JP2006161934A - Shift control device for vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for suppressing a shift shock in a vehicle drive device including an automatic transmission that performs clutch-to-clutch shift and an input clutch that can mechanically connect an engine and an automatic transmission.
In a shift transition process of an automatic transmission, a relationship between a release operation of a disengagement side engagement device and a release operation of an input clutch Ci and an engagement operation of an engagement side engagement device by a shift transient control means 118. Since the relationship with the engagement operation of the input clutch Ci is respectively controlled, the release side engagement device is exclusively involved by directly involving the release operation of the release side engagement device and the engagement operation of the engagement side engagement device. Even if each release / engagement operation is executed independently without passing torque directly from the engagement side to the engagement side engagement device, the shift shock is suppressed. Therefore, the clutch-to-clutch shift control for suppressing the shift shock does not need to control the timing of delicate torque transfer as in the prior art, and is easier than in the prior art.
[Selection] Figure 8

Description

  The present invention relates to a shift control device for a vehicle drive device, and particularly appropriately executes shift control of the drive device when an input shaft of a stepped automatic transmission is mechanically coupled to an engine by a clutch. It is about technology.

  Vehicle having an automatic transmission of a type in which a so-called clutch-to-clutch shift is performed in which the release operation of one of the two engagement devices and the engagement operation of the other engagement device are controlled simultaneously Is well known. For example, this is the vehicle described in Patent Document 1. This Patent Document 1 discloses an upshift by the clutch-to-clutch shift at the time of power-off traveling where the vehicle traveling state is a driven state where power is transmitted from the driving wheel side to the engine side.

Japanese Patent No. 2876820 Japanese Patent Laid-Open No. 10-234106 US Patent Publication No. 2003 / 0127262A1

  Generally, in order to suppress a shift shock in the shift transition process of the clutch-to-clutch shift, the hydraulic drain timing (release of the release side engagement device which is the release side engagement device of the two engagement devices). Time) and hydraulic application timing (engagement time) of the engagement side engagement device, which is the engagement device on the engagement side of the two engagement devices, is directly involved and appropriately controlled. Has always been a design issue for gear shifting control.

  For example, in the shift transition process of the clutch-to-clutch shift, the disengagement engagement device is exclusively engaged while temporarily disengaging both the disengagement engagement device and the engagement engagement device, that is, sliding. Since the torque is directly transferred to the engagement device, the engagement torque capacity of the two engagement devices when, for example, the engagement timing of the engagement device is relatively advanced. So-called overlap state occurs, and the stepped automatic transmission is temporarily locked, so-called tie-up occurs, and the output torque of the stepped automatic transmission is temporarily reduced or the engine rotation It is known that the speed temporarily decreases (decreases).

  In order to avoid a shift shock such as the feeling of pulling in the torque associated with the tie-up, for example, the engagement timing of the engagement side engagement device is relatively delayed, and the engagement torque of the two engagement devices is It can be considered that the clutch-to-clutch shift is executed in a so-called underlap state where the capacities do not overlap.

  However, in the underlap state, since the power transmission path in the automatic transmission is temporarily interrupted, the engine rotation speed may be increased.

  The present invention has been made against the background of the above circumstances, and its purpose is to perform clutch-to-clutch shifting by releasing one of the two engaging devices and engaging the other. In a vehicle drive device including a stepped automatic transmission and an input clutch capable of mechanically connecting the engine and the stepped automatic transmission, the clutch-to-clutch shift is appropriately controlled to suppress shift shock. It is in providing the control apparatus which performs.

  That is, the gist of the invention according to claim 1 is that: (a) a stepped automatic transmission that performs clutch-to-clutch shifting by releasing one of the two engaging devices and engaging the other. And an input clutch interposed between the engine and the input shaft of the stepped automatic transmission and capable of connecting and disconnecting the engine and the stepped automatic transmission. (B) In the shift transition process of the stepped automatic transmission, in addition to one release operation and the other engagement operation of the two engagement devices, A shift transient control means for controlling the clutch-to-clutch shift by releasing and engaging is included.

