JP6859899B2 - Vehicle shift control device - Google Patents

Description

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

(a) An electric continuously variable transmission that can steplessly shift the engine speed by torque control of a differential rotary machine and transmit it to an intermediate transmission member, and (b) the intermediate transmission member and drive wheels. A vehicle is known to have a mechanical stepped transmission that is arranged between the two gears and can mechanically establish a plurality of AT gear stages having different gear ratios of the rotational speed of the intermediate transmission member with respect to the output rotational speed. ing. The device described in Patent Document 1 is an example thereof, and the engine rotation speed is maintained substantially constant in order to suppress the occurrence of a shift shock due to a change in the rotation speed in the inertia phase when shifting the mechanical stepped transmission. A technique for starting the inertia phase of a mechanical continuously variable transmission by shifting the electric continuously variable transmission as it is is described.

Japanese Unexamined Patent Publication No. 2006-321392

However, it is difficult to completely prevent a shift shock even in such a vehicle shift control device, and since the engine rotation speed is substantially constant, even a slight shock may cause a sense of discomfort to the driver. It was.

The present invention has been made against the background of the above circumstances, and an object of the present invention is to shift gears at the time of shifting by a mechanical stepped transmission in a vehicle having an electric continuously variable transmission and a mechanical stepped transmission. The purpose is to further suppress the discomfort caused to the driver due to a shock or the like.

In order to achieve such an object, the present invention has (a) an electric stepless transmission capable of steplessly shifting the engine rotation speed by torque control of a differential rotary machine and transmitting the gear to an intermediate transmission member. , (B) A machine that is arranged between the intermediate transmission member and the drive wheel and can mechanically establish a plurality of AT gear stages having different gear ratios of the rotation speed of the intermediate transmission member with respect to the output rotation speed. In the speed change control device of the vehicle having the type stepped speed change unit, (c) a plurality of simulated gear stages in which the speed change ratio of the engine rotation speed to the output rotation speed of the mechanical stepped speed change unit is different. One or more simulated gears are assigned to each of the plurality of AT gears, and any one of the simulated gears is selected from the number of the plurality of AT gears or more. The mechanical stepped speed change unit is controlled to shift and the electric type is established so that the shift of the plurality of AT gears is simultaneously performed at the time of shifting of the simulated gears assigned to the AT gears. A simulated stepped speed change control unit that shifts the stepless speed change unit, and (d) prioritizing the shift control by the simulated stepped speed change control unit, the simulated stepped speed change control unit shifts the simulated gear stage. A shift limiting unit that prohibits shifting to a predetermined prohibited AT gear among a plurality of AT gears of the mechanical stepped transmission according to a predetermined prohibition condition while allowing, and (e) the shifting restriction. When the condition for canceling the prohibition of shifting to the prohibited AT gear by the unit is satisfied and the process returns to the shifting control by the simulated stepped shift control unit , the prohibited AT gear is provided on condition that the simulated gear is changed. Shifting to the prohibited AT gear according to a plurality of types of return conditions, including the case where shifting to the prohibited AT gear is permitted without accompanying the shifting to the simulated gear, in addition to the case where shifting to the prohibited AT gear is permitted. It is characterized by having a return control unit for releasing the prohibition.

In such a vehicle speed change control device, the simulated stepped speed change control unit establishes a plurality of simulated gear stages in which the gear ratio of the engine rotation speed to the output rotation speed of the mechanical stepped speed change unit is different. The engine rotation speed can be changed stepwise when shifting gears, and the transmission as a whole can have a shifting feeling similar to that of a mechanical stepped transmission. Further, one or more simulated gears are assigned to each of the plurality of AT gears, and the gears of the plurality of AT gears are changed at the same time when the simulated gears assigned to the AT gears are changed. Therefore, when the AT gear is changed, the simulated gear is also changed at the same time, and the mechanical stepped transmission is changed along with the change in the rotation speed of the engine. The feeling of discomfort caused by this is suppressed and the drive is improved.

In addition, shifting to a predetermined AT gear stage (prohibited AT gear stage) may be prohibited due to low oil temperature, failing of the shifting valve, etc., but due to the shifting prohibition, the simulated gear stage and the AT gear stage When the assignment collapse occurs, the AT gear stage may be independently changed when the shift prohibition is lifted, and a shift shock may occur. If the AT gear is changed according to the shift timing of the simulated gear, the discomfort caused by the shift shock can be suppressed. However, the AT gear shift is delayed and the assignment collapse state is prolonged, so that, for example, diagnosis (fault diagnosis) There is a risk of misdiagnosis and deterioration of fuel efficiency and NV [Noise, Vibration] performance. On the other hand, in the present invention, in addition to the case where the gear shift to the prohibited AT gear stage is satisfied on the condition that the gear shift of the simulated gear gear is accompanied when the condition for releasing the shift prohibition to the prohibited AT gear gear by the shift limiting unit is satisfied. , The prohibition of shifting to the prohibited AT gear is lifted according to a plurality of types of return conditions, including the case where the shifting to the prohibited AT gear is permitted without shifting the simulated gear. Therefore, for example, when the shift shock due to the single shift of the AT gear stage is large, the discomfort due to the shift shock can be preferentially prevented by shifting the AT gear stage after waiting for the shift of the simulated gear stage, or the AT gear. When the shift shock due to the single shift of the gear is small, the vehicle condition such as misdiagnosis of diagnosis, fuel consumption, deterioration of NV performance, etc. can be preferentially prevented by promptly shifting the AT gear independently. It is possible to achieve both of them according to the situation.

It is a figure explaining the schematic structure of the drive device for a vehicle provided in the vehicle which has the speed change control device to which this invention is applied, and also is the figure explaining the main part of the control function and the control system for various control in a vehicle. Is. FIG. 5 is an engagement operation table for explaining a plurality of AT gear stages of the mechanical stepped transmission unit of FIG. 1 and an engagement device for establishing the AT gear stages. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in the electric continuously variable transmission part and the mechanical stepwise transmission part of FIG. It is a circuit diagram explaining the hydraulic control circuit about clutches C1 and C2 of a mechanical stepped transmission part, and brakes B1 and B2. It is a figure explaining an example of a plurality of simulated gear stages when the electric continuously variable transmission part of FIG. 1 shifts step by step. It is a figure explaining an example of the gear stage allocation table which assigned a plurality of simulated gear stages to a plurality of AT gear stages. It is a figure exemplifying the simulated 4th gear stage to the simulated 6th gear stage established at the time of AT 2nd gear stage on the collinear diagram. It is a figure explaining an example of the simulated gear gear shift map used for the shift control of a plurality of simulated gear gears. It is the flowchart which specifically explains the operation of the return control part functionally provided with the electronic control device of FIG. It is a figure which concretely explains the return condition I to return condition III at the time of canceling the shift prohibition of an AT gear stage according to the flowchart of FIG. This is an example of a time chart showing changes in the operating state of each part when the shift prohibition of the AT gear stage is released according to the return condition II or the return condition III in the flowchart of FIG.

Electric type continuously variable transmission unit is configured, for example, with a differential mechanism such as a planetary gear unit, can also be used the pair-rotor motor having a inner rotor and outer rotor, either one of which, such as the rotor The engine is connected to the other, and the intermediate transmission member is connected to the other. The rotor electric motor can selectively output power running torque and regenerative torque in the same manner as the motor generator, and functions as a differential rotating machine. The engine and the intermediate transmission member are connected to the differential mechanism or the like via a clutch, a transmission gear, or the like, if necessary. If necessary, a traveling drive rotating machine is connected to the intermediate transmission member directly or via a transmission gear or the like. A rotating machine is a rotating electric machine, specifically, a motor generator capable of selectively using the functions of an electric motor, a generator, or both. A generator can be adopted as the differential rotating machine, and an electric motor can be adopted as the traveling drive rotating machine. However, assuming various operating conditions, either the differential rotating machine or the traveling drive rotating machine can be adopted. It is also desirable to use a motor generator.

