JP5534332B2 - Shift control device - Google Patents

Description

  The present invention includes an input member drivingly connected to a driving force source having at least a rotating electrical machine, an output member drivingly connected to a wheel, and a plurality of friction engagement elements, and the plurality of friction engagement elements A gear for controlling a gear shift mechanism that switches a plurality of gear speeds by controlling engagement and release of the gears, shifts the rotational speed of the input member at a gear ratio of each gear speed, and transmits it to the output member. The present invention relates to a control device.

  For example, as described in Patent Document 1, a transmission device in which a transmission mechanism is interposed between an engine and driving wheels is already known. In general, in such a transmission, when the transmission mechanism is switched between two adjacent transmission stages in the transmission mechanism, engagement and disengagement of the friction engagement elements are controlled, and so-called switching transmission is performed. . In this switching speed change, the released frictional engagement element is normally fully released relatively quickly in the initial stage of the speed change operation, and the engaged frictional engagement element slips in a half-engaged state. It is made to engage gradually. This naturally applies also when switching to a gear position with a small gear ratio (upshift) is performed in a state where the accelerator opening of the vehicle is equal to or smaller than a predetermined value.

  On the other hand, the transmission of Patent Document 1 is a friction engagement element on the side that is released when the shift stage is switched during the upshift when the accelerator opening of the vehicle is less than or equal to a predetermined value by the control device. Release side frictional engagement element control for switching the hydraulic pressure of the hydraulic oil for the release side element to be switched between a release guarantee pressure that is just before the start of engagement of the release side element and an engagement guarantee pressure that slightly engages. Is configured to run. By performing such disengagement-side frictional engagement element control, during a so-called off-up shift in which an upshift is performed when the accelerator opening of the vehicle is equal to or less than a predetermined value, a downshift (to a shift stage with a large gear ratio) is performed. As soon as the determination of (switching) is made, it is possible to shift to the downshift operation. In the release side frictional engagement element control of Patent Document 1, the hydraulic pressure of the hydraulic oil with respect to the release side element is increased and decreased by a predetermined pressure width (ΔP2) across the stroke end pressure of the release side element. Thus, switching between the release guarantee pressure and the engagement guarantee pressure is performed. In such disengagement side frictional engagement element control, when the shift speed is switched, the disengagement element repeatedly alternates between a state of slipping in the half-engaged state and a complete disengagement state.

  On the other hand, as an example of a transmission used in a hybrid vehicle that uses both an engine and a rotating electric machine as a driving force source, for example, a device described in Patent Document 2 below is known. In such a hybrid vehicle transmission, an off-up shift may be performed. In this case as well, in general, a change-over shift is performed, and the release side element is completely released relatively quickly in the initial stage of the shift operation, and the engaged friction engagement element is in the half-engaged state. It is gradually engaged while slipping. The rotating electrical machine is configured to be able to generate regenerative torque (negative torque) based on a vehicle deceleration request.

Here, in the case of a normal vehicle having only an engine as a driving force source, or in the case where the rotating electrical machine does not output regenerative torque even in a hybrid vehicle, negative torque acting on the input member during off-up shift is generated. Even if the shift control is small and is accompanied by a general change gear shift, the rotational speed of the input member is only decelerated by the frictional force of each part in the engine, and the change is gradual. Therefore, there is almost no problem that a shift shock occurs when the engagement side element that is to be engaged is engaged. However, in the transmission for a hybrid vehicle disclosed in Patent Document 2, when an upshift is performed in a state where the accelerator opening is equal to or less than a predetermined value, a brake operation is performed according to the intention of the vehicle driver. Regenerative braking may be performed. In such a case, when the normal change gear shift as described above is performed, the rotational speed of the input member is greatly reduced due to the relatively large negative torque (regenerative torque) output by the rotating electrical machine and changes rapidly. However, there is a high possibility that a shift shock will occur. Therefore, the apparatus described in Patent Document 2 is configured to limit the magnitude of the negative torque output by the rotating electrical machine to a certain level or less when the rotating electrical machine performs regeneration. As a result, the rotational speed of the input member that is drivingly connected to the rotating electrical machine is rapidly reduced, and a shift shock is prevented from occurring in the vehicle.

  However, in a shift control device for a hybrid vehicle having an engine and a rotating electrical machine as a driving force source, the shift shock when the regenerative torque is generated in the rotating electrical machine is not limited to the above-described event, It has been found that a shift shock occurs during a reverse shift depending on the transmission condition. The return shift is, for example, returning to the first shift stage again during the change shift process from the first shift stage to the second shift stage.

JP 2002-130453 A JP 2008-094332 A

  Therefore, it is desirable to realize a technique for avoiding a shift shock that can occur in a shift shift when a negative torque is input, such as during an off-up shift, particularly a shift shock due to a reverse shift.

An input member drivingly connected to a driving force source having at least a rotating electrical machine; an output member drivingly connected to a wheel; and a plurality of friction engagement elements; and engagement of the plurality of friction engagement elements; According to the present invention, a plurality of shift speeds are switched by controlling the release, and a speed change mechanism for controlling the transmission speed of the input member at a gear ratio of each shift speed and transmitting the speed to the output member is controlled. In order to achieve the above object, the transmission control device
A negative torque state determination unit that determines that the absolute value of the negative output torque of the driving force source is a negative torque state that is equal to or greater than a predetermined determination threshold;
A shift process execution unit that executes a shift process for changing a shift stage according to the shift command when there is a shift command that is a command to change the shift stage of the transmission mechanism;
If there is a return shift command to return to the first shift stage during execution of the shift process after the shift command from the first shift stage to the second shift stage, the progress of the shift process In a range where the change in the rotation speed of the input member is less than a predetermined rotation change threshold, the negative torque state determination unit determines that the negative torque state is present, and then proceeds to the first shift stage. And a reverse shift prohibiting unit that prohibits the reverse shift process.

According to this characteristic configuration, to the first shift stage generated during the shift process based on the shift command from the first shift stage to the second shift stage when the driving force source has negative torque (regenerative torque). First, the following conditions are adopted as determination conditions used to determine permission or prohibition of the return gear shift command:
(1) A change in the rotation speed of the input member due to the progress of the speed change process is in a range less than a predetermined rotation change threshold.
(2) A negative torque state in which the absolute value of the negative direction output torque of the driving force source is equal to or greater than a predetermined determination threshold value.
For example, if the determination condition (1) is satisfied and the determination condition (2) is satisfied, a reverse shift prohibition rule is set such that the return shift command to be determined is not permitted. For example, the return shift under such conditions is prohibited, and the shift process from the first shift stage to the second shift stage is continued even if a return shift command is issued.
As a result, a shift shock that has occurred in the return shift in the shift process when the driving force source is a negative torque is avoided by prohibiting the return shift under conditions that cause such a shift shock. .

The “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.
“Drive coupling” refers to a state in which two rotating elements are coupled so as to be able to transmit a driving force, and the two rotating elements are coupled so as to rotate integrally, or the two rotation elements. It is used as a concept including a state in which elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. In addition, as such a transmission member, an engagement element that selectively transmits rotation and driving force, such as a friction clutch or a meshing clutch, may be included.