  According to this configuration, the two engagement devices are operated by the shift transient control means in the shift transient process of the vehicle drive device including the input clutch capable of connecting / disconnecting the mechanical connection between the engine and the stepped automatic transmission. Since the clutch-to-clutch shift is controlled by releasing and engaging the input clutch in addition to one releasing operation and the other engaging operation, the engagement on the releasing side of the two engaging devices is controlled. The relative relationship between the release timing of the release-side engagement device that is the combined device and the engagement timing of the engagement-side engagement device that is the engaging device on the engaging side is temporarily Shifting by directly engaging like a conventional clutch-to-clutch shift that transfers torque directly from the disengagement side engagement device to the engagement side engagement device while sliding both the engagement side engagement device. Even without control, shift shock can be suppressed. .

  In other words, in the shifting transition process, the shifting operation of the input clutch is applied by the shifting transient control means, so that the releasing operation of the releasing engagement device and the engaging operation of the engaging engagement device are performed. Shift shock can be suppressed even if each release / engagement operation is executed independently without directly engaging and passing torque directly from the release side engagement device to the engagement side engagement device. . Therefore, the clutch-to-clutch shift control in the above-described shift transition process for suppressing the shift shock does not need to control the timing of delicate torque transfer as in the conventional clutch-to-clutch shift. Can be easier.

  Here, preferably, in the invention according to claim 2, the shift transient control means is configured to perform an engagement operation of the input clutch and one of the two engagement devices to execute the clutch-to-clutch shift. The timing of the engaging operation of the engaging device on the engaging side is controlled. In this way, the engagement torque capacity rises so that the engagement-side engagement device has the engagement torque capacity after completion of the engagement of the input clutch, for example, in accordance with the engagement operation of the input clutch. Since the engine torque transmitted to the output shaft of the automatic transmission during clutch-to-clutch shift can be controlled only by controlling the engagement transient hydraulic pressure of the engagement side engagement device, the shift shock is generated. Can be suppressed. Therefore, the clutch-to-clutch shift control in the above-described shift transition process for suppressing the shift shock does not need to control the timing of delicate torque transfer as in the conventional clutch-to-clutch shift. Can be easier.

  Preferably, the invention according to claim 3 further includes an electric motor that functions as a generator by being rotationally driven by the engine, and the shift transient control means generates electric power in the shift transient process. It is something to control. In this way, even if the disengagement-side engagement device and the engagement-side engagement device are in a so-called underlap state in which neither has an engagement torque capacity, or the input clutch is released, When the electric motor is controlled to generate power, a load is applied to the engine and the engine speed is prevented from blowing up.

  Preferably, in the invention according to claim 4, the power generation control of the electric motor is executed until the start of the inertia phase in the shift transition process. In this way, it is possible to prevent a load from being applied to the engine and the engine rotation speed to rise until the engagement-side engagement device begins to have an engagement torque capacity.

  Preferably, in the invention according to claim 5, the electric power generation control of the electric motor is performed after a lapse of a predetermined time set so as to be shortened according to the magnitude of the output torque of the engine from the start of the shift transition process. Is to be executed. In this way, the higher the output torque of the engine that is thought to increase the engine speed, the more quickly the electric power generation control of the motor for suppressing the engine speed is increased.

  Preferably, in the invention according to claim 6, the shift transient control means underlap-controls one release operation and the other engagement operation of the two engagement devices in the shift transient process. Is. In this way, the release operation of the disengagement-side engagement device and the engagement operation of the engagement-side engagement device during the shift transition process overlap the engagement torque capacities of the engagement devices. Thus, the shift shock accompanying the tie-up is surely avoided.

  Here, the stepped automatic transmission for a vehicle is a planetary gear type multi-stage transmission in which gear stages are switched by selectively connecting rotating elements of a plurality of planetary gear apparatuses by a hydraulic friction engagement device. Consists of. The mounting posture of the above-mentioned stepped automatic transmission for a vehicle may be a horizontal installation type such as an FF (front engine / front drive) vehicle in which the transmission axis is in the width direction of the vehicle. It may be a vertical installation type such as an FR (front engine / rear drive) vehicle in the front-rear direction.

  Further, the stepped automatic transmission only needs to be able to achieve a plurality of gear stages alternatively, for example, forward 4 stages, forward 5 stages, forward 6 stages, forward 7 stages, forward 8 stages. Various multi-stage automatic transmissions such as can be used.