As the differential mechanism of the electric continuously variable transmission, a single pinion type or double pinion type single planetary gear device is preferably used. This planetary gear device includes three rotating elements, a sun gear, a carrier, and a ring gear, and in a co-line diagram that can connect these rotating speeds with a single straight line, for example, the rotating speed located in the middle is The engine is connected to the intermediate rotating element (carrier of the single pinion type planetary gear device, ring gear of the double pinion type planetary gear device), and the differential rotating machine and intermediate transmission member are connected to the rotating elements at both ends. An intermediate transmission member may be connected to the rotating element of the above. These three rotating elements may always be differentially rotatable, but any two can be integrally connected by a clutch so that they can be integrally rotated according to the operating state, or for differential rotation. It is also possible to limit the differential rotation by allowing the rotating element to which the rotating machine is connected to be stopped by the brake. It is also possible to adopt a differential mechanism that combines a plurality of planetary gear devices.

As the mechanical stepped transmission, planetary gear type and parallel shaft type transmissions are widely used. For example, a plurality of gear stages (AT) are engaged and released by engaging and disengaging a plurality of hydraulic friction engaging devices. The gear stage) is configured to be established. A forward gear is suitable for the plurality of AT gears, but a reverse gear may also be used.

A plurality of simulated gear stages are established by controlling the engine rotation speed according to the output rotation speed so that the respective gear ratios can be maintained, but each gear ratio is not necessarily the AT gear stage of the mechanical stepped transmission unit. It does not have to be a constant value as in the above, and may be changed within a predetermined range, or may be limited by an upper limit or a lower limit of the rotation speed of each part. It is desirable that the plurality of simulated gears are changed according to predetermined simulated gear shifting conditions. As the simulated gear shift condition, for example, a shift map such as an up shift line or a down shift line, which is predetermined with the operating state of the vehicle such as the output rotation speed and the accelerator opening (operation amount) as parameters, is appropriate, but other The automatic shift condition can be set, or the shift may be changed according to the shift instruction of the driver by a shift lever, an up / down switch, or the like.

The number of stages of the plurality of simulated gear stages is equal to or greater than the number of stages of the plurality of AT gear stages, and one or a plurality of simulated gear stages are assigned to each AT gear stage. The shifting conditions of the plurality of AT gears are determined so that the shifting is performed at the same timing as the shifting timing of the simulated gears. It is appropriate that the number of stages of the simulated gear is twice or more (for example, about 2 to 3 times) the number of stages of the AT gear. The speed change of the AT gear stage is performed so that the rotation speed of the intermediate transmission member and the traveling drive rotating machine connected to the intermediate transmission member is maintained within a predetermined rotation speed range, and the shift of the simulated gear stage is performed. , The engine rotation speed is maintained within a predetermined rotation speed range, and the number of such stages is appropriately determined. In the case of a general vehicle, the number of AT gear stages is suitable, for example, in the range of about 2nd to 6th speed, and the number of stages of simulated gear stages is suitable, for example, in the range of about 5th to 12th speed. It is also possible to set beyond the range of these number of stages.

The mode of shifting the AT gear at the same timing as the shift timing of the simulated gear is, for example, a common shift so that the shift of the AT gear is performed at the same time as the shift of the simulated gear assigned to the AT gear. In addition to the case where the shift determination is performed at the same time according to the conditions (shift map, etc.), the shift control of the AT gear stage may already be executed when the shift determination of the simulated gear stage is made. A predetermined standby time may be provided to adjust the shift timing. In such a simultaneous shift, for example, regardless of the difference in the shift response time (delay time from the shift command output to the start of the inertia phase), the inertia phase (input side member according to the change in the shift ratio) at the time of both shifts. It is desirable to perform synchronous control that delays the shift command output of the simulated gear stage so that at least a part of (the time zone in which the rotation speed changes) overlaps. The timing for releasing the delay of the shift command output, that is, the timing for outputting the shift command, is determined in advance by experiments, simulations, etc. according to the difference in the shift response time between the two, for example, the elapsed time after the shift command output of the AT gear stage. Although it can be judged by whether or not the specified delay time has been reached, the hydraulic pressure of the friction engaging device that detects the start of the inertia phase from the change in the rotational speed of the intermediate transmission member during shifting of the AT gear stage and executes the shifting, that is, the engagement Judgment may be made by detecting the progress of shifting from the total torque or the like.

The shift limiting unit is used to reduce the number of shifts because, for example, when a mechanical stepped transmission shifts gears based on hydraulic pressure, if the hydraulic oil temperature is low, the accuracy of hydraulic control is impaired and a shift shock is likely to occur. It is configured to prohibit shifting to a predetermined AT gear stage (prohibited AT gear stage) and cancel the shifting prohibition when the hydraulic oil temperature exceeds a predetermined value. In addition, even when a fail occurs due to foreign matter such as a solenoid valve involved in shift control, shifting to the related AT gear stage (prohibited AT gear stage) is prohibited, and when the fail is resolved, the shift prohibition is released. It is configured as follows. Further, various aspects are possible, such as prohibiting shifting to a predetermined AT gear stage (prohibited AT gear stage) or canceling the shifting prohibition according to an artificial operation. Even when shifting to the prohibited AT gear is prohibited in this way, shifting to all or part of the simulated gear (assigned) corresponding to the prohibited AT gear is permitted for the simulated gear. , Assignment collapse may occur.

The return control unit releases the prohibition of shifting to the prohibited gear according to a plurality of types of return conditions when the release condition is satisfied. For example, in the case of a vehicle state in which shifting of the simulated gear and the AT gear is unnecessary. Is unconditionally configured to immediately lift the prohibition on shifting to the prohibited AT gear. Further, when the AT gear stage is upshifted due to the cancellation of the shift prohibition of the prohibited AT gear stage and the vehicle is in the driving state, the rotation speed of the intermediate transmission member is reduced by the regeneration control of the traveling drive rotating machine. For example, in the case of a vehicle in which there is no battery charge limit, the prohibition on shifting to the prohibited AT gear is released on condition that the simulated gear is shifted. When the vehicle is in a driven state, the vehicle travels when the AT gear stage is down-shifted due to the cancellation of the shift prohibition of the prohibited AT gear, for example, when the prohibition of down-shifting due to a valve fail or the like is lifted by canceling the fail. In order to increase the rotation speed of the intermediate transmission member by controlling the power running of the drive rotating machine, it may be a recovery condition that there is no battery discharge limit. Further, for example, in the case of a vehicle state in which the load is low and the vehicle is in a steady running state, the shift control is easy and the shift shock is relatively small even if the AT gear is a single shift. Regardless, it is configured to release the prohibition of shifting to the prohibited AT gear stage. These return conditions can be appropriately determined according to the type of shifting, the driven / driven state of the vehicle, and the like.

Hereinafter, examples of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a diagram illustrating a schematic configuration of a vehicle drive device 12 provided in a vehicle 10 having an electronic control device 80 to which the present invention is applied, and is a key point of a control system for various controls in the vehicle 10. It is a figure explaining a part. In FIG. 1, the vehicle drive device 12 is attached to an engine 14 and an engine 14 arranged on a common axis in a transmission case 16 (hereinafter referred to as a case 16) as a non-rotating member attached to a vehicle body. An electric continuously variable transmission 18 connected directly or indirectly via a damper (not shown) and a mechanical continuously variable transmission 20 connected to the output side of the electric continuously variable transmission 18 are provided in series. ing. Further, the vehicle drive device 12 includes an output shaft 22 which is an output rotating member of the mechanical stepped speed change unit 20, a differential gear device 24 connected to the output shaft 22, and a pair connected to the differential gear device 24. The axle 26, the wheels 28, and the like are provided. In the vehicle drive device 12, the power output from the engine 14 and the second rotary machine MG2 (torque and force are synonymous unless otherwise specified) is transmitted to the mechanical stepped transmission unit 20, and the mechanical stepped transmission unit 20 is used. It is transmitted from the transmission unit 20 to the drive wheels 28 via the differential gear device 24 and the like. The vehicle drive device 12 is preferably used for, for example, an FR (front engine / rear drive) type vehicle that is vertically installed in the vehicle 10. The electric continuously variable transmission 18 and the mechanical continuously variable transmission 20 and the like are configured substantially symmetrically with respect to the rotation axis of the engine 14 and the like (the common axis), and in FIG. 1, the rotation thereof. The lower half of the axis is omitted.

