the second rotary electric machine MG2 execute hybrid drive control and the like by these control functions.

The hybrid control unit 84 applies the accelerator opening θacc and the vehicle speed V to a predetermined relationship (for example, a driving force map) to obtain the required drive power Pdem (in other words, the required drive torque Tdem at the vehicle speed V at that time). ) Is calculated. The hybrid control unit 84 controls the engine 14, the first rotary electric machine MG1, and the second rotary electric machine MG2 so as to realize the required drive power Pdem in consideration of the chargeable and dischargeable power Win, Wout, etc. of the battery 52. The command signal (engine control command signal Se and rotary electric machine control command signal Smg) is output. The engine control command signal Se is, for example, a command value of the engine power Pe that outputs the engine torque Te at the engine rotation speed ωe at that time. The rotary electric machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotary electric machine MG1 that outputs the reaction force torque of the engine torque Te (MG1 torque Tg at the MG1 rotation speed ωg at that time). It is a command value of the power consumption Wm of the second rotary electric machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed ωm at that time.

When the hybrid control unit 84 operates the continuously variable transmission 18 as a continuously variable transmission and operates the continuously variable transmission 40 as a continuously variable transmission as a continuously variable transmission, the hybrid control unit 84 sets the required drive power Pdem in consideration of the optimum fuel efficiency of the engine and the like. By controlling the engine 14 and controlling the generated power Wg of the first rotary electric machine MG1 so that the engine rotation speed ωe and the engine torque Te that can obtain the realized engine power Pe are obtained, the continuously variable transmission 18 is continuously variable. The shift control is executed to change the gear ratio γ0 of the continuously variable transmission 18. As a result of this control, the gear ratio γt of the speed change mechanism 40 when the continuously variable transmission 18 is operated as the continuously variable transmission 18 is controlled.

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 running region smaller than the predetermined threshold value, the hybrid control unit 84 establishes the motor running mode, while the required drive power Pdem is equal to or higher than the predetermined threshold value. When it is in the engine running area, the hybrid running mode is established. Further, the hybrid control unit 84 establishes the hybrid travel mode when the charge capacity SOC of the battery 52 is less than a predetermined threshold value even when the required drive power Pdem is in the motor travel region.

By the way, in the upshift of the stepped transmission 20 with the driver depressing the accelerator pedal, the AT shift control unit 82 is the torque phase in which the hydraulic engagement device CB is re-grasped, and the stepped transmission 20 is used. There is a risk that the output AT output shaft torque To will drop, leading to deterioration of the shifting feeling such as shifting shock. Therefore, when the hybrid control unit 84 enters the torque phase during the upshift of the stepped transmission 20, it increases the MG2 torque Tm of the second rotary electric machine MG2 and causes the AT output shaft torque To to drop in the torque phase. It is functionally provided with a torque compensation control means, that is, a torque compensation control unit 86 that suppresses, that is, executes torque compensation control that compensates for a decrease in the AT output shaft torque To. When the torque compensation control unit 86 determines that the torque phase is switched based on, for example, a change in the front-rear acceleration G, the torque is increased by increasing the MG2 torque Tm of the second rotary electric machine MG2 by a preset torque increase amount. The drop (decrease) of the AT output shaft torque To in the phase is compensated by the MG2 torque Tm. By executing the torque compensation control, as the AT input shaft torque Ti increases, the drop of the AT output shaft torque To in the torque phase is suppressed.

The torque increase amount of MG2 torque Tm by torque compensation control is determined based on the AT input shaft torque Ti at the start of the torque phase, the oil temperature Toil of the hydraulic oil, the vehicle speed V, the AT gear stage, and the like. Further, the torque compensation control is not uniformly carried out in the upshift of the stepped transmission 20, but is carried out when a preset condition is satisfied. For example, torque compensation control is performed in a preset traveling region where the AT output shaft torque To drops significantly in the torque phase of the stepped transmission 20. Specifically, the torque compensation control is performed when the torque compensation control is performed in the traveling region defined by the AT input shaft torque Ti, the AT input shaft rotation speed ωi, or the like. On the other hand, during driving, the AT input shaft torque Ti is less than the preset low torque threshold, and the AT output shaft rotation speed ωo is less than the preset low vehicle speed threshold. , Torque compensation control cannot be performed in the high vehicle speed region where the AT output shaft rotation speed ωo is equal to or higher than the preset high vehicle speed threshold, or in the discharge limit region where the dischargeable power Wout of the battery 52 is significantly limited. ..