  In addition to the input clutch, a pulsation absorbing damper (vibration damping device) may be interposed between the engine and the input shaft of the stepped automatic transmission.

  As the hydraulic friction engagement device, a multi-plate type, single-plate type clutch and brake, or a belt type brake that are engaged by a hydraulic actuator (hydraulic cylinder) are widely used. An oil pump that supplies hydraulic oil for engaging the hydraulic friction engagement device may be driven by a traveling power source to discharge the hydraulic oil, for example, but is arranged separately from the traveling power source. It may be driven by a dedicated electric motor provided.

  Further, in the hydraulic control circuit including the hydraulic friction engagement device, for example, it is desirable in terms of responsiveness that the output hydraulic pressure of the linear solenoid valve is directly supplied to the hydraulic actuator of the hydraulic friction engagement device. The control valve can be controlled by the control valve, and hydraulic oil can be supplied from the control valve to the hydraulic actuator.

  Further, the plurality of linear solenoid valves are provided one by one corresponding to each of the plurality of hydraulic friction engagement devices, for example, but are not subjected to engagement control or engagement / release control at the same time. When there are a plurality of hydraulic friction engagement devices, various modes are possible, such as providing a common linear solenoid valve for them. In addition, it is not always necessary to control the hydraulic pressure of all hydraulic friction engagement devices with a linear solenoid valve, and some hydraulic control is performed with pressure control means other than the linear solenoid valve, such as duty control of an ON-OFF solenoid valve. May be.

  Further, a forward travel mode selection position (D position or the like) is provided as an operation position of the shift lever, and the power transmission switching device such as an automatic transmission is brought into a forward drive state by being operated to the forward travel mode selection position. The forward traveling mode is configured to be mechanically established. Further, the forward travel mode may be electrically established with a changeover switch or the like.

  In addition, the forward traveling mode is a forward traveling state in which the vehicle travels forward in accordance with the accelerator operation, for example, a full range automatic transmission mode in which the vehicle travels forward while automatically shifting in all the speed ranges of the automatic transmission. It is.

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

  FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device (hereinafter referred to as drive device) 6 provided in a vehicle to which the present invention is applied. In the transmission case 12 as a non-rotating member attached to the vehicle body, the drive device 6 is mechanically connected to the first motor generator MG1 as the first electric motor, the engine 8 and the automatic transmission 10 on a common axis. An input clutch Ci that can be connected and disconnected, an automatic transmission 10 as a stepped automatic transmission, and a second motor generator MG2 as a second electric motor are sequentially arranged. The automatic transmission 10 mainly includes an input shaft 16 and a first planetary gear unit 18 that are mechanically connected to a crankshaft 9 of an engine 8 that is an internal combustion engine such as a gasoline engine or a diesel engine exclusively via an input clutch Ci. The first transmission unit 20, the second planetary gear unit 22, the second planetary gear unit 22 and the third planetary gear unit 24, and the output shaft 28 are sequentially arranged. The rotation of 16 is changed and output from the output shaft 28. The input shaft 16 functions as an output rotation member of the input clutch Ci, and also functions as an input rotation member of the automatic transmission 10. Further, the output shaft 28 corresponds to an output rotating member of the automatic transmission 10, and for example, as shown in FIG. 8, the left and right drives are sequentially passed through a differential gear device (final reduction gear) 30 and a pair of axles. The wheel 32 is rotationally driven. The first motor generator MG1 is directly operatively connected to the engine 8 (crankshaft 9), and the second motor generator MG2 is directly operatively connected to the output shaft 28.

  As described above, in the driving device 6 of this embodiment, the crankshaft 9 and the input shaft 16 can be mechanically connected, that is, directly connected (hereinafter, directly connected) via the input clutch Ci. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection through a pulsation absorbing damper (vibration damping device) is included in this direct connection. Since the drive device 6 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.