  Here, from further consideration of the shift shock at the time of the return shift, if any torque transmission occurs in the engagement side element that is a friction engagement element in the shift process prior to the return shift, the shift shock may be generated at the time of the return shift. found. From this, it further includes an engagement-side transmission torque estimation unit that estimates a torque transmission state of the engagement-side element that is the friction engagement element on the side engaged by the execution of the shift process, and the return shift prohibiting unit It is also preferable that the return shift process to the first shift stage is prohibited on the condition that the generation of torque transmission in the engagement side element is estimated by the engagement side transmission torque estimation unit. is there.

  Note that the shift shock in the return shift in the shift process described above is not limited to the case where the driving force source is in the negative torque state, but may also occur when the driving force source is in the positive torque state. From this, it further includes a disengagement-side engagement pressure estimation unit that estimates an engagement pressure of the disengagement element that is the friction engagement element that is disengaged by execution of the shift process, and the return shift prohibition unit includes: In a state where the engagement pressure of the disengagement element estimated by the disengagement-side engagement pressure estimation unit is equal to or less than a predetermined estimated threshold value, the first torque is determined regardless of the determination result by the negative torque state determination unit. A configuration for prohibiting the return shifting process to the shift stage is also proposed as one of the preferable modes. That is, a state in which the engagement pressure of the disengagement side element is equal to or less than a predetermined estimated threshold is adopted as a return control prohibition determination condition that can be used regardless of the torque state (positive or negative) of the driving force source. Thereby, avoidance of shift shock in the return control by the shift control apparatus according to the present invention can be applied in a wider range of driving conditions.

In addition, the release-side element does not slip according to the transmission torque capacity at each time point of the release-side element that is the friction engagement element on the side released by the execution of the shift process. It is also preferable to set the determination threshold value below the limit torque. If the disengagement element starts to slip and returns to the fully engaged state by the return shift, a shift shock is likely to occur. According to this configuration, the negative torque is determined according to the torque capacity of the disengagement element at each time point, and the reverse shift is prohibited. Therefore, the shift shock is suppressed by suppressing the slip of the disengagement element while allowing the reverse shift as much as possible. Can be suppressed.
In the present application, the “slip state” means a half-engaged state between the fully engaged state and the fully released state. More specifically, the engagement members on both sides of the target frictional engagement element are It means a state in which driving force is transmitted between the input side rotating member and the output side rotating member while having a predetermined differential rotational speed.

Further, the return shift prohibiting portion may be configured to perform the operation of (3) when there is a return shift command to return to the first shift stage after a shift command from the first shift stage to the second shift stage. In the range where the change in the rotation speed of the input member due to the progress of the shift process is equal to or greater than the rotation change threshold value, the return shift process to the first shift stage regardless of the determination result by the negative torque state determination unit. It is also preferable to adopt a determination condition of prohibiting
This determination condition (3) is based on the knowledge that a shift shock occurs in the reverse shift process if the change in the rotation speed of the input member is in a range equal to or greater than the set rotation change threshold. This determination condition is clear. By incorporating this determination condition into the return shift prohibition determination routine, the shift process becomes more stable.

In order to easily estimate the engagement-side transmission torque by the engagement-side transmission torque estimation unit, a configuration for estimating the occurrence of torque transmission in the engagement-side element based on the elapsed time from the start of the shift process. It is preferable to adopt.
In addition, the estimated threshold value is set to an engagement pressure at which the transmission torque capacity of the disengagement side element becomes zero. Such an engagement pressure is also referred to as a stroke end pressure and is used for various hydraulic control. Is convenient.

  As a preferred mode for detecting the change in the rotation speed of the input member described above, the first shift speed derived from the rotation speed of the output member and the gear ratio of the first shift speed is used. It is proposed to derive from the difference between the rotational speed of the input member and the actual rotational speed of the input member.

It is a schematic diagram which shows the structure of the transmission control apparatus which concerns on this embodiment. It is a functional block diagram which shows the structure of the AT control unit which concerns on this embodiment. It is a timing chart for explaining return shift prohibition in the upshift process at the time of negative torque concerning this embodiment. It is a timing chart for explaining return shift prohibition in the downshift process at the time of negative torque concerning this embodiment. It is a timing chart for explaining return shift permission in the upshift process at the time of positive torque concerning this embodiment. It is a timing chart for explaining return shift prohibition in the upshift process at the time of positive torque according to the present embodiment. It is a flowchart which shows the process sequence which determines the return shift prohibition in the shift process at the time of the negative torque which concerns on this embodiment. It is a flowchart which shows the return shift prohibition determination routine which concerns on this embodiment.

  Embodiments of the present invention will be described with reference to the drawings. In this embodiment, a case where the shift control device according to the present invention is applied to a control device for a transmission mechanism for a hybrid vehicle will be described as an example. FIG. 1 is a schematic diagram showing configurations of a drive transmission system, a shift control system, and a hydraulic control system of a vehicle drive device including a shift control device according to the present embodiment. As shown in this figure, the vehicle drive device according to this embodiment schematically includes an engine 11 and a rotating electrical machine 13 as drive force sources, and the drive force of these drive force sources is converted to a torque converter 14 and a speed change. It is configured to transmit to the wheel 16 via the mechanism 20. The vehicle drive device also includes a hydraulic circuit 30 for supplying hydraulic oil of a predetermined hydraulic pressure to each part such as the torque converter 14 and the transmission mechanism 20. Control of the speed change mechanism 20 including generation of a control signal for the hydraulic circuit 30 is performed by an automatic transmission (hereinafter abbreviated as AT) control unit 6. The speed change control apparatus according to the present invention controls the speed change mechanism 20 including the AT control unit 6 and the hydraulic circuit 30.

[Configuration of Drive Transmission System of Vehicle Drive Device]
First, the configuration of the drive transmission system of the vehicle drive device according to the present embodiment will be described. As shown in FIG. 1, the vehicle drive device includes an engine 11 and a rotating electric machine 13 as a driving force source for driving the vehicle, and is used for a parallel hybrid vehicle in which the engine 11 and the rotating electric machine 13 are connected in series. It becomes the drive device. At this time, the engine 11 is arranged upstream of the power transmission from the rotating electrical machine 13, and a power shut-off clutch 12 is interposed between the engine 11 and the rotating electrical machine 13. The speed change mechanism 20 inputs the power output from the engine 11 and the rotating electrical machine 13 as it is or after changing the speed as necessary, and outputs it to the differential gear mechanism 15. The power transmission shaft group responsible for power transmission in the speed change mechanism 20 includes the rotating electrical machine 13, the torque converter 14, and a substantial speed change element group (a clutch and a brake as a shift friction engagement element, a one-way clutch or a gear group). An input member 21 that transmits power between them (hereinafter, simply referred to as the input side when expressing power transmission behavior) and an output member that transmits power between the transmission element group and the differential gear mechanism 15 22 (hereinafter simply referred to as the output side when the power transmission behavior is expressed). That is, the input member 21 is drivingly connected to the driving force source, and the output member 22 is drivingly connected to the wheel 16 via the differential gear mechanism 15. The speed change mechanism 20 transmits speed change power accompanied by a change in the rotational speed and torque between the input member 21 and the output member 22.