The hydraulic pressure learning unit 88 indicates the instruction pressure in the shift transition period of the engaging side engaging device engaged during the shift of the stepped transmission 20 and the instruction in the shift transition period of the release side engaging device released during the shift. Perform hydraulic hydraulic learning of pressure. The hydraulic pressure learning unit 88 is on the engaging side so that, for example, the AT input shaft rotation speed ωi of the stepped transmission 20 changes at a preset change speed dωi / dt during the shift transition period of the stepped transmission 20. Learn the instruction pressure of the engagement device and the instruction pressure of the release side engagement device. The instruction pressure of the engagement side engagement device and the instruction pressure of the release side engagement device correspond to the engagement pressure of the hydraulically learned hydraulic engagement device of the present invention.

The hydraulic pressure learning unit 88 has a preset reference value α of the AT input shaft rotation speed ωi change speed dωi / dt and an actual change speed dωi / dt calculated during the shift transition period (hereinafter, actual change speed dωi). Compared with / dt), the indicated pressure of the engaging side engaging device and the indicated pressure of the releasing side engaging device are set to the adding side or the decreasing side according to the difference between the reference value α and the actual change speed dωi / dt. Correct to.

For example, when the actual change speed dωi / dt is larger than the reference value α, the indicated pressure of the engaging side engaging device is corrected to the decreasing side, and the indicated pressure of the releasing side engaging device is corrected to the increasing side. To. When the actual change speed dωi / dt is smaller than the reference value α, the indicated pressure of the engaging side engaging device is corrected to the increasing side, and the indicated pressure of the releasing side engaging device is corrected to the decreasing side. To. The reference value α is obtained and stored experimentally or by design in advance, and is a range in which the driver is not given a sense of discomfort due to a shift delay while suppressing a shift shock that occurs during the shift transition period of the stepped transmission 20. It is set to the value of.

The hydraulic pressure learning unit 88 stores a plurality of learning maps of hydraulic pressure values for each shift pattern (upshift, downshift, AT gear stage, etc.). Further, each learning map is divided into a plurality of regions according to, for example, the AT input shaft rotation speed ωi, and the instruction pressure as a learning value is stored in each region. The hydraulic pressure learning unit 88 updates the indicated pressure in the same region of the corresponding learning map to a new learned value each time the stepped transmission 20 is changed.

FIG. 4 is an aspect of the learning map classified by the AT input shaft rotation speed ωi. The learning map is set for each shift gear stage, and is also set for each shift pattern (upshift, downshift, power-on, power-off, etc.). FIG. 4 shows, for example, a learning map at the time of upshifting. The learning map is divided into six regions (Nos. 0 to 5) for each gear stage, and the range of the AT input shaft rotation speed ωi is defined for each region. For example, in the learning map of the upshift from the 1st speed gear stage to the 2nd speed gear stage, the region 0 is defined in the range where the AT input shaft rotation speed ωi is less than 1500 rpm, and the engaging side engaging device in this region. The instruction pressure Pb110 (learning value) of (B1) and the instruction pressure Pb2210 (learning value) of the release side engaging device (B2) are stored. When the upshift of the stepped transmission 20 is executed, the instruction pressure in the corresponding region is learned and updated as a new instruction pressure (learning value).

By the way, in the upshift of the stepped transmission 20, the torque compensation control is executed in the torque phase when the condition for executing the torque compensation control is satisfied. From this, there are cases where torque compensation control is performed and cases where torque compensation control is not performed in the same area of the learning map, and when hydraulic pressure learning is performed without considering whether torque compensation control is performed or not, torque compensation is performed. The learning value may vary depending on whether or not the control is performed, and the accuracy of the learning value may decrease.

On the other hand, the hydraulic pressure learning unit 88 stores a predetermined area map in which the area where the torque compensation control is executed is defined, and the torque compensation control is performed in the implementation area where the torque compensation control is executed in the area map. Is performed, the instruction pressure learned at that time is updated as a new learning value. Further, when the torque compensation control is not performed in the non-execution area where the torque compensation control is not performed in the area map, the hydraulic pressure learning unit 88 updates the instruction pressure learned at that time as a new learning value. In other words, the hydraulic pressure learning unit 88 learns when the torque compensation control is not performed in the implementation area where the torque compensation control is executed and when the torque compensation control is performed in the non-execution region where the torque compensation control is not executed. Prohibit value updates.