The engine 14 is a driving source for traveling the vehicle 10, and is a known internal combustion engine such as a gasoline engine or a diesel engine. The engine 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. In this embodiment, the engine 14 is connected to the electric continuously variable transmission 18 without going through a fluid transmission device such as a torque converter or a fluid coupling.

The electric continuously variable transmission 18 mechanically divides the power of the first rotating machine MG1 and the engine 14 into the first rotating machine MG1 and the intermediate transmission member 30 which is an output rotating member of the electric continuously variable transmission 18. It includes a differential mechanism 32 as a power splitting mechanism, and a second rotating machine MG2 that is connected to an intermediate transmission member 30 so as to be able to transmit power. The electric continuously variable transmission 18 is an electric continuously variable transmission in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the first rotating machine MG1. is there. The first rotating machine MG1 corresponds to a differential rotating machine, and the second rotating machine MG2 is an electric motor that functions as a driving source for traveling and corresponds to a traveling driving rotating machine. The vehicle 10 is a hybrid vehicle equipped with an engine 14 and a second rotary machine MG2 as a driving source for traveling.

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

The differential mechanism 32 is composed of a single pinion type planetary gear device, and is provided with three rotating elements of a sun gear S0, a carrier CA0, and a ring gear R0 so as to be differentially rotatable. The engine 14 is connected to the carrier CA0 so as to be able to transmit power via the connecting shaft 34, the first rotating machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the intermediate transmission member 30 and the second rotating machine are connected to the ring gear R0. MG2 is connected so that power can be transmitted. In the differential mechanism 32, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

The mechanical stepped transmission 20 is a stepped transmission that forms a part of a power transmission path between the intermediate transmission member 30 and the drive wheels 28. The intermediate transmission member 30 also functions as an input rotating member (AT input rotating member) of the mechanical stepped speed change unit 20. Since the second rotary machine MG2 is connected to the intermediate transmission member 30 so as to rotate integrally, the mechanical stepped transmission unit 20 is one of the power transmission paths between the second rotary machine MG2 and the drive wheels 28. It is a stepped transmission that constitutes a part. The mechanical stepped transmission unit 20 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 36 and the second planetary gear device 38, and a plurality of engaging devices of the clutch C1, the clutch C2, the brake B1, and the brake B2. Hereinafter, it is a known planetary gear type automatic transmission provided with an engaging device CB unless otherwise specified.

The engaging device CB is a hydraulic friction engaging device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engaging device CB has a torque capacity (engagement) due to each pressure-adjusted engaging hydraulic pressure Pcb output from each of the linear solenoid valves SL1 to SL4 (see FIG. 4) in the hydraulic control circuit 54 provided in the vehicle 10. By changing the combined torque) Tcb, the operating state (state such as engagement and disengagement) can be switched.

In the mechanical stepped transmission unit 20, the rotating elements (sun gears S1, S2, carriers CA1, CA2, ring gears R1, R2) of the first planetary gear device 36 and the second planetary gear device 38 are directly or engaged with each other. Some of them are 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 mechanical stepped speed change unit 20 has a plurality of gear stages having different gear ratios γat (= AT input rotation speed ωi / output rotation speed ωo) depending on the engagement of a predetermined engagement device in the engagement device CB. Any of the gear stages of is formed. In this embodiment, the gear stage formed by the mechanical stepped transmission unit 20 is referred to as an AT gear stage. The AT input rotation speed ωi is the rotation speed (angular velocity) of the input rotation member of the mechanical stepped speed change unit 20, which is the same value as the rotation speed of the intermediate transmission member 30, and the rotation speed of the second rotary machine MG2. It is the same value as the MG2 rotation speed ωm. The AT input rotation speed ωi can be expressed by the MG2 rotation speed ωm. The output rotation speed ωo is the rotation speed of the output shaft 22 which is the output rotation speed of the mechanical stepped speed change unit 20, and is the total of the electric stepless speed change unit 18 and the mechanical stepped speed change unit 20 combined. It is also the output rotation speed of the vehicle automatic transmission 40.

As shown in the engagement operation table of FIG. 2, the mechanical stepped transmission 20 is used as a plurality of AT gear stages for advancing the 4th speed of the AT 1st gear (1st) to the AT 4th gear (4th). An AT gear stage is formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller toward the high speed side, that is, the AT 4th gear on the high side. The engagement operation table in FIG. 2 summarizes the relationship between each AT gear stage and each operation state of the engagement device CB. “○” indicates engagement, “△” indicates engine braking or mechanical presence. Engagement at the time of coast down shift of the gear shift unit 20, and blank indicates release. Since the one-way clutch F1 is provided in parallel with the brake B2 forming the AT 1st gear, it is not necessary to engage the brake B2 when starting or accelerating. When all the engaging devices CB are released, the mechanical stepped transmission unit 20 is put into a neutral state in which power transmission is cut off.

The mechanical stepped speed change unit 20 is engaged with the release side engagement device of the engagement device CB and the engagement device CB according to the accelerator operation of the driver, the vehicle speed V, etc. by the electronic control device 80. The AT gear stage formed is switched by the so-called clutch-to-clutch shift in which the engagement of the side engaging device is controlled. That is, any one of the plurality of AT gear stages is selectively formed. For example, in the upshift (2 → 3 upshift) from the AT2nd gear "2nd" to the AT3rd gear "3rd", as shown in the engagement operation table of FIG. 2, the clutch serving as the release side engagement device is used. B1 is released, and among the engaging devices (clutch C1 and clutch C2) that are engaged in the AT3 speed gear stage "3rd", the engaging side engagement that was released before the 2 → 3 up shift The clutch C2, which is a device, is engaged. At this time, the release transient pressure of the brake B1 and the engagement transient pressure of the clutch C2 are pressure-adjusted and controlled according to a predetermined change pattern or the like.

FIG. 4 is a circuit diagram showing a main part of the flood control circuit 54 including the linear solenoid valves SL1 to SL4 for controlling the engagement / disengagement of the engagement device CB. The hydraulic control circuit 54 includes a mechanical oil pump 100 that is rotationally driven by the engine 14 and an electric oil pump 104 that is rotationally driven by the pump motor 102 when the engine is not operating as a hydraulic source for the engaging device CB. There is. The hydraulic oil output from these oil pumps 100 and 104 is supplied to the line pressure oil passage 110 via the check valves 106 and 108, respectively, and the predetermined line pressure is determined by the line pressure control valve 112 such as the primary regulator valve. The pressure is adjusted to PL. A linear solenoid valve SLT is connected to the line pressure control valve 112, and the linear solenoid valve SLT is electrically controlled by the electronic control device 80 to signal using the modulator oil pressure Pmo, which is a substantially constant pressure, as the original pressure. Output pressure Pslt. Then, when the signal pressure Pslt is supplied to the line pressure control valve 112, the spool 114 of the line pressure control valve 112 is urged by the signal pressure Pslt, and the spool 114 moves while changing the opening area of the discharge flow path 116. By being moved in the axial direction, the line pressure PL is adjusted according to the signal pressure Pslt. The line pressure PL is adjusted according to, for example, the accelerator opening degree θacc, which is an output request amount. The linear solenoid valve SLT is an electromagnetic pressure regulating valve for adjusting the line pressure, and the line pressure control valve 112 is a hydraulic control valve that regulates the line pressure PL according to the signal pressure Pslt supplied from the linear solenoid valve SLT. The line pressure adjusting device 118 includes the line pressure control valve 112 and the linear solenoid valve SLT.

The hydraulic oil of the line pressure PL adjusted by the line pressure adjusting device 118 is supplied to the linear solenoid valves SL1 to SL4 and the like via the line pressure oil passage 110. The linear solenoid valves SL1 to SL4 are arranged corresponding to the hydraulic actuators (hydraulic cylinders) 120, 122, 124, 126 of the clutches C1, C2, brakes B1 and B2, and are supplied from the electronic control device 80. By controlling the output hydraulic pressure (engagement hydraulic pressure Pcb) according to the hydraulic control command signal Sat, the clutches C1, C2, brakes B1 and B2 are individually engaged and released, and the AT 1st gear to AT 4th gear Any one of the AT gear stages is formed. These linear solenoid valves SL1 to SL4 are solenoid valves that selectively engage the clutches C1 and C2 and the brakes B1 and B2 according to the hydraulic control command signal Sat supplied from the electronic control device 80.