The engine 11 is an internal combustion engine that is driven by the combustion of fuel. For example, various known engines such as a gasoline engine and a diesel engine can be used. In this example, an output rotation shaft such as a crankshaft of the engine 11 is transmitted to the downstream side via the cutoff clutch 12.

  The rotating electrical machine 13 is known per se, and includes a stator fixed to a case (not shown) and a rotor that is rotatably supported on the radially inner side of the stator. The rotor of the rotating electrical machine 13 is coupled so as to rotate integrally with a shaft that connects the cutoff clutch 12 and the torque converter 14. The rotating electrical machine 13 is connected to a battery 52 serving as a power storage device via an inverter unit 51. The rotating electrical machine 13 can perform a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply. It is. That is, the rotating electrical machine 13 has a function of receiving power supplied from the battery 52 and running, or storing in the battery 52 the power generated by the rotational driving force transmitted from the engine 11 and the wheels 16. Note that the battery 52 is an example of a power storage device, and other power storage devices such as capacitors may be used, or a plurality of types of power storage devices may be used in combination.

  In this vehicle drive device, the rotational driving force of both the engine 11 and the rotating electrical machine 13 is transmitted to the wheels 16 to drive the vehicle. At that time, the rotating electrical machine 13 can be in either a state in which a driving force is generated by the electric power supplied from the battery 52 or a state in which electric power is generated by the rotational driving force of the engine 11 depending on the state of charge of the battery 52. Further, when the vehicle is decelerated (when a deceleration request is made), the rotating electrical machine 13 is in a state of generating power by the rotational driving force transmitted from the wheels 16 by generating regenerative torque. The electric power generated by the rotating electrical machine 13 is stored in the battery 52. When the vehicle is stopped, the shut-off clutch 12 is released, and the engine 11 and the rotating electrical machine 13 are stopped.

  A torque converter 14 is disposed immediately after the input member 21 of the transmission mechanism 20. The torque converter 14 transmits the rotational driving force from the engine 11 and the rotating electrical machine 13 as a driving force source to the transmission element group of the transmission mechanism 20 while changing the torque as necessary. As is well known, the torque converter 14 is not shown, but a pump impeller as an input side rotating member, a turbine runner as an output side rotating member, and a stator provided therebetween. And. The torque converter 14 transmits driving force between the pump impeller and the turbine runner via the hydraulic oil filled therein.

  The torque converter 14 is equipped with a lock-up clutch that connects the pump impeller and the turbine runner so as to rotate together in order to eliminate the rotational difference (slip) between the pump impeller and the turbine runner and increase transmission efficiency. However, the illustration is omitted. When the lockup clutch is engaged, the torque converter 14 directly transmits the driving force of the engine 11 and / or the rotating electrical machine 13 as a driving force source to the transmission element group of the transmission mechanism 20 without passing through the hydraulic oil. . In the present embodiment, basically, the lock-up clutch of the torque converter 14 may be regarded as being engaged. However, when downshifting the gear position during normal travel, the lock-up clutch is released in order to suppress the occurrence of shock (shift shock) due to the shift operation in the vehicle. The hydraulic control for the torque converter 14 including the lockup clutch is performed through the hydraulic circuit 30.

  The speed change mechanism 20 is configured as a stepped automatic transmission having a plurality of speed stages. In the present embodiment, the speed change mechanism 20 has four speed stages (first speed stage, 2nd speed, 3rd speed, and 4th speed). In order to configure these shift speeds, the speed change mechanism 20 includes a gear mechanism such as a planetary gear mechanism and a plurality of friction engagement elements. FIG. 1 schematically shows a clutch C1 and a brake B1 as an example of a plurality of friction engagement elements. The four shift speeds are switched by hydraulic pressure controlled through the hydraulic circuit 30 to engage and release the plurality of friction engagement elements.

  When changing the gear position, one of the friction engagement elements engaged before the shift is released and one of the friction engagement elements released before the shift is engaged. Combine. As a result, the rotational states of the plurality of rotating elements of the gear mechanism are switched, and the shift stage before the shift (first shift stage) is shifted to the shift stage after the shift (second shift stage). The speed change mechanism 20 changes the rotational speed of the input-side power at a predetermined speed ratio set for each shift speed, converts the torque, and transmits it to the differential gear device 15 as output-side power.

[Hydraulic control system]
Next, the hydraulic control system of the vehicle drive device described above will be described. The hydraulic control system uses the hydraulic circuit and the hydraulic control function unit of the AT control unit 6 as core components. The control signal generated by the AT control unit 6 is converted into a hydraulic device drive signal by the hydraulic device driver 33 and sent to an electric oil pump (hereinafter abbreviated as EOP) 31 and a valve unit 32 that constitute the hydraulic circuit 30. The hydraulic circuit 30 incorporates a mechanical pump (not shown) that operates with the driving force of the engine 11 and / or the rotating electrical machine 13 or both. However, the mechanical pump is not driven while the engine 11 and the rotating electrical machine 13 are stopped, for example, when the vehicle is stopped due to its power configuration. The EOP 31 has a role of assisting the mechanical pump under such circumstances.

  The hydraulic circuit 30 adjusts the amount of hydraulic oil drained from the regulating valve by adjusting the opening of one or more regulating valves based on the signal pressure from the linear solenoid valve for hydraulic regulation. The hydraulic oil pressure is adjusted to one or more predetermined pressures. The hydraulic oil adjusted to a predetermined pressure is at a required level of hydraulic pressure, and is applied to the plurality of friction engagement elements C1, B1,... Of the cutoff clutch 12, the lockup clutch, the torque converter, and the transmission mechanism 20. Supplied.

Here, the pressure oil supplied from the hydraulic circuit 30 to the plurality of friction engagement elements C1, B1,... Of the transmission mechanism 20 is individually supplied through the hydraulic circuit 30 including the valve unit 32. The valve unit 32 adjusts the valve opening degree in response to a drive signal sent from the AT control unit 6 via the hydraulic device driver 33, thereby obtaining a hydraulic pressure value (command pressure) calculated by the AT control unit 6. Is realized by the friction engagement elements C1, B1,.
In the present application, the term “engagement pressure at which the transmission torque capacity of the friction engagement element is zero” is used. Such engagement pressure is also referred to as stroke end pressure. It means the hydraulic pressure that becomes the boundary of whether to transmit torque. In other words, if the hydraulic pressure is less than this stroke end pressure, the friction materials constituting the friction engagement elements come close to each other while being separated from each other as the hydraulic pressure rises, and no torque is transmitted when the hydraulic pressure reaches the stroke end pressure. A plurality of friction materials come into contact with each other. When the hydraulic pressure is higher than the stroke end pressure, torque corresponding to the hydraulic pressure is transmitted.

[Configuration of control unit]
In FIG. 1, in addition to the above-described AT control unit 6, an engine control unit 4 that controls the engine 11, a rotation control unit 5 that controls the rotating electrical machine 13, and a brake pedal operation displacement are detected as control units related to the vehicle drive system. A brake control unit 7 that performs brake control based on a signal from a brake pedal sensor 95 is shown. These control units are connected by an in-vehicle LAN 100 and can exchange data with each other. Each control unit includes an arithmetic processing unit such as a CPU as a core member, and is configured to be able to read and write data from the arithmetic processing unit, and to receive data from the arithmetic processing unit. It has a storage device such as a ROM (Read Only Memory) configured to be readable (not shown). Various functions are created by software (program) stored in the ROM or the like, hardware such as a separately provided arithmetic circuit, or both.