FIG. 5 is an aspect of a region map in which a region in which torque compensation control is performed is defined. As shown in FIG. 5, the area map is set for each transmission gear stage and is divided by the input shaft rotation speed ωi so as to correspond to FIG. Similar to FIG. 4, the region map is divided into 6 regions (0th region to 5th region) for each gear stage, and the range of the AT input shaft rotation speed ωi is defined for each region. The range of the AT input shaft rotation speed ωi in each region (0th region to 5th region) for each gear stage is set to the same range as the range of the learning map of FIG. 4 described above. For example, in the learning map of FIG. 4, in the 0th region in the upshift from the 1st gear stage to the 2nd gear stage, the range of the AT input shaft rotation speed ωi is less than 1500 rpm, whereas the region of FIG. 5 In the map, the range of the AT input shaft rotation speed ωi in the 0th region in the upshift from the 1st gear to the 2nd gear is also set to be less than 1500 rpm.

In FIG. 5, “OFF” and “ON” set for each region (0th region to 5th region) indicate whether or not the torque compensation control is performed. In FIG. 5, “OFF” indicates a non-execution area in which torque compensation control is not executed, and “ON” indicates an implementation area in which torque compensation control is executed. As shown in FIG. 5, the 1st and 2nd regions in the upshift from the 1st gear to the 2nd gear, and the 1st region and 2 in the upshift from the 2nd gear to the 3rd gear. The number area is set to the area where torque compensation control is performed. The area map is obtained experimentally or by design in advance, and the area set to "ON" in FIG. 5 is the area where torque compensation control is exclusively performed.

When the stepped transmission 20 is upshifted, the hydraulic pressure learning unit 88 determines whether or not torque compensation control is performed, and whether the upshifted traveling region is a torque compensation control implementation region or a non-execution region. Whether or not there is is determined based on the area map of FIG. Next, in the hydraulic pressure learning unit 88, when the torque compensation control is executed and the upshifted traveling region is in the implementation area where the torque compensation control is executed, or when the torque compensation control is not executed and the upshift is performed. When the shifted traveling area is a non-execution area where torque compensation control is not performed, the hydraulic pressure learning is permitted, that is, the learning value is updated.

On the other hand, in the hydraulic pressure learning unit 88, when the torque compensation control is executed and the upshifted traveling region is a non-execution region where the torque compensation control is not executed, or when the torque compensation control is not executed and the torque compensation control is not executed, the hydraulic pressure learning unit 88 is used. When the upshifted traveling area is an implementation area for executing torque compensation control, the implementation of hydraulic pressure learning is not permitted, that is, the update of the learning value is prohibited.

In this way, the learning value is updated only when the torque compensation control is performed in the execution area where the torque compensation control is performed, and the learning value is learned only when the torque compensation control is not performed in the non-execution area where the torque compensation control is not performed. By updating the value, the learning value for each area is unified to either the case where the torque compensation control is implemented or the case where the torque compensation control is not implemented, and the case where the torque compensation control is implemented or not implemented in the same region. Both will not be mixed. Therefore, it is possible to suppress the variation in the learning value due to the update of the learning value regardless of whether the torque compensation control is performed in the same region. In other words, the hydraulic pressure learning is performed substantially separately between the case where the torque compensation control is performed and the case where the torque compensation control is not performed, so that the accuracy of the learning value of the hydraulic pressure learning is improved.

In the above-described embodiment, the learning map is classified by the AT input shaft rotation speed ωi, but some vehicles are classified by the AT input shaft torque Ti. Even in this case, the learning map is controlled in the same manner as when the learning map is divided by the input axis rotation speed ωi. Hereinafter, a case where the learning map is divided by the AT input shaft torque Ti will be described.