FIG. 3 is a collinear diagram showing the relative relationship between the rotation speeds of the rotating elements in the electric continuously variable transmission 18 and the mechanical continuously variable 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 electric stepless speed change unit 18 are sun gears corresponding to the second rotating element RE2 in order from the left side. The g-axis representing the rotation speed of S0 (MG1 rotation speed ωg), the e-axis representing the rotation speed (engine rotation speed ωe) of the carrier CA0 corresponding to the first rotation element RE1, and corresponding to the third rotation element RE3. It is an m-axis representing the rotation speed (MG2 rotation speed ωm, AT input rotation speed ωi) of the ring gear R0. Further, the four vertical lines Y4, Y5, Y6, and Y7 of the mechanical stepped speed change unit 20 correspond to the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4 and the fifth rotation element RE5 in this order from the left. The rotational speeds of the mutually connected ring gear R1 and carrier CA2 (output rotational speed ωo), the rotational speeds of the interconnected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the seventh rotational element RE7. It is an axis which represents the rotation speed of the sun gear S1 respectively. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio (number of teeth ratio) ρ0 of the differential mechanism 32. The distance between the vertical lines Y4, Y5, Y6, and Y7 is determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 36 and 38.

Expressed using the co-line diagram of FIG. 3, in the differential mechanism 32 of the electric continuously variable transmission 18, the engine 14 (see “ENG” in the figure) is connected to the first rotating element RE1 and the second The first rotating machine MG1 (see "MG1" in the figure) is connected to the rotating element RE2, and the second rotating machine MG2 (see "MG2" in the figure) is connected to the third rotating element RE3 which rotates integrally with the intermediate transmission member 30. Is connected so that the rotation of the engine 14 is transmitted to the mechanical stepped speed change unit 20 via the intermediate transmission member 30. In the electric continuously variable transmission 18, the straight lines L0 and L0R that cross the vertical line Y2 indicate the relationship between the rotation speeds of the sun gear S0, the carrier CA0, and the ring gear R0.

Further, in the mechanical stepped speed change unit 20, the fourth rotating element RE4 is selectively connected to the intermediate transmission member 30 via the clutch C1, the fifth rotating element RE5 is connected to the output shaft 22, and the sixth rotating element is connected. The RE6 is selectively connected to the intermediate transmission member 30 via the clutch C2 and selectively connected to the case 16 via the brake B2, and the seventh rotating element RE7 is selectively connected to the case 16 via the brake B1. It is designed to be connected. In the mechanical stepped speed change unit 20, the AT gear stages "1st", "2nd", and "2nd" are formed by the straight lines L1, L2, L3, L4, and LR that cross the vertical line Y5 by the engagement release control of the engagement device CB. The relationship between the mutual rotation speeds of the rotating elements RE4 to RE7 in "3rd", "4th", and "Rev" is shown. Rev is the reverse gear stage, which is the same as the AT 1st gear stage "1st" in which the clutch C1 and the brake B2 are engaged, and is established by rotationally driving the fourth rotating element RE4, which is an input element, in the reverse rotation direction. Be done.

The straight lines L0 and the straight lines L1, L2, L3, and L4 shown by solid lines in FIG. 3 are the relative rotation speeds of the respective rotating elements in the forward running in the hybrid running mode in which the engine running at least with the engine 14 as the drive source is possible. Is shown. In this hybrid traveling mode, in the differential mechanism 32, the reaction force torque Tg, which is a negative torque (regenerative torque) by the first rotary machine MG1, is forward rotation with respect to the engine torque Te input to the carrier CA0, and the sun gear S0. When input to, the engine direct torque Td [= Te / (1 + ρ0) = − (1 / ρ0) × Tg] that becomes a positive torque in the forward rotation appears in the ring gear R0. Then, 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 according to the required driving force such as the accelerator opening θacc, among the AT 1st gear to the AT 4th gear. It is transmitted to the drive wheels 28 via the mechanical stepped speed change unit 20 in which any AT gear stage is formed. At this time, the first rotary machine MG1 functions as a generator that generates negative torque in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 52 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 52 in addition to the generated power Wg.

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

The straight line L0R and the straight line LR shown by the broken lines in FIG. 3 indicate the relative rotation speeds of the respective rotating elements 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 mechanical stepped speed change unit 20. The electronic control device 80 is in a state where the AT 1st speed gear stage "1st" is formed as the low speed side (low side) gear stage for advancing among the AT 1st speed gear stage "1st" to the AT 4th speed gear stage "4th". For reverse, which is the reverse motor torque whose positive and negative are opposite to the forward MG2 torque Tm (here, the force running torque which is the positive torque of forward rotation; in particular, it is expressed as MG2 torque TmF), which is the forward electric torque. The MG2 torque Tm (here, the force running torque that becomes the negative torque of the negative rotation; in particular, it is expressed as the MG2 torque TmR) is output from the second rotating machine MG2, so that the vehicle can run backward. 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 performing the forward traveling). Even in the hybrid driving mode, the second rotating machine MG2 can be negatively rotated as in the straight line L0R while the engine 14 is rotating in the forward rotation direction. Therefore, the reverse traveling is performed in the same manner as in the motor driving mode. It is possible. It should be noted that a mechanical stepped transmission unit having a reverse gear stage that reverses the input rotation and outputs the output can also be adopted.

In the vehicle drive device 12, the carrier CA0 as the first rotating element RE1 to which the engine 14 is connected so as to be able to transmit power, and the sun gear S0 as the second rotating element RE2 to which the first rotating machine MG1 is connected so as to be able to transmit power. And the ring gear R0 as the third rotating element RE3 to which the second rotating machine MG2 is connected so as to be able to transmit power, and the differential mechanism 32 having three rotating elements, the operating state of the first rotating machine MG1 can be changed. An electric continuously variable transmission 18 is configured in which the differential state of the differential mechanism 32 is controlled by being controlled. That is, the engine 14 has a differential mechanism 32 connected so as to be able to transmit power, and a first rotating machine MG1 connected to the differential mechanism 32 so as to be able to transmit power, and the operating state of the first rotating machine MG1. Is controlled to form an electric continuously variable transmission 18 in which the differential state of the differential mechanism 32 is controlled. In the electric continuously variable transmission unit 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 stepless (= ωe / ωm). It can be operated as an electrically continuously variable transmission that can be changed (continuously).

For example, in the hybrid traveling mode, the first rotating machine has a rotation speed of the ring gear R0 which is constrained by the rotation of the drive wheels 28 by forming a predetermined AT gear stage in the mechanical stepped speed change unit 20. When the rotation speed of the sun gear S0 is increased or decreased by controlling the rotation speed of the MG1, the rotation speed of the carrier CA0 (that is, the engine rotation speed ωe) is increased or decreased. Therefore, in the engine running with the engine 14 as the drive source, the engine 14 can be operated at an efficient operating point. That is, the automatic transmission 40 for a vehicle is a continuously variable transmission as a whole by the mechanical stepped transmission 20 in which a predetermined AT gear stage is formed and the electric continuously variable transmission 18 operated as a continuously variable transmission. Can be configured.

Further, since the electric continuously variable transmission 18 can be changed like a stepped transmission, the mechanical stepped transmission 20 on which the AT gear stage is formed and the stepped transmission can be changed. With the electric continuously variable transmission unit 18, the automatic vehicle transmission 40 as a whole can shift gears like a stepped transmission. That is, in the automatic transmission 40 for vehicles, any one of a plurality of gears (referred to as simulated gears) having different gear ratios γt (= ωe / ωo) of the engine rotation speed ωe with respect to the output rotation speed ωo is selectively established. It is possible to coordinately control the mechanical stepped speed change unit 20 and the electric stepless speed change unit 18. The gear ratio γt is a total gear ratio formed by the electric continuously variable transmission 18 and the mechanical continuously variable transmission 20 arranged in series, and is the gear ratio γ0 of the electric continuously variable transmission 18. The value is obtained by multiplying the gear ratio γat of the mechanical stepped transmission unit 20 (γt = γ0 × γat).