  The engine control unit 4 determines an engine operating point and performs processing for controlling the engine 11 to operate at the engine operating point. Here, the engine operating point is a control command value that represents a control target point of the engine 11, and is determined by the rotational speed and torque. More specifically, the engine operating point is a command value that represents a control target point of the engine 11 that is determined in consideration of the vehicle required output (determined based on the vehicle required torque and the engine speed) and the optimum fuel consumption. It is determined by the rotational speed command value and the torque command value.

  The rotating electrical machine control unit 5 is a functional unit that performs operation control of the rotating electrical machine 13 via the inverter 51. The rotating electrical machine control unit 5 determines a rotating electrical machine operating point and performs a process of controlling the rotating electrical machine 13 to operate at the rotating electrical machine operating point. Here, the rotating electrical machine operating point is a control command value representing a control target point of the rotating electrical machine 13 and is determined by the rotational speed and torque. More specifically, the rotating electrical machine operating point is a command value that represents a control target point of the rotating electrical machine 13 determined in consideration of the vehicle required output and the engine operating point, and is based on the rotational speed command value and the torque command value. Determined. The rotating electrical machine control unit 5 also performs control to switch between a state in which the rotating electrical machine 13 generates a driving force by the electric power supplied from the battery 52 and a state in which the rotating electrical machine 13 generates power by the rotational driving force of the engine 11 or the like.

  Here, when the torque command value is positive, the rotating electrical machine 13 outputs a driving torque in the same direction as the rotational direction to generate a driving force, and when the torque command value is negative, the rotating electrical machine 13 is set in the rotational direction. Generates power by outputting regenerative torque in the opposite direction. In any case, the output torque (including drive torque and regenerative torque) of the rotating electrical machine 13 is determined by the torque command value from the rotating electrical machine control unit 5. In the present embodiment, information on the torque command value of the rotating electrical machine 13 determined by the rotating electrical machine control unit 5 is also transmitted to the AT control unit 6. The brake control unit 7 inputs a detection signal of a brake pedal sensor 95 that detects an operation amount of the brake pedal, and evaluates the detection signal to control the hydraulic brake system. Further, the brake control unit 7 sends brake operation data to the rotating electrical machine control unit 5 based on the detection signal of the brake pedal sensor 95 and realizes brake control in cooperation with the regenerative torque of the rotating electrical machine 13.

  The AT control unit 6, which is a core component of the present invention, includes an input side rotational speed sensor 93 that detects the rotational speed on the input side of the transmission mechanism 20, a torque converter 14, and a transmission element group subsequent to the torque converter 14. An intermediate rotational speed sensor 94 for detecting the rotational speed of the vehicle, a vehicle speed sensor (output side rotational speed sensor) 92 corresponding to the output side rotational speed of the speed change mechanism 20, and an accelerator for detecting the accelerator opening by detecting the operation amount of the accelerator pedal. An opening detection sensor 91 and the like are connected.

  As shown in FIG. 2, the AT control unit 6 is divided into a friction engagement element control module 6A, a management module 6B, an evaluation module 6C, and a data input / output unit 6D for the sake of simplicity. However, the classification does not limit the present invention, and can be freely changed according to the program specifications and the like. The friction engagement element control module 6 </ b> A generates a command pressure for controlling the hydraulic pressure of the friction engagement elements such as a brake and a clutch constituting the speed change mechanism 20. Since the command pressure generation algorithm is well known, description thereof is omitted here. For example, a command pressure is generated based on a command pressure table mapped for each friction engagement element, and data input / output is performed. It sends out to the hydraulic equipment driver 33 via the part 6D. The data data input / output unit 6D is an input / output interface of the AT control unit 6, and inputs signals from the various sensors described above, outputs control signals to the hydraulic device driver 33, etc. Input and output data.

  The frictional engagement element control module 6A generates a control signal for hydraulic control of each frictional engagement element related to the shift process. Here, for the sake of simplicity, the friction engagement element control module 6A A first control unit 60 for controlling the friction engagement element (engagement side element) to be engaged and a second control unit for controlling the friction engagement element (release side element) to be released It is divided into 61 for convenience.

  The management module 6B constructs a function for managing the setting and execution of various shift control processes in the vehicle, and as a function unit particularly related to the present invention, a shift command generation unit 61, a shift process execution unit 62, a return An example of the control prohibition unit 63 is given. The shift command generation unit 61 determines a target shift stage in the transmission mechanism 20 based on the accelerator opening and the vehicle speed of the vehicle, and controls the operation of the valve unit 32 according to the determined target shift stage, thereby changing the shift mechanism. A shift command for switching 20 gears is generated. In order to generate such a target shift speed, a shift map 60 schematically shown is referred to. A plurality of upshift lines and a plurality of downshift lines are set in a shift map 60 shown as a relationship line between the vehicle speed and the accelerator opening. Here, due to the space of the drawing, the downshift line and the upshift line between the first speed stage and the second speed stage, and the downshift line and the upshift line between the second speed stage and the third speed stage. Although only shown, the speed change mechanism 20 of this embodiment has four speed stages from the first speed to the fourth speed.

  When the target shift speed in the transmission mechanism 20 is determined, a shift command corresponding to the determined target shift speed is generated, and finally the corresponding friction engagement element is engaged by receiving the hydraulic pressure supply. A target shift stage is formed. When the vehicle speed and the accelerator opening change and the upshift line or the downshift line is crossed on the shift map 60, the shift command generation unit 61 determines a new target shift stage based on the accelerator opening and the vehicle speed of the vehicle. Then, a shift command corresponding to the determined target shift stage is generated. Based on the shift command generated by the shift command generation unit 61, the shift process execution unit 62 releases one of the friction engagement elements engaged before the shift, and is released before the shift. Managing the execution of a shifting process that engages one of the friction engagement elements present. For example, when the shift speed in the speed change mechanism 20 is upshifted from the third speed to the fourth speed, the first clutch C1 is released and the first brake B1 is engaged, and the speed is changed to the first speed. When downshifting from the fourth speed to the third speed, the first brake B1 is released and the first clutch C1 is engaged. Here, as described above, the friction engagement element The control signal is generated in the friction engagement element control module 6A.

  Further, the management module 6B includes a return shift prohibiting unit 63 as a function unit most relevant to the present invention. The return shift prohibiting unit 63 is configured to change the speed change command according to a condition when there is a return shift command to return to the first shift stage after a shift command from the first shift stage to the second shift stage. It has a function of prohibiting the return shifting process to the first shift stage. As will be described in detail later, for example, the absolute value of the output torque in the negative direction of the driving force source is within a range where the change in rotational speed of the input member 21 of the speed change mechanism 20 due to the progress of the speed change process is less than a predetermined rotation change threshold. Return shifting is prohibited on the condition that a negative torque state in which is equal to or greater than a predetermined determination threshold is detected.