  The first planetary gear unit 18 is a double-pinion type planetary gear unit, and includes a sun gear S1, a plurality of pairs of pinion gears P1 that mesh with each other, a carrier CA1 that supports the pinion gears P1 so as to rotate and revolve, and a sun gear S1 via the pinion gears P1. A ring gear R1 meshing with the ring gear R1. The carrier CA1 is coupled to the input shaft 16 and driven to rotate, and the sun gear S1 is fixed to the transmission case 12 so as not to rotate. The ring gear R <b> 1 functions as an intermediate output member, is rotated at a reduced speed with respect to the input shaft 16, and transmits the rotation to the second transmission unit 26. In the present embodiment, the path for transmitting the rotation of the input shaft 16 to the second transmission unit 26 at the same speed is the first intermediate output path for transmitting the rotation at a predetermined constant speed ratio (= 1.0). The first intermediate output path PA1 includes a direct connection path PA1a that transmits rotation from the input shaft 16 to the second transmission unit 26 without passing through the first planetary gear unit 18, and a first planetary gear from the input shaft 16. There is an indirect path PA1b that transmits the rotation to the second transmission unit 26 via the carrier CA1 of the device 18. Further, the transmission ratio from the input shaft 16 to the second transmission 26 via the carrier CA1, the pinion gear P1 disposed on the carrier CA1, and the ring gear R1 is larger than the first intermediate output path PA1 (> 1). .0) is a second intermediate output path PA2 that transmits the rotation of the input shaft 16 at a reduced speed (deceleration).

  The second planetary gear device 22 is a single pinion type planetary gear device, and includes a sun gear S2, a pinion gear P2, a carrier CA2 that supports the pinion gear P2 so as to be capable of rotating and revolving, and a ring gear R2 that meshes with the sun gear S2 via the pinion gear P2. I have. The third planetary gear unit 24 is a double pinion type planetary gear unit, which includes a sun gear S3, a plurality of pairs of pinion gears P2 and P3 that mesh with each other, a carrier CA3 that supports the pinion gears P2 and P3 so as to be capable of rotating and revolving, a pinion gear P2 and A ring gear R3 meshing with the sun gear S3 via P3 is provided.

  In the second planetary gear device 22 and the third planetary gear device 24, the carriers CA2 and CA3 that rotatably support the pinion gear P2 and the ring gears R2 and R3 are shared with each other, thereby forming four rotating elements RM1 to RM4. ing. That is, the first rotating element RM1 is constituted by the sun gear S2 of the second planetary gear device 22, and the carrier CA2 of the second planetary gear device 22 and the carrier CA3 of the third planetary gear device 22 are integrally connected to each other to perform the second rotation. The element RM2 is configured, and the ring gear R2 of the second planetary gear unit 22 and the ring gear R3 of the third planetary gear unit 24 are integrally connected to each other to configure the third rotating element RM3, and the sun gear of the third planetary gear unit 24 The fourth rotation element RM4 is configured by S3.

  The first rotating element RM1 (sun gear S2) is selectively connected to the transmission case 12 via the first brake B1 and stopped, and the first planetary gear unit 18 which is an intermediate output member via the third clutch C3. Ring gear R1 (that is, the second intermediate output path PA2) is selectively coupled to the carrier CA1 of the first planetary gear unit 18 (that is, the indirect path PA1b of the first intermediate output path PA1) via the fourth clutch C4. Is selectively linked. The second rotation element RM2 (carriers CA2 and CA3) is selectively connected to the transmission case 12 via the second brake B2 and stopped, and the input shaft 16 (that is, the first shaft 16 via the second clutch C2). It is selectively connected to the direct connection path PA1a) of the intermediate output path PA1. The third rotation element RM3 (ring gears R2 and R3) is integrally connected to the output shaft 28 to output rotation. The fourth rotation element RM4 (sun gear S3) is connected to the ring gear R1 via the first clutch C1. The input clutch Ci, the brakes B1 and B2, and the clutches C1 to C4 are all hydraulic friction engagement devices such as a multi-plate type that are frictionally engaged by a hydraulic actuator (hydraulic cylinder).