FIG. 6 is an aspect of the learning map classified by the AT input shaft torque Ti. The learning map is set for each shift gear stage, and is also set for each shift pattern. FIG. 6 shows, for example, a learning map at the time of upshifting. The learning map is divided into 6 regions (0th region to 5th region) for each gear stage, and the range of AT input shaft torque Ti is defined for each region. For example, in the learning map of the upshift from the 1st gear to the 2nd gear, the 0th region is defined in the range where the AT input shaft torque Ti is less than 75 (Nm), and the engaging side engaging device in this region. The instruction pressure Pb110 (learning value) of (B1) and the instruction pressure Pb210 (learning value) of the release side engaging device (B2) are stored. Each time the stepped transmission 20 is upshifted, the indicated pressure in the corresponding region is updated to a new learned value.

FIG. 7 is an aspect of a region map in which a region in which torque compensation control is performed is defined. As shown in FIG. 7, the area map is set for each gear stage and is divided by the AT input shaft torque Ti so as to correspond to FIG. Further, the area map is divided into 6 areas (0th area to 5th area) for each gear stage, and the range of AT input shaft torque Ti is defined for each area. The range of the AT input shaft torque Ti in each region (0th region to 5th region) for each gear stage is set to be the same as the range of the learning map of FIG. For example, in the learning map of FIG. 6, the range of the AT input shaft torque Ti is less than 75 (Nm) in the 0th region in the upshift from the 1st gear to the 2nd gear, whereas in FIG. 7. In the area map of No. 0, the range of the AT input shaft torque Ti in the 0th region in the upshift from the 1st gear to the 2nd gear is also set to be less than 75 (Nm).

In FIG. 7, “OFF” and “ON” set for each region (0th region to 5th region) indicate whether or not the torque compensation control is executed. In FIG. 7, “OFF” indicates a non-execution area in which torque compensation control is not executed, and “ON” indicates an implementation area in which torque compensation control is executed. As shown in FIG. 7, the 1st and 2nd regions in the upshift from the 1st gear to the 2nd gear, and the 1st and 2nd regions in the upshift from the 2nd gear to the 3rd gear. The number area is set to the area where torque compensation control is performed. The area map is obtained experimentally or by design in advance, and the area "ON" in FIG. 5 is the area where torque compensation control is exclusively performed.

Even when the learning map and the area map are divided by the AT input shaft torque Ti, the hydraulic pressure learning unit 88 determines whether or not torque compensation control is performed in the torque phase when the stepped transmission 20 is upshifted. Further, it is determined based on the area map of FIG. 7 whether the upshifted traveling area is the area in which the torque compensation control is performed or the area in which the torque compensation control is not performed. Next, the hydraulic pressure learning unit 88 is upshifted when the torque compensation control is executed and the upshifted traveling area is in the torque compensation control execution area, or when the torque compensation control is not executed and the upshift is performed. When the traveling area is a non-execution area of torque compensation control, the execution of hydraulic pressure learning is permitted, that is, the updating of the learning value is permitted.

On the other hand, in the hydraulic pressure learning unit 88, when the torque compensation control is executed and the upshifted traveling region is a non-execution region where the torque compensation control is not performed, or when the torque compensation control is not performed and the torque compensation control is not performed, the hydraulic pressure learning unit 88 , When the upshifted traveling area is the implementation area where torque compensation control is performed, the implementation of hydraulic pressure learning is prohibited, that is, the update of the learning value is prohibited.

From this, the learning value is updated only when the torque compensation control is executed in the implementation area where the torque compensation control is executed, and the learning value is updated only when the torque compensation control is not executed in the non-execution region where the torque compensation control is not executed. By updating, the learning value for each area is unified to either the case where the torque compensation control is implemented or the case where the torque compensation control is not implemented, so that the learning value is updated regardless of whether the torque compensation control is implemented or not. This suppresses the variation in the learning value.

FIG. 8 shows that the accuracy of the learning value is improved by eliminating the variation in the learning value (instruction pressure) learned when the main part of the control operation of the electronic control device 80, that is, the upshift of the stepped transmission 20 is executed. It is a flowchart for demonstrating the control operation which can be performed. This flowchart is executed every time the upshift of the stepped transmission 20 is performed.

First, in step ST1 (hereinafter, step is omitted) corresponding to the control function of the AT shift control unit 82, the upshift is performed by determining the upshift of the stepped transmission 20. Next, in ST2 corresponding to the control function of the hydraulic pressure learning unit 88, it is determined whether the torque compensation control is executed in the upshift. When torque compensation control is implemented, ST2 is affirmed and proceeds to ST3, and when torque compensation control is not implemented, ST2 is denied and proceeds to ST6.