  The evaluation module 6C has a function of calculating and evaluating the state of transmission power (speed, torque, rotational speed, etc.) handled in the speed change process based on input signals from various sensors and data received from other control modules. . In particular, the functions related to the present invention include a negative torque state determination unit 65, a rotation evaluation unit 66, an engagement side transmission torque estimation unit 67, and a release side engagement pressure estimation unit 68. A typical function of the negative torque state determination unit 65 is to determine that the absolute value of the negative direction output torque of the driving force source is a negative torque state that is equal to or greater than a predetermined determination threshold value. The result is used by the reverse shift prohibiting unit 63. At this time, the determination threshold value is set to be equal to or less than a limit torque at which the release side element does not slip in accordance with the transmission torque capacity of the release side element. More specifically, the fixed value is set to be equal to or smaller than the transmission torque capacity of the disengagement side element during the speed change process. This ensures that the disengagement element is not slipping in a state that is not determined to be a negative torque state.

  A typical function of the rotation evaluation unit 66 is to evaluate whether or not the change in the rotation speed of the input member 21 of the speed change mechanism 20 is within a range less than a predetermined rotation change threshold value. The rotation change threshold value can be set to, for example, a minimum change amount of the rotation speed that can detect a change according to the accuracy of the rotation sensor, for example, 50 rpm. Further, as an example, the change in the rotation speed of the input member 21 is derived based on the rotation speed of the output member 22 of the transmission mechanism 20 and the gear ratio of the shift speed (first shift speed) that is the transmission source. It is derived from the difference between the rotational speed of the input member 21 at one shift speed and the actual rotational speed of the input member 21.

  A typical function of the engagement side engagement torque estimation unit 67 is to estimate the torque transmission state of the engagement side element. For example, information that the occurrence of torque transmission in the engagement side element is estimated is used as a condition for prohibiting the reverse shift in the reverse shift prohibiting unit 63. Since it is not easy to directly detect the occurrence of this torque transmission, it is advantageous to estimate the occurrence of torque transmission in this engagement side element based on a predetermined elapsed time from the start of the shift process related to the engagement side element. There is. The predetermined elapsed time here can be determined fairly accurately by an experimental method.

  A typical function of the disengagement side engagement pressure estimating unit 68 is to estimate the engagement pressure of the disengagement side element. The engagement pressure of the disengagement side element is also used as a condition for prohibiting the reverse shift in the return shift prohibiting unit 63. For example, when the engagement pressure of the disengagement element estimated by the disengagement engagement pressure estimation unit 68 is equal to or less than a predetermined estimated threshold value, the reverse shift prohibition unit 62 determines by the negative torque state determination unit 65. Regardless of the result, the return shift process to the first shift stage is prohibited. At this time, the estimated threshold value is preferably set to an engagement pressure at which the transmission torque capacity of the disengagement side element becomes zero.

First, the basic behavior of the upshift transmission process from the first shift stage to the second shift stage will be described before explaining the prohibition of the return shift in the shift process at the time of negative torque using the timing chart. In the speed change process, the speed change process execution unit 62 controls the release side hydraulic control for the release side element as shown by the release side hydraulic curve in FIG. 3, and the engagement side element as shown by the engagement side hydraulic curve in FIG. Engaging side hydraulic pressure control is executed. The core of the release side hydraulic control is control for maintaining the release side element in the slip state throughout the shift process, and includes control steps of standby control, change rate control, rotation speed control, and release control.
Further, the core of the engagement side hydraulic control is control for changing the engagement side hydraulic pressure so as to appropriately change the rotation speed of the input member 21 throughout the entire speed change process. It is executed through each control step of the engagement control.
In the speed change process, the rotational speed difference between the rotational speed of the input member 21 and the rotational speed obtained by multiplying the rotational speed of the output member 22 by the speed ratio after switching of the gear stage from the time when the disengagement side element starts slipping is predetermined. It becomes the period up to the time of synchronization when it becomes less than the value. The speed change process is a period from the time when the disengagement side element starts to slip until the time when the input side rotation member and the output side rotation member on both sides of the engagement side element are synchronized.

[Release side hydraulic control]
In the standby control, when an upshift of the target shift stage is requested based on the accelerator opening and the vehicle speed of the vehicle, the disengagement hydraulic pressure is set to a holding pressure corresponding to the output torque until a predetermined time has elapsed. The waiting time at this time is monitored by an internal timer.
When a certain time elapses after an upshift request, change rate control is executed next. In this change rate control, the release side hydraulic pressure is reduced at a change rate corresponding to the magnitude of the output torque of the rotating electrical machine 5. In this example, when the rotating electrical machine 5 is outputting negative torque (regenerative torque), the absolute value of the rate of change that decreases the release side hydraulic pressure is smaller as the output torque is smaller (the regenerative torque is larger). As the output torque increases (the regenerative torque decreases), the absolute value of the rate of change that decreases the disengagement hydraulic pressure is increased. During this time, the disengagement element remains in a semi-engaged state that is not fully engaged or disengaged. As a result, the driving force is transmitted while both the engaging members of the disengagement element are maintained in the slip state having a predetermined rotational speed difference.

During the execution of the shift process, the shift process execution unit 62 monitors the progress of the shift operation.
The degree of progress of the speed change operation is an index that indicates how much the speed change has progressed in the speed change process. The shift progress degree is derived based on the rotation speed detected by the intermediate shaft rotation speed sensor 94, the actual rotation speed of the output member 22 detected by the output shaft rotation speed sensor 92, and the gear ratio of each gear stage before and after the shift. Is done.
The change rate control is executed up to the switching point, with the time when the degree of progress reaches a predetermined ratio as the switching point. For example, the change point control is executed up to the switching point when the speed change operation has progressed 50% (the degree of progress is 50%). When the speed change operation proceeds 50% and reaches the switching point, the rotation speed control is executed next. In this rotational speed control, the release side hydraulic pressure is changed so that the rotational speed of the input member 21 becomes the target rotational speed at each point in the speed change process.

  Further, a target rotational acceleration (target rotational speed change rate) at each time point is derived from the target rotational speed. Since the target rotational speed at each time point is set to draw a temporal trajectory represented by a quadratic curve, the absolute value of the target rotational acceleration at each time point gradually decreases linearly toward the end point of the shifting operation. And finally set to zero. In the release side hydraulic control, the release side hydraulic pressure is changed so that the actual rotational acceleration of the input member 21 follows the target rotational acceleration at each time point. The target rotational acceleration at each point in the speed change process is compared with the actual rotational acceleration. If there is a deviation between them, the actual rotational acceleration of the input member 21 changes in a direction to cancel the deviation. Change the release side hydraulic pressure. During this period, the disengagement element is maintained in a semi-engaged state that is not completely engaged and disengaged as described above, and is maintained in a slip state. The rotational speed control is executed until the rotational speed difference between the target rotational speed and the actual rotational speed of the input member 21 becomes a predetermined value or less after switching from the change rate control.