As shown in FIG. 5, for example, a plurality of simulated gear stages are established by controlling the engine rotation speed ωe by the first rotary machine MG1 according to the output rotation speed ωo so that the respective gear ratios γt can be maintained. Can be done. The gear ratio γt of each simulated gear stage does not necessarily have to be a constant value (a straight line passing through the origin 0 in FIG. 5), may be changed within a predetermined range, and is limited by the upper limit or lower limit of the rotation speed of each part. May be added. FIG. 5 shows a case where a 10-speed shift having a simulated 1st gear to a simulated 10th gear as a plurality of simulated gears is possible. As is clear from FIG. 5, the plurality of simulated gear stages need only control the engine rotation speed ωe according to the output rotation speed ωo, and is related to the type of AT gear stage of the mechanical stepped transmission 20. It is possible to establish a predetermined simulated gear stage without any problem.

The simulated gear stage is, for example, a combination of each AT gear stage of the mechanical stepped transmission unit 20 and a gear ratio γ0 of one or a plurality of types of electric continuously variable transmission units 18 to form each AT of the mechanical stepped transmission unit 20. It is assigned to establish one or more types for each gear stage. FIG. 6 is an example of a gear stage allocation (gear stage allocation) table, in which simulated 1st gear to simulated 3rd gear are established for AT 1st gear, and simulated 4 for AT 2nd gear. A simulated 7th gear to a simulated 6th gear is established, a simulated 7th gear to a simulated 9th gear is established for the AT 3rd gear, and a simulated 10th gear is established for the AT 4th gear. It is predetermined so that it can be established. FIG. 7 illustrates a case where the simulated 4-speed gear stage to the simulated 6-speed gear are established when the AT gear stage of the mechanical stepped speed change unit 20 is the AT 2nd speed gear stage on the same line diagram as in FIG. Each simulated gear stage is established by controlling the electric continuously variable transmission unit 18 so that the engine rotation speed ωe realizes a predetermined gear ratio γt with respect to the output rotation speed ωo.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 80 that functions as a controller that controls an engine 14, an electric continuously variable transmission 18, a mechanical continuously variable transmission 20, and the like. 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 is configured to include, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. By performing signal processing, various controls of the vehicle 10 are executed. The electronic control device 80 corresponds to a shift control device, and is configured to have a plurality of electronic control devices for engine control, hybrid control, shift control, etc., if necessary.

The electronic control device 80 includes an engine rotation speed sensor 60, an MG1 rotation speed sensor 62, an MG2 rotation speed sensor 64, an output rotation speed sensor 66, an accelerator opening sensor 68, and a throttle valve opening sensor 70 provided in the vehicle 10. From the oil temperature sensor 72, shift position sensor 76, battery sensor 78, etc., the engine rotation speed ωe, the MG1 rotation speed ωg which is the rotation speed of the first rotary machine MG1, the MG2 rotation speed ωm which is the AT input rotation speed ωi, and the vehicle speed V The output rotation speed ωo corresponding to, the accelerator opening θacc which is the driver's acceleration request amount (that is, the operation amount of the accelerator pedal), the throttle valve opening θth which is the opening of the electronic throttle valve, and the hydraulic oil of the hydraulic control circuit 54. Various types necessary for control such as temperature soil, operation position (operation position) POSsh of shift lever 56 as a shift operation member provided in the vehicle 10, battery temperature THbat of battery 52, battery charge / discharge current Ibat, battery voltage Vbat, etc. Information is supplied. Further, from the electronic control device 80, engine control for controlling the engine 14 to the throttle actuator, the fuel injection device, the engine control device 58 such as the ignition device, the inverter 50, the hydraulic control circuit 54, etc. provided in the vehicle 10 Command signal Se, rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, and for controlling the operating state of the pump motor 102 and the engaging device CB (that is, mechanical stepped stage). The flood control command signal Sat and the like for controlling the shift of the transmission unit 20 are output respectively. The hydraulic control command signal Sat is, for example, a command signal (driving current) for driving the linear solenoid valves SL1 to SL4 for adjusting the pressure of each engaging hydraulic pressure Pcb supplied to the respective hydraulic actuators 120 to 126 of the engaging device CB. Is.

The operating position POSsh of the shift lever 56 is, for example, P, R, N, D, S positions. The P position is a P (parking) range in which the mechanical stepped transmission 20 is placed in a neutral state in which power cannot be transmitted by releasing any of the engaging devices CB, and the rotation of the output shaft 22 is mechanically blocked (locked). This is the operation position to select. The R position is an operation position for selecting the R (reverse) range that enables the vehicle 10 to travel backward by the MG2 torque TmR for reverse movement in the state where the AT1 speed gear stage of the mechanical stepped transmission 20 is formed. .. The N position is an operation position for selecting the N (neutral) range in which the vehicle automatic transmission 40 is in the neutral state. The D position is automatically changed by using all the simulated gears of the simulated 1st gear to the simulated 10th gear with the shift of the AT 1st gear to the AT 4th gear of the mechanical stepped transmission 20. Is an operation position for selecting a D (drive) range that enables forward traveling by executing stepless speed change control for steplessly shifting the electric stepless speed change unit 18. The S position is provided adjacent to the D position, and when the shift lever 56 is operated to the S position while the D range is selected, the machine is manually operated (manually operated) by the up / down switch, lever, etc. Select any simulated gear from the simulated 1st gear to the simulated 10th gear with shifting from the AT 1st gear to the AT 4th gear of the stepped speed change unit 20, or to the high speed side simulated gear. It is possible to select an S (sequential) mode in which it is possible to select a plurality of shift ranges in which shifting is restricted. The shift lever 56 corresponds to a range switching operation member capable of switching to a plurality of ranges by being artificially operated, and also serves as an S mode selection switch for selecting the S mode in this embodiment.

The electronic control device 80 calculates the remaining charge (charge state) 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 has, for example, a rechargeable power (input chargeable power) Win that defines a limit of the input power of the battery 52 based on the battery temperature THbat and the remaining stored SOC of the battery 52, and the output power of the battery 52. Calculate the dischargeable power (outputtable power) Wout that specifies the limit of. 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 squeezed. Further, the rechargeable power Win is reduced as the remaining charge SOC is larger, for example, in a region where the remaining charge SOC is large. The dischargeable power Wout is reduced as the remaining stored SOC is smaller, for example, in a region where the remaining amount of stored SOC is smaller.

The electronic control device 80 functionally includes a hybrid control unit 82, a continuously variable transmission control unit 84, an AT shift control unit 86, and a simulated stepped speed change control unit 88 in order to execute various controls in the vehicle 10. ..

The hybrid control unit 82 functions as an engine control unit that controls the operation of the engine 14 and as a rotary machine control unit that controls the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 50. The engine 14, the first rotary machine MG1, and the second rotary machine MG2 execute hybrid drive control and the like by the control function thereof. For example, the required drive power Pdem (in other words, the required drive torque Tdem at the vehicle speed V at that time) is calculated based on the accelerator opening θacc and the vehicle speed V, etc., and the chargeable / dischargeable power Win, Wout, etc. of the battery 52 are taken into consideration. Then, a command signal (engine control command signal Se and rotary machine control command signal Smg) for controlling the engine 14, the first rotary machine MG1, and the second rotary machine MG2 is output so as to realize the required drive power Pdem. .. The engine control command signal Se is, for example, a command value of the engine power Pe that outputs the engine torque Te at the engine rotation speed ωe at that time. The rotary machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotary machine MG1 that outputs the reaction torque of the engine torque Te (MG1 torque Tg at the MG1 rotation speed ωg at that time), and the command value thereof. It is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed ωm at that time.