In ST3 corresponding to the control function of the hydraulic pressure learning unit 88, which is executed when ST2 is affirmed, it is determined whether the region where the upshift is performed is the torque compensation control execution region. If ST3 is affirmed, the hydraulic pressure learning is permitted because the torque compensation control is executed and the torque compensation control is executed in ST4 corresponding to the control function of the hydraulic pressure learning unit 88. .. That is, the learning value is allowed to be updated. The hydraulic pressure learning in ST4 corresponds to the hydraulic pressure learning in the case of performing torque compensation control, and is different from the hydraulic pressure learning in ST7 described later. On the other hand, when ST3 is denied, the hydraulic pressure learning is permitted because it is a non-execution region in which torque compensation control is performed and torque compensation control is not performed in ST5 corresponding to the control function of the hydraulic pressure learning unit 88. Not done. That is, the update of the learning value is prohibited.

In ST6 corresponding to the control function of the hydraulic pressure learning unit 88, which is executed when ST2 is denied, it is determined whether the region where the upshift is not executed is the region where the torque compensation control is not executed. When ST6 is affirmed, in ST7 corresponding to the control function of the hydraulic pressure learning unit 88, the execution of hydraulic pressure learning is permitted because it is a non-execution region in which torque compensation control is not executed and torque compensation control is not executed. To. That is, the learning value is allowed to be updated. The hydraulic pressure learning in ST7 corresponds to the hydraulic pressure learning when torque compensation control is not performed, and is different from the hydraulic pressure learning in ST4. On the other hand, when ST6 is denied, the hydraulic pressure learning is performed because the torque compensation control is not executed and the torque compensation control is executed in ST8 corresponding to the control function of the hydraulic pressure learning unit 88. Not allowed. That is, the update of the learning value is prohibited.

As described above, according to the present embodiment, the torque compensation control is performed when the torque compensation control is not performed in the implementation region where the torque compensation control is executed and in the non-execution region where the torque compensation control is not implemented. In that case, since the update of the learning value is prohibited, the hydraulic pressure learning value is updated under appropriate conditions according to the presence or absence of the torque compensation control, and the accuracy of the learning value of the hydraulic pressure learning is improved. be able to. As a result, the shift shock generated in the shift transition period of the stepped transmission 20 can be efficiently reduced.

Next, another embodiment of the present invention will be described. In the following description, the parts common to the above-described embodiment are designated by the same reference numerals and the description thereof will be omitted.

FIG. 9 is a diagram illustrating a schematic configuration of a hybrid vehicle 100 (hereinafter referred to as a vehicle 100) to which the present invention is applied. The vehicle 100 is an embodiment different from the vehicle 10 of the above-described first embodiment.

In FIG. 9, the electric continuously variable transmission 102 of the vehicle 100 further includes a brake B0 and a clutch C0 as compared with the continuously variable transmission 18 of the vehicle 10. The brake B0 is provided between the sun gear S0 and the case 16, and the clutch C0 is provided between the sun gear S0 and the carrier CA0.

When both the clutch C0 and the brake B0 are released, the electric continuously variable transmission 102 (hereinafter referred to as the continuously variable transmission 102) becomes an electric continuously variable transmission like the continuously variable transmission 18. On the other hand, when the clutch C0 or the brake B0 is engaged, the continuously variable transmission 102 is put into a non-differential state in which differential action is impossible. In the non-differential state in which the clutch C0 is engaged, the continuously variable transmission 102 is in a stepped speed change state in which the speed change ratio γ0 is fixed to “1” and functions as a transmission. In the non-differential state in which the brake B0 is engaged, the continuously variable transmission 102 is in a stepped speed change state in which the speed change ratio γ0 functions as a speed-increasing transmission fixed to a value smaller than “1”.

The stepped transmission 104 of the vehicle 100 is a known planetary gear type automatic transmission provided with a plurality of sets of planetary gear devices and a plurality of engaging devices, similarly to the stepped transmission 20 of the vehicle 10. ..