(Engagement side hydraulic control)
In the engagement side oil pressure control, first, before entering a substantial shift process, a reference oil pressure change amount serving as a reference for changing the engagement side oil pressure is determined. Here, the reference oil pressure change amount is an oil pressure change amount required to change the rotation speed of the input member 21 at a predetermined target rotation acceleration. The reference hydraulic pressure change amount is derived as a product of the target rotational acceleration and a predetermined coefficient. Here, the target rotational acceleration of the input member 21 is a change in rotational speed that represents a difference between a preset target shift time that represents the target time required for switching the gear position and the rotational speed of the input member 21 before and after the gear shift. It is determined based on the width. That is, the target rotational acceleration of the input member 21 is derived as a divided value obtained by dividing the rotational speed change width by the target shift time.

In the engagement side hydraulic control, based on the derived target rotational acceleration, the hydraulic pressure (engagement side hydraulic pressure) for the engagement side element is changed so that the actual rotational acceleration of the input member 21 follows the target rotational acceleration. First engagement control is executed. In order to execute such first engagement control, a predetermined change set in advance according to the degree of progress of the shift process and the output torque of the rotating electrical machine 5 is based on the engagement side hydraulic pressure at the start of the shift process. The engagement side hydraulic pressure is changed based on the coefficient and the reference hydraulic pressure change amount. The relationship between the degree of progress of the speed change process and the output torque of the rotating electrical machine 5 and the change coefficient is set in the map table.
Under the condition that the output torque of the rotating electrical machine 5 is maintained at a constant value throughout the speed change process, the change coefficient increases as the speed change process progresses in the first stage of the speed change process. In the last stage, the value is set to be smaller as the shift process proceeds.

  That is, in the engagement side hydraulic control, with reference to the engagement side hydraulic pressure at the start of the shift process, a change coefficient determined based on the degree of progress of the shift process and the output torque of the rotating electrical machine 5, a reference hydraulic pressure change amount, The engagement side hydraulic pressure is changed based on the above. For example, a multiplication value obtained by multiplying the reference hydraulic pressure change amount and the change coefficient G is derived as the change amount of the engagement side hydraulic pressure according to the progress of the speed change process and the output torque of the rotating electrical machine 5, and this is changed. By adding to the engagement side oil pressure at the start of the process, the command value of the engagement side oil pressure at each point in the speed change process can be determined. In the engagement side oil pressure control, the actual engagement side oil pressure is changed so as to follow the command value of the engagement side oil pressure determined in this way. As a result, the engagement side hydraulic pressure is increased, fixed, decreased, and gradually decreased with the progress of the speed change process with a larger change width as the absolute value of the negative torque (regenerative torque) output from the rotating electrical machine 5 is smaller. It changes with. Note that the engagement-side hydraulic pressure at the start of the speed change process is a pressure just before the start of engagement that can quickly engage the engagement-side element by slightly increasing the engagement-side hydraulic pressure. Such first engagement control is executed in synchronization with a decrease in the release side hydraulic pressure by the release side hydraulic control.

By the way, the smaller the absolute value of the negative torque (regenerative torque) output by the rotating electrical machine 5 is, the lower the rotational speed of the input member 21 becomes slower by maintaining the disengagement side element in the slip state, and the shift time becomes more variable. May be longer. If the shift time becomes long and extended, the shift feeling may deteriorate. In this regard, by adopting the configuration in which the engagement side hydraulic pressure is controlled according to the engagement side reference hydraulic pressure as described above, the rotation speed of the input member 21 that tends to become slow by maintaining the disengagement side element in the slip state is reduced. Is easily assisted by a change in the engagement side oil pressure, and the shifting operation can be appropriately terminated within the target shifting time.
The first engagement control is executed until the rotational speed difference between the post-switching target rotational speed and the rotational speed of the input member 21 is equal to or less than a predetermined value as long as the special shift control transition condition is satisfied.

  When the rotational speed difference after the shift speed change is equal to or less than a predetermined value, the second engagement control is executed next. In this second engagement control, the engagement-side hydraulic pressure is controlled so that the engagement-side element is brought into the complete engagement state after the rotational speed difference becomes equal to or smaller than a predetermined value and the shift process is completed. In the present embodiment, by the second engagement control, the engagement side hydraulic pressure is increased to the full engagement pressure at once after the shift process is completed.

  Next, the reverse shift prohibition in the upshift process in the negative torque state shown in FIG. 3 by the return shift prohibiting unit 63 will be described. In the timing chart shown here, the abscissa indicates the time elapsed, and the time lapse is divided into a shift initial stage and a shift final stage, and the shift initial stage is further divided into an initial first stage and an initial second stage. Has been. The initial first stage is from the start of the shift process from the first gear (eg, third gear) to the second gear (eg, fourth gear) until the time when torque transmission in the engagement side element occurs. Means an area. The initial second stage is a region in which the change in the rotation speed of the input member 21 due to the progress of the speed change process is maintained below a predetermined rotation change threshold value. The final shift stage is a region where the change in the rotation speed of the input member 21 due to the progress of the shift process is equal to or greater than the rotation change threshold value, and this shift process is completed. In the present invention, the return shift is prohibited not only in the final shift stage region but also in the initial second stage region defined by adopting the above-described new determination condition. As a result, the shift shock that has occurred in the return shift before the final shift stage is avoided.

The reverse shift in the initial first stage in the upshift process in the negative torque state is represented by the first time chart line of the three upshift time chart lines shown on the lower side of FIG. In the illustrated example, it is assumed that the negative torque state is determined by the negative torque state determination unit 65 throughout the entire speed change process.
In the initial first stage, since the change in the rotation speed of the input member 21 due to the progress of the speed change process is substantially zero, the change in the rotation speed of the input member 21 is less than the rotation change threshold and the engagement is performed. The time for the engagement pressure of the side element to rise to a predetermined threshold has not elapsed, and torque transmission in the engagement side element has not occurred. Further, standby control is executed for the disengagement element, and the disengagement element is maintained in an engagement state in which it does not slip. That is, in the initial first stage range, the occurrence of torque transmission in the engagement side element is not estimated, and thus occurs after the start of the shift process from the first shift stage to the second shift stage (rise of the time chart line). Return shifting to the first shift stage is permitted (falling time chart line).

  In the subsequent second stage, the rotational speed of the input member 21 slightly changes due to the progress of the speed change process, but is less than the rotational change threshold value. Furthermore, the transmission torque capacity of the engagement side element becomes larger than zero, and torque transmission occurs in the engagement side element. The change rate control is executed for the release side element, and the release side element is brought into the slip state after the coupling pressure of the release side element becomes a predetermined value or less. That is, in the initial second stage, the change in the rotation speed of the input member 21 due to the progress of the speed change process is less than the rotation change threshold value, and the negative torque state determination unit 65 determines that the negative torque state is present. The return shift is prohibited by estimating the occurrence of torque transmission in the combined element. Therefore, as shown by the second upshift time chart line, this return shift is not executed even though the return shift command is generated. The behaviors of the virtual disengagement side hydraulic pressure and engagement side hydraulic pressure of the prohibited return shift are indicated by dotted lines. In addition, the return shift to the prohibited first shift stage on the upshift time chart line is indicated by a falling edge indicated by a dotted line.