The hybrid control unit 82 selectively establishes the motor traveling mode or the hybrid traveling mode as the traveling mode according to the vehicle state. For example, when the required drive power Pdem is in a motor running region (for example, a region where the vehicle speed is low and the driving torque is low) smaller than a predetermined threshold value, the engine 14 is stopped and the vehicle runs only on the second rotary machine MG2. On the other hand, when the required drive power Pdem is in the hybrid traveling region where the required drive power Pdem is equal to or higher than a predetermined threshold value, the hybrid traveling mode in which the engine 14 is operated to travel is established. In the hybrid driving mode, the electric energy from the regeneratively controlled first rotating machine MG1 and / or the electric energy from the battery 52 is supplied to the second rotating machine MG2, and the second rotating machine MG2 is driven (power running control). By applying torque to the drive wheels 28, torque assist for assisting the power of the engine 14 is executed as needed. Further, even in the motor traveling region, when the remaining stored SOC of the battery 52 and the dischargeable power Wout are less than a predetermined threshold value, the hybrid traveling mode is established. The start of the engine 14 when shifting from the motor driving mode to the hybrid driving mode can be performed by, for example, raising the engine rotation speed ωe by the first rotary machine MG1 and cranking it regardless of whether the engine 14 is running or stopped. it can.

The continuously variable transmission control unit 84 operates the electric continuously variable transmission unit 18 as a continuously variable transmission to operate the automatic vehicle transmission 40 as a whole as a continuously variable transmission, and considers, for example, an engine optimum fuel consumption line. Then, by controlling the engine 14 and the generated power Wg of the first rotary machine MG1 so that the engine power Pe that realizes the required drive power Pdem becomes the engine rotation speed ωe and the engine torque Te, the engine power Pe is obtained. The continuously variable transmission control of the electric continuously variable transmission 18 is executed to change the gear ratio γ0 of the electric continuously variable transmission 18. As a result of this control, the overall gear ratio γt when the vehicle automatic transmission 40 is operated as a continuously variable transmission is controlled.

The AT shift control unit 86 makes a shift determination of the mechanical stepped shift unit 20 by using the AT gear shift map that is experimentally or designly obtained and stored (that is, predetermined) in advance, and is necessary. Engage with the solenoid valves SL1 to SL4 so as to execute the shift control of the mechanical stepped speed change unit 20 and automatically switch between the AT 1st speed gear stage to the AT 4th speed gear stage of the mechanical stepped speed change unit 20. The flood control command signal Sat for switching the engagement release state of the device CB is output to the flood control circuit 54. The AT gear shift map is defined by the shift conditions, for example, the shift line shown with "AT" in FIG. 8, the solid line is the up shift line, the broken line is the down shift line, and a predetermined hysteresis. Is provided. This shift map is on two-dimensional coordinates with parameters such as output rotation speed ωo (here, vehicle speed V is also agreed) and accelerator opening θacc (here, required drive torque Tdem and throttle valve opening θth are also agreed). As the output rotation speed ωo increases, the gear is switched to the AT gear stage on the high speed side (high side) where the gear ratio γat is small, and as the accelerator opening θacc increases, the gear ratio γat increases on the low speed side (low side). ) Is set to be switched to the AT gear stage. The AT shift control unit 86 also switches the AT gear stage as necessary according to the allocation table of FIG. 6 according to a shift instruction of the simulated gear stage manually operated by the driver. For example, when the shift between the simulated 3rd gear and the simulated 4th gear is included, the shift between the AT 1st gear and the AT 2nd gear is performed, and the shift between the simulated 6th gear and the simulated 7th gear is performed. When the gear is included, the gear is changed between the AT 2nd gear and the AT 3rd gear, and when the gear is changed between the simulated 9th gear and the simulated 10th gear, the AT 3rd gear and the AT 4th gear are used. Shift gears in between.

The simulated stepped speed change control unit 88 shifts the electric continuously variable transmission unit 18 like a stepped transmission, and shifts the vehicle automatic transmission 40 as a whole like a stepped transmission. The simulated stepped speed change control unit 88 determines the shift of the automatic transmission 40 for vehicles using a predetermined simulated gear stage shift map, and the AT shift control unit 86 determines the shift of the mechanical stepped speed change unit 20. In cooperation with the shift control of the above, the shift control (stepped shift) of the electric stepless speed change unit 18 is executed so as to selectively establish any one of the plurality of simulated gear stages. Similar to the AT gear shift map, the simulated gear shift map is a predetermined shift condition with the output rotation speed ωo and the accelerator opening θacc as parameters. FIG. 8 is an example of a simulated gear shift map, in which the solid line is the up shift line and the broken line is the down shift line. By switching the simulated gear according to the simulated gear shift map, the automatic transmission 40 for vehicles in which the electric continuously variable transmission 18 and the mechanical stepped transmission 20 are arranged in series as a whole becomes a stepped transmission. A similar shift feeling can be obtained. In the simulated stepped speed change control in which the vehicle automatic transmission 40 as a whole shifts like a stepped transmission, for example, when the driver selects a driving mode that emphasizes driving performance such as a sports driving mode, or the required drive torque Tdem is set. When the size is relatively large, the automatic transmission 40 for vehicles may be executed in preference to the continuously variable transmission that operates as a continuously variable transmission as a whole, but basically, it is simulated stepped except when a predetermined execution is restricted. Shift control may be performed. The simulated stepped speed change control unit 88 also switches the simulated gear stage according to the shift instruction by the driver's manual operation such as an up / down switch.

The simulated stepped speed change control by the simulated stepped speed change control unit 88 and the shift control of the mechanical stepped speed change unit 20 by the AT shift control unit 86 are executed in cooperation with each other. In this embodiment, 10 types of simulated gears of simulated 1st gear to simulated 10th gear are assigned to 4 types of AT gears of AT 1st gear to AT 4th gear. For this reason, when shifting between the simulated 3rd gear and the simulated 4th gear (expressed as simulated 3⇔4 shifting) is performed between the AT 1st gear and the AT 2nd gear. (Represented as AT1⇔2 shift), AT2⇔3 shift is performed when simulated 6⇔7 shift is performed, and AT3⇔4 shift is performed when simulated 9⇔10 shift is performed. Is performed (see FIGS. 6 and 8). Therefore, the AT gear shift map is defined so that the AT gear shift is performed at the same timing as the shift timing of the simulated gear gear. Specifically, the upshift lines of the simulated gear stages "3 → 4", "6 → 7", and "9 → 10" in FIG. 8 are the AT gear stage shift maps "1 → 2" and "2". It coincides with each upshift line of "→ 3" and "3 → 4" (see "AT1 → 2" etc. described in FIG. 8). Further, the down shift lines of the simulated gear stages "3 ← 4", "6 ← 7", and "9 ← 10" in FIG. 8 are "1 ← 2" and "2 ← 3" of the AT gear stage shift map. , "3 ← 4" coincides with each down shift line (see "AT1 ← 2" etc. described in FIG. 8). Alternatively, the shift command of the AT gear stage may be output to the AT shift control unit 86 based on the shift determination of the simulated gear stage based on the simulated gear shift map of FIG. In this way, the AT shift control unit 86 switches the AT gear stage of the mechanical stepped speed change unit 20 when the simulated gear stage is switched. Since the AT gear is changed at the same timing as the simulated gear, the mechanical stepped transmission 20 is changed along with the change in the engine rotation speed ωe, and the mechanical stepped transmission 20 is changed. Even if there is a shock due to the shift of the transmission unit 20, the driver is less likely to feel uncomfortable.

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

The electronic control device 80 also functionally includes a failure diagnosis unit (OBD; On Board Diagnosis) 90, a shift limiting unit 92, and a return control unit 94, as shown in FIG.

The failure diagnosis unit 90 diagnoses failures of various control systems including shift control, sensors, actuators, etc., displays an abnormality on the display, and stores the details of the failure. In addition, a predetermined fail-safe will be implemented according to the content of the failure as necessary.