  FIG. 2 is a collinear diagram in which the rotational speeds of the rotary elements of the first transmission unit 20 and the second transmission unit 26 can be represented by straight lines. The lower horizontal line indicates the rotational speed “0”. The horizontal line indicates the rotational speed “1.0”, that is, the same rotational speed as the input shaft 16. Further, each vertical line of the first transmission unit 20 represents the sun gear S1, the ring gear R1, and the carrier CA1 in order from the left side, and these intervals are the gear ratio ρ1 (= sun gear S1 of the first planetary gear unit 18). The number of teeth / the number of teeth of the ring gear R1). FIG. 2 shows a case where the gear ratio ρ1 = 0.463, for example. The four vertical lines of the second transmission unit 26 indicate, in order from the left side, the first rotating element RM1 (sun gear S2), the second rotating element RM2 (carrier CA2 and carrier CA3), and the third rotating element RM3 (ring gear R2 and ring gear). R3), the fourth rotation element RM4 (sun gear S3), and their intervals are determined according to the gear ratio ρ2 of the second planetary gear unit 22 and the gear ratio ρ3 of the third planetary gear unit 24. FIG. 2 shows a case where the gear ratio ρ2 = 0.463 and ρ3 = 0.415, for example.

  As is clear from this nomograph, the first clutch C1 and the second brake B2 are engaged, and the fourth rotating element RM4 rotates at a reduced speed with respect to the input shaft 16 via the first transmission 20. When the rotation of the second rotation element RM2 is stopped, the third rotation element RM3 connected to the output shaft 28 is rotated at the rotation speed indicated by “1st”, and the largest transmission ratio (= input shaft 16). ) / (Rotational speed of the output shaft 28)) is established.

  The first clutch C1 and the first brake B1 are engaged, and the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the first rotating element RM1 stops rotating. Then, the third rotation element RM3 is rotated at the rotation speed indicated by “2nd”, and the second speed “2nd” having a smaller gear ratio than the first speed “1st” is established.

  The first clutch C1 and the third clutch C3 are engaged, and the fourth rotation element RM4 and the first rotation element RM1 are decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20 to perform the second shift. When the part 26 is rotated integrally, the third rotation element RM3 is rotated at the rotation speed indicated by “3rd”, and the third shift stage “3rd” having a smaller speed ratio than the second shift stage “2nd” is established. It is done.

  The first clutch C1 and the fourth clutch C4 are engaged, the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the first rotating element RM1 is input to the input shaft. When it is rotated integrally with 16, the third rotation element RM3 is rotated at the rotational speed indicated by “4th”, and the fourth shift stage “4th” having a smaller speed ratio than the third shift stage “3rd” is established. .

  When the first clutch C1 and the second clutch C2 are engaged, the fourth rotation element RM4 is rotated at a reduced speed with respect to the input shaft 16 via the first transmission unit 20, and the second rotation element RM2 is input to the input shaft 16. The third rotation element RM3 is rotated at the rotation speed indicated by “5th”, and the fifth shift stage “5th” having a smaller gear ratio than the fourth shift stage “4th” is established.

  When the second clutch C2 and the fourth clutch C4 are engaged and the second transmission unit 26 is rotated integrally with the input shaft 16, the third rotational element RM3 is rotated at the rotational speed indicated by "6th", that is, with the input shaft 16. The sixth shift stage “6th”, which is rotated at the same rotational speed and has a smaller gear ratio than the fifth shift stage “5th”, is established. The gear ratio of the sixth gear stage “6th” is 1.

  The second clutch C2 and the third clutch C3 are engaged, and the first rotating element RM1 is decelerated and rotated with respect to the input shaft 16 via the first transmission unit 20, and the second rotating element RM2 is input to the input shaft. When it is rotated integrally with 16, the third rotation element RM3 is rotated at the rotational speed indicated by “7th”, and the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established. .

  When the second clutch C2 and the first brake B1 are engaged, the second rotating element RM2 is rotated integrally with the input shaft 16, and when the first rotating element RM1 is stopped, the third rotating element RM3 is The eighth speed “8th” is established at a rotational speed indicated by “8th” and has a smaller gear ratio than the seventh speed “7th”.