The transmission mechanism 106, which is the entire transmission including the continuously variable transmission 102 and the stepped transmission 104, is a power transmission path between the engine 14 and the drive wheels 28, similarly to the transmission mechanism 40 of the vehicle 10. It is an automatic transmission that constitutes a part. In the speed change mechanism 106, by not engaging either the clutch C0 or the brake B0, the same operation as the speed change mechanism 40 can be performed. By engaging any of the clutch C0 and the brake B0, the transmission mechanism 106 can be operated as a stepped transmission in which a plurality of gear stages having different gear ratios γt of the entire transmission mechanism 106 are formed.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is also applicable to other aspects.

For example, in the above-described embodiment, torque compensation control is executed in the torque phase of the stepped transmission 20, but the present invention is not necessarily limited to the torque phase. For example, even when torque compensation is executed in the inertia phase, the present invention is applied by setting a region in which torque compensation control is performed and a region in which torque compensation control is not performed during the inertia phase. Can be done. That is, the present invention can be appropriately applied as long as torque compensation control is performed during the shift transition period of the stepped transmission 20.

Further, in the above-described embodiment, torque compensation is executed at the time of upshifting of the stepped transmission 20, but the present invention is not necessarily limited to upshifting, and torque compensation is executed at the time of downshifting. It can also be applied in aspects.

Further, in the above-described embodiment, when the stepped transmission 20 is upshifted, the hydraulic pressures of both the indicated pressure of the engaging side engaging device and the indicated pressure of the releasing side engaging device are learned. However, the indicated pressure of either the engaging side engaging device or the releasing side engaging device may be learned.

Further, in the above-described embodiment, the hybrid vehicle 10 is configured to include the continuously variable transmission 18, but the continuously variable transmission 18 is not always necessary and may not include the continuously variable transmission 18. not. For example, an engine and a rotary electric machine as a driving force source may be directly connected, and a stepped transmission may be provided on a power transmission path between the engine and the rotary electric machine and the drive wheels. Further, a clutch or a torque converter may be inserted between the engine and the rotary electric machine and the stepped transmission.

Further, in the above-described embodiment, the maps shown in FIGS. 4 and 5 are divided into 6 regions according to the AT input shaft rotation speed ωi, but the number of regions is not necessarily limited to 6 and may be changed as appropriate. can do. Further, in the above-described embodiment, the maps shown in FIGS. 6 and 7 are each divided into 6 regions by the AT input shaft torque Ti, but the number of regions is not necessarily limited to 6 and may be changed as appropriate. be able to.

Further, the structures of the stepped transmissions 20 and 104 of the above-described embodiment are one aspect, and are not necessarily limited to these configurations. That is, the present invention can be appropriately applied to any transmission that includes a plurality of hydraulic engagement devices and is capable of stepped speed change.

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

10, 100: Hybrid vehicle 14: Engine 20, 106: Stepped transmission (transmission)
28: Drive wheel 80: Electronic control device (control device)
86: Torque compensation control unit 88: Hydraulic pressure learning unit MG2: 2nd rotary electric machine (rotary electric machine)
C1, C2: Clutch (hydraulic engagement device)
B1, B2: Brake (hydraulic engagement device)

Claims (1)

A plurality of hydraulic engagement devices provided on the power transmission path between the engine, the rotary electric machine, the engine, the rotary electric machine, and the drive wheel, and by switching the engagement state of a plurality of hydraulic engagement devices provided therein. Torque compensation control is applied to a hybrid vehicle equipped with a transmission that shifts to the gear stage of the above, and compensates for a decrease in the output shaft torque of the transmission by the torque of the rotary electric machine in the shift transition period of the transmission. In a control device of a hybrid vehicle having a torque compensation control unit that executes hydraulic pressure learning of the engagement pressure of the hydraulic engagement device at the time of shifting of the transmission, and a hydraulic learning unit that executes hydraulic pressure learning.
The hydraulic pressure learning unit separately performs hydraulic pressure learning of the engagement pressure of the hydraulic engagement device depending on whether the torque compensation control by the rotary electric machine is performed or the torque compensation control is not performed. The torque compensation control is performed when the torque compensation control is not performed in the predetermined area where the torque compensation control is performed, and when the torque compensation control is not performed in the predetermined area where the torque compensation control is not performed. A hybrid vehicle control device characterized in that the update of the hydraulic pressure learning value is prohibited when is performed.

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