In the final shift stage, even if the negative torque state determination unit 65 determines that the negative torque state is present, the change in the rotation speed of the input member 21 due to the progress of the shift process becomes equal to or greater than the rotation change threshold value. Is forbidden. Therefore, as shown by the third upshift time chart line, this return shift is not executed even though the return shift command is generated.

  The state of prohibiting the reverse shift in the downshift process in the negative torque state is shown in the time chart of FIG. Similar to the upshift process in the negative torque state shown in FIG. 3, the reverse shift is performed between the initial second stage and the final shift stage in each region divided into the initial first stage, the initial second stage, and the final shift stage. Is forbidden.

  5 and 6 are time charts showing the state of the reverse shift in the upshift process in the positive torque state. In the present embodiment, the positive torque state is a state where the negative torque state estimation unit 65 has not estimated the negative torque state. FIG. 5 shows a situation where the return shift is permitted, and FIG. 6 shows a situation where the return shift is prohibited. Here, the same determination conditions as described above are adopted, and are defined by being divided into an initial shift stage including an initial first stage and an initial second stage and a final shift stage. The determination condition for prohibiting the characteristic return shift adopted here is whether or not the engagement pressure of the disengagement element estimated by the disengagement engagement pressure estimation unit 68 is not more than a predetermined estimated threshold value. is there. Here, the estimated threshold value is set as an engagement pressure at which the transmission torque capacity of the disengagement side element becomes zero. The hydraulic pressure corresponding to the estimated threshold value is indicated by a broken line in FIGS. If this condition is satisfied when the return shift command is generated, the return shift is prohibited. If not, the return shift is permitted unless the return shift is prohibited due to other conditions. In the reverse shift in the upshift process at the time of positive torque, unlike the shift process at the time of negative torque as described above, the determination result by the negative torque state determination unit 65 is not used. Therefore, although the reverse shift is prohibited in the region of the final shift stage, the reverse shift is permitted as long as the condition that the release side hydraulic pressure exceeds the limit hydraulic pressure is satisfied in the initial second stage region. This is different from the reverse shift prohibiting process in the negative torque state. In the initial first stage, the occurrence of torque transmission on the engagement side is not estimated, so that the reverse shift is permitted.

  Although illustration is omitted, in the downshift process in the positive torque state, as in the above-described upshift process in the positive torque state, the reverse shift is prohibited in the final shift stage region, but in the initial second stage region. As long as the condition that the disengagement hydraulic pressure exceeds the estimated threshold is satisfied, the return shift is permitted, and the return shift is permitted in the first stage of processing.

Next, an example of the procedure of the shift process will be described with reference to the flowcharts of FIGS. FIG. 7 is a flowchart showing an overall processing procedure of the shift process. FIG. 8 is a flowchart showing a routine for determining permission or prohibition of the return gear used in the processing procedure of FIG.
First, the occurrence of a shift command is checked (# 02). If a shift command is generated (# 02 Yes branch), the shift content is received and the shift content is evaluated (# 04). The evaluation of the shift contents includes (1) identification of the first shift stage as the original shift stage and the second shift stage as the shift destination, and (2) the shift process from the specified shift stage to the shift stage. Identifying the engagement side element and the release side element to be hydraulically controlled, in other words, identifying the hydraulic valve that controls the hydraulic pressure acting on the engagement side element and the release side element, and (3) for the identified hydraulic valve Selection of control map, (4) Control procedure of hydraulic valve based on selected control map is included. Thereafter, shift control based on the evaluated shift content is started (# 06). It is checked whether or not a return shift command is generated with the start of the shift control (# 08). When a return shift command is generated (# 08 Yes branch), the return shift flag is checked (# 10). The return shift flag indicates permission or prohibition of the return shift, and is set by a return shift prohibition determination routine (# 100) described later.

  If the content of the return shift flag set by the return shift prohibition determination routine is “permitted”, the return shift control is started based on a preset hydraulic control routine (# 12). When the reverse shift control is completed (# 14 Yes branch), this shift processing routine is once ended. If the content of the return shift flag set by the return shift prohibition determination routine is “prohibited”, the return speed of the received return shift is temporarily saved in the memory (# 16), and the initial shift control is performed. Is continued (# 18). Thereafter, completion of this shift control is checked (# 20). As long as the shift control continues, the process returns to step # 08 again to check the generation of the return shift command. If the shift control is completed (# 20 Yes branch), it is checked whether or not there is a return shift stage temporarily saved in the memory (# 22). If there is no retracted return gear position (# 22 No branch), this shift processing routine is once ended. If the saved return gear position exists (# 22 Yes branch), a gear change command is generated with the saved return gear position as the gear shift destination (# 24), and the process returns to step # 06 to create a new one. As a speed change process, speed change control to the saved speed stage is performed. A case where the return shift command once generated is canceled during the shift control is also conceivable. In such a case, the return gear stage temporarily saved in the memory is canceled (# 17 No branch) when there is no return gear change command (# 08 No branch).

Next, the return shift prohibition determination routine (# 100) will be described with reference to the flowchart of FIG.
This routine checks whether a shift command has been generated (# 101), and executes the following steps simultaneously with the generation of the shift command. First, it is checked whether or not the change in the rotation speed of the input member 21 is less than the rotation change threshold value (# 102). The determination as to whether or not the rotation change threshold value is below is evaluated by the rotation evaluation unit 66 described above. If the change in the rotation speed of the input member 21 is equal to or greater than the rotation change threshold value (# 102 No branch), “inhibited” is set in the return shift flag (# 107). If the change in the rotation speed of the input member 21 is less than the rotation change threshold value (# 102 Yes branch), it is further determined whether or not the release side hydraulic pressure is equal to or less than the estimated threshold value (# 103). This estimated threshold value is estimated by the disengagement side engagement pressure estimation unit 68 described above, and corresponds to an engagement pressure at which the transmission torque capacity of the disengagement side element becomes zero. If the release side hydraulic pressure is less than or equal to the estimated threshold value (# 103 Yes branch), the prohibition is set to the return shift flag (# 107). If the release side hydraulic pressure is larger than the estimated threshold value (# 103 No branch), it is further checked whether or not the occurrence of torque transmission in the engagement side element is estimated (# 104). The estimation of the torque transmission is performed by the engagement side engagement torque estimation unit 67. The estimation of the occurrence of such torque transmission can be obtained from the hydraulic pressure command value given to the engagement side element or the actual hydraulic pressure detection, but in practice, the timer is more effective than detecting the direct hydraulic pressure. For example, a method of estimating the hydraulic pressure in the engagement side element by the time from the start of the valve operation is convenient. If it is estimated that torque transmission in the engagement side element has not yet occurred, that is, if the timer value has not yet reached the predetermined value (# 104 No branch), “permitted” is set in the return shift flag (# 106). When it is estimated that torque transmission has already occurred in the engagement side element, that is, when the timer value has reached the predetermined value (# 104 Yes branch), the negative torque state determination unit 65 further determines the output torque in the negative direction. It is checked whether a negative torque state whose absolute value is equal to or greater than a predetermined determination threshold value has been determined (# 105). In the present embodiment, the determination threshold is set to be equal to or less than a limit torque at which the release side element does not slip based on the transmission torque capacity of the release side element. Therefore, if it is not determined to be in the negative torque state, the disengagement side element is not slipped and is in a completely engaged state. On the other hand, when the negative torque state is determined, the disengagement side element may be slipping. If the negative torque state is determined (# 105 Yes branch), “restricted” is set to the return shift flag (# 107). If the negative torque state is not determined (# 105 No branch), “permitted” is set in the return shift flag (# 106).