The shift limiting unit 92 prohibits shifting to any of the AT 1st gear to the AT 4th gear (prohibited AT gear) of the mechanical stepped transmission 20 according to a predetermined prohibition condition. To do. For example, in order to suppress a shift shock or the like, a machine is used as a prohibition condition when the oil temperature is low, that is, when the hydraulic oil temperature toil is equal to or less than a predetermined low oil temperature determination value toil *, which deteriorates the accuracy of hydraulic control. In order to reduce the frequency of shifting of the stepped speed change unit 20, for example, shifting to a high-speed AT gear stage higher than the AT 3rd speed gear stage is prohibited. If necessary, shifting to the AT 2nd gear or higher on the high speed side AT gear may be prohibited and fixed to the AT 1st gear, or only the AT 4th gear may be prohibited. Even when the battery temperature THbat is low or the temperature of the second rotary machine MG2 is high, the shift control may be impaired due to the charge / discharge limitation of the battery 52. You may prohibit shifting to. Further, even when the linear solenoid valves SL1 to SL4 are failing due to the valve sticks (foreign matter biting, etc.) involved in the shifting of the AT gear stage, the shifting to the related AT gear stage is prohibited with the failing as a prohibition condition. To. It is also possible to prohibit shifting to a predetermined AT gear stage (prohibited AT gear stage) with artificial operation or other factors as a prohibition condition. On the other hand, even when shifting to the prohibited AT gear is prohibited in this way, the simulated gear is allowed to shift to the (assigned) simulated gear corresponding to the prohibited AT gear. Further, when the hydraulic oil temperature toy exceeds the low oil temperature determination value toil * or the valve stick is canceled and the release condition for shifting to the prohibited AT gear stage is satisfied, the shift prohibition is canceled.

Here, when the speed change limiting unit 92 prohibits the mechanical stepped speed change unit 20 from shifting to a predetermined prohibited AT gear stage, the assignment relationship between the simulated gear stage and the AT gear stage shifts due to the shift prohibition. Collapse may occur. In that case, if the shift prohibition is lifted, the AT gear stage may be shifted independently, causing a sense of discomfort due to a shift shock or the like. If the AT gear is changed according to the shift timing of the simulated gear, the AT gear is changed along with the change in the engine speed ωe, so that discomfort due to a shift shock or the like can be suppressed. If the gear shifting is slowed down and the assigned state is prolonged, the failure diagnosis unit 90 may make an erroneous failure diagnosis, or the fuel efficiency and NV performance may deteriorate.

When the shift prohibition to the prohibited AT gear stage is released by the shift limiting unit 92, the return control unit 94 suppresses a sense of discomfort due to a shift shock or the like, and also causes a false diagnosis and fuel consumption of the failure diagnosis unit 90. While suppressing the deterioration of NV performance, the simulated stepped speed change control unit 88 returns to the normal simulated stepped speed change control, that is, the shift control according to the allocation table shown in FIG. 6, and steps S1 to S6 in FIG. 9 ( Hereinafter, signal processing is performed simply according to (S1 to S6).

In S1 of FIG. 9, it is determined whether or not the release condition for canceling the shift prohibition to the prohibited AT gear stage by the shift limiting unit 92 is satisfied. Specifically, for example, it is determined whether or not the hydraulic oil temperature toy exceeds the low oil temperature determination value toil *, whether or not the valve stick has been eliminated, and the like, but whether or not the release condition is satisfied from the shift limiting unit 92. You may read the information of whether or not. Then, when the cancellation condition is satisfied, S2 or less is executed.

In S2, it is determined whether or not the vehicle state is such that the shift of the AT gear and the simulated gear is unnecessary regardless of the cancellation of the shift prohibition to the prohibited AT gear. FIG. 10 is a shift map relating to upshifting from the simulated 6th gear to the simulated 8th gear, and the simulated 6 → 7 upshift (upshift from the simulated 6th gear to the simulated 7th gear) is It is common with the upshift line of AT2 → 3. In this shift map, the accelerator opening θacc and the vehicle speed V (substantially the same even at the output rotation speed ωo) are defined as parameters, and as the vehicle speed V increases, the simulated gear stage and the AT gear stage are moved to the high speed side gear stage. It is stipulated to shift gears. Then, for example, when the hydraulic oil temperature toil is equal to or less than the low oil temperature judgment value toil * and the shift to the AT 3rd gear or higher is prohibited, the shift is lower than the simulated 6 → 7 up shift line as shown by the diagonal line. If the simulated gear is less than or equal to the simulated 6th gear and the AT gear is less than or equal to the AT 2nd gear in the vehicle state on the vehicle speed side, the prohibition of shifting to the AT 3rd gear or higher is lifted. Regardless of this, shifting is not required for both the AT gear and the simulated gear, and the judgment of S2 is YES (affirmative). S2 is the return condition I, and if shifting is not necessary in this way, there is no problem even if the prohibition of shifting to the prohibited AT gear is immediately canceled. Therefore, execution of S6 prohibits shifting to the prohibited AT gear. To cancel. As a result, the simulated stepped speed change control unit 88 performs normal shift control according to the allocation table shown in FIG. 6 according to the subsequent change in the vehicle state. If shifting to the AT gear stage on the low speed side or the AT gear stage in the middle is prohibited due to valve failure or the like and there is a possibility of down shifting at the time of return, the judgment of S2 should be made based on the down shifting map or the like. good. FIG. 10 is substantially the same as the shift map of FIG.

When the judgment of S2 is NO (negative), that is, when it is necessary to shift to the prohibited AT gear stage due to the cancellation of the shift prohibition to the prohibited AT gear stage, S3 is executed, and the load is low and steady. Judge whether the vehicle is in a running state. Whether or not the load is low is determined by whether or not all or part of the engine speed ωe, accelerator opening θacc, throttle valve opening θth, AT input torque, etc. are all or less than the predetermined low load determination values. it can. Whether or not it is in a steady running state is determined by, for example, that all or part of changes in engine speed ωe, accelerator opening θacc, throttle valve opening θth, vehicle speed V, AT input torque, etc. are less than or equal to the predetermined steady judgment values. It can be judged by whether or not. This S3 is the return condition II. In such a low load and steady running state, the shift control of the AT gear stage is easy and the shift shock is relatively small. Therefore, regardless of the presence or absence of the shift of the simulated gear stage. First, S6 is executed to release the prohibition of shifting to the prohibited AT gear stage. As a result, although there is a possibility of causing a sense of discomfort due to a slight shift shock or the like, the failure diagnosis unit 90 promptly eliminates the assignment collapse and returns to the normal shift control by the simulated stepped shift control unit 88. It is possible to suppress erroneous diagnosis, fuel consumption, and deterioration of NV performance.

In FIG. 11, when the hydraulic oil temperature toil is below the low oil temperature judgment value toil * and shifting to the AT 3rd gear or higher is prohibited, the hydraulic oil temperature exceeds the low oil temperature judgment value toil * and exceeds the AT 3rd gear. This is an example of a time chart when the gear shift prohibition is lifted. The time t1 is the time when the hydraulic oil temperature toy exceeds the low oil temperature determination value toil *, the release condition is satisfied, and the determination of S1 becomes YES. Before the time t1, for example, as shown at point A in FIG. 10, the simulated gear stage is 7th gear, and the AT gear stage is limited to the AT 2nd speed gear stage by prohibiting shifting to the AT 3rd speed gear stage. In that case, the independent upshift of AT2 → 3 is required when the shift prohibition is lifted, but when the return condition II is satisfied, the shift shock is relatively small, so the independent upshift of AT2 → 3 is executed as it is. By doing so, by promptly returning to the normal shift control by the simulated stepped shift control unit 88, it is possible to preferentially eliminate the misdiagnosis of the failure diagnosis unit 90 due to the assignment collapse and the deterioration of fuel consumption and NV performance. .. The solid line in FIG. 11 is a case where the single upshift of AT2 → 3 is performed immediately after the return condition II is satisfied.

When the judgment of S3 is NO, that is, it is necessary to shift to the prohibited AT gear stage when the prohibition of shifting to the prohibited AT gear stage is lifted, and the return condition II which is a low load and a steady running state is not satisfied. In this case, S4 is executed, and it is determined whether or not the vehicle is in a vehicle state in which the AT gear shift is accompanied by the shift of the simulated gear. For example, when the vehicle speed V changes from point B to point C in FIG. 10, an upshift determination is made from the simulated 7th gear to the simulated 8th gear, and the simulated gear and the AT gear are simultaneously shifted. Therefore, the judgment of S4 becomes YES. In S5, it is determined whether or not the vehicle is in a vehicle state with a low load and no battery charge limitation, that is, whether or not simultaneous shifting of the simulated gear stage and the AT gear stage can be appropriately performed. Whether or not the load is low is determined by whether or not all or part of the engine speed ωe, accelerator opening θacc, throttle valve opening θth, AT input torque, etc. are all or less than the predetermined low load determination values. it can. Whether or not there is a battery charge limit can be determined, for example, by whether or not the rechargeable power Win of the battery 52 is equal to or less than a predetermined charge limit determination value Win *. In this way, when the load is low and there is no charge limit for the battery 52, the intermediate transmission member 30 is controlled by the regenerative control of the second rotary machine MG2 when the AT2 → 3 upshift occurs as the vehicle speed V increases in the vehicle drive state. By reducing the rotational speed ωi, it is possible to appropriately suppress the shift shock.

The above S4 and S5 are the return conditions III, and if either of the judgments is NO, S2 or less is repeatedly executed. In that case, if S4 is YES and S5 is NO, only the simulated gear shift is performed. If the determinations of S4 and S5 are both YES, S6 is executed to release the prohibition of shifting to the prohibited AT gear stage. In this case, the engine rotation speed ωe changes due to the shift of the simulated gear stage, and the inertia at the time of AT2 → 3 up shifting can be appropriately absorbed by the regenerative control of the second rotating machine MG2, so that during acceleration / deceleration running. Even in such cases, it is possible to appropriately suppress discomfort due to shift shock or the like. That is, if the AT gear stage is independently changed during acceleration / deceleration, there is a high possibility that a shift shock or the like will cause a sense of discomfort. However, by waiting until the vehicle is in a state where the gear shifts simultaneously with the simulated gears, the simultaneous shifts with the simulated gears preferentially suppress the occurrence of discomfort due to shift shock or the like. The broken line in the time chart of FIG. 11 shows the case where the return control is performed according to the return condition III, and waits until the time t2 at which the simulated gear stage 7 → 8 upshift is performed as the vehicle speed V increases, and then the AT gear stage. This is the case when the 2 → 3 upshift is performed. Even when the 2 → 3 upshift is performed according to the return condition II (S3), it is desirable that the regenerative control of the second rotating machine MG2 absorbs the inertia at the time of the shift when the vehicle is in the driving state. A condition regarding the charge limitation of the battery 52 can be added. Further, if S5 is omitted and the determination of S4 becomes YES, S6 may be executed as it is to cancel the prohibition of shifting to the prohibited AT gear stage.

As described above, according to the speed change control device (electronic control device 80) of the vehicle 10 of the present embodiment, the simulated stepped speed change control unit 88 has a plurality of simulated gear stages in which the speed change ratio γt of the entire vehicle automatic transmission 40 is different. Since it is established, the engine rotation speed ωe can be gradually increased or decreased at the time of shifting the simulated gear by manual shifting or automatic shifting, and a shifting feeling similar to that of a mechanical stepped transmission can be obtained. For example, when the simulated gear stage is continuously upshifted as the vehicle speed V increases during acceleration, the engine rotation speed ωe is rhythmically increased or decreased according to the change in the simulated gear stage, resulting in an excellent acceleration feeling. Is obtained.

Further, since one or more simulated gears are assigned to each of the plurality of AT gears and the AT gears are changed at the same timing as the simulated gears, the AT gears are changed. At the time of shifting, the simulated gear stage is also changed at the same time, and the mechanical stepped speed change unit 20 is changed according to the change in the rotation speed of the engine 14, and the discomfort caused by the shift shock of the mechanical stepped speed change unit 20 is suppressed. It is done and the drive is improved.

In addition to the return condition III that allows shifting to the prohibited AT gear stage, provided that the simulated gear stage is accompanied by a shift when the condition for releasing the prohibition of shifting to the prohibited AT gear stage by the shift limiting unit 92 is satisfied. The return condition II that allows shifting to the prohibited AT gear stage without shifting the simulated gear stage and the return condition I when neither the simulated gear stage nor the AT gear stage shift is required are defined. Since the prohibition of shifting to the prohibited AT gear is lifted according to the three types of return conditions, shift shock is preferentially prevented according to the vehicle condition, or misdiagnosis of the failure diagnosis unit 90, fuel consumption, and deterioration of NV performance are caused. It is possible to prevent them preferentially and achieve both of them.

Specifically, in the case of a vehicle state in which shifting of both the AT gear stage and the simulated gear stage is unnecessary regardless of the cancellation of the shift prohibition to the prohibited AT gear stage, that is, the return condition I (S2) is satisfied and the prohibited AT When the gear shift prohibition is lifted, there is no risk of a shift shock, and the failure diagnosis unit 90 promptly returns to the normal shift control according to the allocation table by the simulated stepped shift control unit 88. Misdiagnosis, fuel consumption, deterioration of NV performance, etc. are appropriately suppressed.

Further, in the case of a vehicle state in which the load is low and the vehicle is in a steady running state, that is, when the return condition II (S3) is satisfied and the prohibition of shifting to the prohibited AT gear is released, the shifting control of the AT gear is easy. Since the shift shock is relatively small, there is a possibility of causing a sense of discomfort due to a slight shift shock, etc., but by quickly eliminating the assignment collapse and returning to the normal shift control by the simulated stepped shift control unit 88. , Misdiagnosis of the failure diagnosis unit 90, fuel consumption, deterioration of NV performance, etc. can be preferentially suppressed.

In addition, when the vehicle is in a vehicle state where the simulated gear gear is changed, the load is low, and there is no battery charge limit, that is, when the return condition III (S4 and S5) is satisfied and the prohibition on shifting to the prohibited AT gear is released. The engine rotation speed ωe changes due to the shift of the simulated gear, and the regeneration control of the second rotary machine MG2 can appropriately absorb the inertia when shifting from AT2 to 3 up, so even during acceleration / deceleration running. It is possible to appropriately suppress a feeling of strangeness due to a shift shock or the like. That is, if the AT gear stage is independently changed during acceleration / deceleration, there is a high possibility that a shift shock or the like will cause a sense of discomfort. However, by waiting until the simultaneous shift with the simulated gear, the occurrence of discomfort due to shift shock or the like is preferentially suppressed.

Although the embodiments of the present invention have been described in detail with reference to the drawings, this is merely an embodiment, and the present invention shall be carried out in a mode in which various modifications and improvements are made based on the knowledge of those skilled in the art. Can be done.

10: vehicle 14: engine 18: electric continuously variable transmission 20: Mechanical geared transmission unit 28: drive wheel 30: Intermediate transfer member 80: an electronic control unit (transmission control unit) 88: Simulated stepped shift control unit 92: transmission limiting unit 94: restoration control section MG1: first rotating machine (differential rotary machine) .omega.e: engine rotational speed .omega.o: output rotational speed

Claims (1)

An electric continuously variable transmission that can change the engine speed steplessly and transmit it to the intermediate transmission member by torque control of the differential rotary machine.
A mechanical stepped speed change that is disposed between the intermediate transmission member and the drive wheel and can mechanically establish a plurality of AT gear stages having different gear ratios of the rotation speed of the intermediate transmission member with respect to the output rotation speed. Department and
In the speed change control device of the vehicle having
A plurality of simulated gear stages in which the gear ratio of the engine rotation speed to the output rotation speed of the mechanical stepped transmission unit is different, and one or more simulated gear stages are established for each of the plurality of AT gear stages. Any one of the simulated gears is established from the simulated gears equal to or larger than the number of the plurality of AT gears, and the gears of the plurality of AT gears are changed to the AT gears, respectively. A simulated stepped speed change control unit that controls the speed change of the mechanical stepped speed change unit and shifts the electric stepless speed change unit in a stepped manner so as to be performed at the same time when the assigned simulated gear stage is changed.
Prioritizing shift control by the simulated stepped speed change control unit, a plurality of the mechanical stepped speed change units are allowed to shift gears of the simulated gear stage by the simulated stepped speed change control unit according to predetermined prohibition conditions. A shift limiting unit that prohibits shifting to a predetermined prohibited AT gear in the AT gear
When the condition for releasing the prohibition of shifting to the prohibited AT gear stage by the shift limiting unit is satisfied and the shift control is returned to the simulated stepped shift control unit, the prohibition is performed on condition that the gear shift of the simulated gear is accompanied. In addition to the case where the shift to the AT gear stage is permitted, the prohibited AT gear stage is subject to a plurality of types of return conditions, including the case where the shift to the prohibited AT gear stage is permitted without accompanying the shift to the simulated gear stage. A return control unit that releases the gear shift prohibition to
A speed change control device for a vehicle, which comprises.

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