  When “permitted” or “prohibited” is set to the return shift flag in step # 106 or # 107, it is checked whether or not the current shift process is completed (# 108). If the shift process has not been completed (# 108 No branch), the process returns to step # 102 to execute a return shift flag setting routine. When the shift process is completed (# 108 Yes branch), this routine is once terminated.

[Other Embodiments]
(1) The routine for determining permission or prohibition of the return gear stage shown in FIG. 8 is to allow or prohibit the return gear shift using the change state of the rotation speed of the input member 21 or the determination of the negative torque state as an input parameter. Can also be constructed with a function table that outputs
(2) In the above-described embodiment, the estimated threshold value is not a constant value and is used as a criterion for prohibiting / permitting the reverse shift in the shift process at the time of positive torque, and the rotational speed of the power transmitted by the transmission mechanism 20 It may be changed depending on the torque state.
(3) The determination threshold value used in the negative torque state determination unit 65 is preferably set to be equal to or less than a limit torque at which the disengagement side element does not slip in order to avoid a shift shock, but is not necessarily a constant value. Good. The negative torque state determination unit 65 is equal to or lower than a limit torque at which the disengagement element does not slip according to the transmission torque capacity at each point of time of the disengagement element that is the friction engagement element on the disengagement side when the shift process is executed It is possible to adopt a configuration in which a determination threshold value is set in This determination threshold value can be made variable not only according to the transmission torque capacity of the disengagement element that changes with the progress of the shift process, but also according to other power transmission situations or combinations thereof. It is.
(4) In the above embodiment, the return shift is permitted because the occurrence of torque transmission in the engagement side element is not estimated by the engagement side transmission torque estimation unit 67 in the initial first stage. On the other hand, a change in the rotational speed of the input member 21 is less than a predetermined rotational change threshold value and a negative torque state without determining whether or not the occurrence of torque transmission in the engagement side element is estimated. A configuration in which the prohibition and permission of the return shift is determined only by the determination condition that the return shift is prohibited and the return shift may be prohibited even in the initial first stage is one of the preferred embodiments of the present invention. .
(5) The change in the rotational speed of the input member 21 is derived from the rotational speed of the output member 22 and the gear ratio of the first gear, and the rotational speed of the input member 21 at the first gear. It can be suitably derived from the difference from the actual rotational speed of the input member 21. As an input member rotational speed change deriving algorithm, instead of this, the rotational speed of the input member 21 detected by the input side rotational speed sensor 93 is differentiated to calculate the rotational acceleration, and the input member rotational speed change is calculated from this rotational acceleration. A derived algorithm may be adopted.

  The present invention has an input member drivingly connected to a rotating electrical machine capable of generating regenerative torque based on a deceleration request of an engine and a vehicle, an output member drivingly connected to a wheel, and a plurality of friction engagement elements, A transmission mechanism that switches a plurality of shift speeds by controlling engagement and release of a plurality of friction engagement elements, shifts the rotational speed of the input member at a gear ratio of each shift speed, and outputs the speed to the output member; It can utilize suitably for the transmission control apparatus for controlling the transmission mechanism provided with.

6: AT control unit 6A: Friction engagement element control module 6B: Management module 6C: Evaluation module 61: Shift command generation unit 62: Shift process execution unit 63: Return control prohibition unit 65: Negative torque state determination unit 66: Rotation evaluation Unit 67: engagement side transmission torque estimation unit 68: disengagement side engagement pressure estimation unit 11: engine 13: rotating electrical machine 20: speed change mechanism 21: input member 22: output member 30: hydraulic circuit 32: valve unit 91: accelerator Opening sensor C1: Brake or clutch (friction engagement element)
B1: Brake or clutch (friction engagement element)

Claims (8)

An input member drivingly connected to a driving force source having at least a rotating electrical machine; an output member drivingly connected to a wheel; and a plurality of friction engagement elements; and engagement of the plurality of friction engagement elements; A shift control device for controlling a shift mechanism that switches a plurality of shift speeds by controlling release, shifts the rotational speed of the input member at a gear ratio of each shift speed, and transmits the speed to the output member. And
A negative torque state determination unit that determines that the absolute value of the negative output torque of the driving force source is a negative torque state that is equal to or greater than a predetermined determination threshold;
A shift process execution unit that executes a shift process for changing a shift stage according to the shift command when there is a shift command that is a command to change the shift stage of the transmission mechanism;
If there is a return shift command to return to the first shift stage during execution of the shift process after the shift command from the first shift stage to the second shift stage, the progress of the shift process In a range where the change in the rotation speed of the input member is less than a predetermined rotation change threshold, the negative torque state determination unit determines that the negative torque state is present, and then proceeds to the first shift stage. A reverse shift prohibiting section for prohibiting the reverse shift process of
A shift control device comprising: An engagement side transmission torque estimation unit for estimating a torque transmission state of an engagement side element that is the friction engagement element on the side engaged by execution of the speed change process;
The return shift prohibiting unit prohibits the return shift process to the first shift stage on the condition that the generation of torque transmission in the engagement side element is estimated by the engagement side transfer torque estimating unit. 2. The shift control device according to claim 1, wherein: A release side engagement pressure estimating unit that estimates an engagement pressure of a release side element that is the friction engagement element on the side released by execution of the speed change process;
In the state where the engagement pressure of the disengagement element estimated by the disengagement-side engagement pressure estimation unit is less than or equal to a predetermined estimated threshold value, the return shift prohibiting unit is determined based on the determination result by the negative torque state determination unit. The shift control apparatus according to claim 1, wherein the shift shift process to the first shift stage is prohibited regardless of this.   The negative torque state determination unit has a limit that the disengagement element does not slip according to the transmission torque capacity at each time of the disengagement element that is the friction engagement element that is disengaged by execution of the shift process. The speed change control apparatus according to any one of claims 1 to 3, wherein the determination threshold value is set below a torque.   The return shift prohibiting section proceeds with the shift process when a return shift command for returning to the first shift stage is received after a shift command from the first shift stage to the second shift stage. The return shift process to the first shift stage is prohibited regardless of the result of determination by the negative torque state determination unit when the change in the rotation speed of the input member due to is in a range equal to or greater than the rotation change threshold. The transmission control device according to any one of 1 to 4.   The shift control device according to claim 2, wherein the engagement side transmission torque estimation unit estimates occurrence of torque transmission in the engagement side element based on an elapsed time from the start of the shift process.   The shift control device according to claim 3, wherein the estimated threshold value is set to an engagement pressure at which a transmission torque capacity of the disengagement side element is zero. The change in the rotational speed of the input member depends on the rotational speed of the input member at the first shift speed derived based on the rotational speed of the output member and the speed ratio of the first shift speed, The speed change control device according to any one of claims 1 to 7, wherein the speed change control device is derived from a difference from a rotational speed of the input member.

Images