  When the third clutch C3 and the second brake B2 are engaged, the first rotating element RM1 is rotated at a reduced speed via the first transmission unit 20, and the second rotating element RM2 is stopped from rotating. The third rotation element RM3 is reversely rotated at the rotation speed indicated by “Rev1”, and the first reverse shift stage “Rev1” having the largest speed ratio in the reverse rotation direction is established. When the fourth clutch C4 and the second brake B2 are engaged, the first rotation element RM1 is rotated integrally with the input shaft 16, the second rotation element RM2 is stopped, and the third rotation element RM3 is “ The second reverse shift speed “Rev2”, which is reversely rotated at the rotation speed indicated by “Rev2” and has a smaller gear ratio than the first reverse shift speed “Rev1”, is established. The first reverse speed “Rev1” and the second reverse speed “Rev2” correspond to the first speed and the second speed in the reverse rotation direction, respectively.

  FIG. 3 is an operation table for explaining the engagement elements and the gear ratios when the above gear positions are established. “◯” indicates the engaged state, and the blank is released. The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ3 of the first planetary gear device 18, the second planetary gear device 22, and the third planetary gear device 24, for example, ρ1 = 0.463, ρ2 = 0. .463, ρ3 = 0.415, the value of the gear ratio step (the gear ratio between the gears) is substantially appropriate, and the total gear ratio width (= 4.495 / 0.683) is also obtained. The gear ratio of the reverse gears “Rev1” and “Rev2” is also appropriate, and an appropriate gear ratio characteristic is obtained as a whole.

  As described above, the automatic transmission 10 according to the present embodiment includes the first transmission unit 20 having the two intermediate output paths PA1 and PA2 having different transmission ratios and the second transmission unit 26 having the two planetary gear units 22 and 24. Since the forward shift 8-speed gear stage is achieved by switching the engagement of the four clutches C1 to C4 and the two brakes B1 and B2, the structure is reduced in size and the mountability to the vehicle is improved. As can be seen from FIG. 3, it is possible to change the speed of each gear by simply grasping any one of the clutches C1 to C4 and the brakes B1 and B2. Further, as shown in FIG. 3, the automatic transmission 10 according to the present embodiment can have a large speed ratio width and an appropriate speed ratio step.

  FIG. 4 is a block diagram illustrating a main part of a control system provided in the vehicle in order to control the automatic transmission 10 and the like of the present embodiment. The electronic control unit 90 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. As a result, the output control of the engine 8, the shift control of the automatic transmission 10 and the like are executed, and the engine control and the shift control are divided as necessary.

In FIG. 4, the operation amount Acc of the accelerator pedal 50 is detected by the accelerator operation amount sensor 52. The accelerator pedal 50 is largely depressed according to the driver's requested output amount, and corresponds to an accelerator operation member, and the accelerator operation amount Acc corresponds to the requested output amount. The intake pipe 53 of the engine 8 is provided with an electronic throttle valve 56 whose opening angle (opening) θ _TH is controlled by a throttle actuator 54.

Also, the fully closed state (idle state of the intake air quantity sensor 60, the electronic throttle valve 56 for detecting an intake air quantity Q of the engine rotational speed sensor 58, the engine 8 for detecting the rotational speed N _E of the engine 8 ) And a throttle valve opening sensor 62 with an idle switch for detecting the opening θ _TH , a vehicle speed sensor 64 for detecting the vehicle speed V (corresponding to the rotational speed N _OUT of the output shaft 28), a first motor generator MG1. MG1 rotation speed sensor 66 for detecting the rotation speed N _MG1 (= engine rotation speed N _E ), and MG2 rotation for detecting the rotation speed N _MG2 (= output shaft rotation speed N _OUT ) of the second motor generator MG2. Speed sensor 68, foot brake switch 70 for detecting that the foot brake is operated, shift operation device An E mode for setting a deceleration control mode (E mode) for controlling a deceleration by a power source brake; a lever position sensor 74 for detecting an operation position (operation position) P _SH of the shift lever 72 provided in the device 71; Switch 76, SOC sensor 78 for detecting the amount of charge (remaining capacity, charge amount) SOC of power storage device 77 connected to motor generators MG1 and MG2, first deceleration acceleration switch (hereinafter referred to as first Decel switch) 80, first 1 deceleration suppression switch (hereinafter referred to as first Can-Decel switch) 81, second deceleration acceleration switch (hereinafter referred to as second Decel switch) 82, second deceleration suppression switch (hereinafter referred to as second Can-Decel switch) 83, cooling water temperature of engine 8 engine coolant temperature sensor 85 for detecting the I _W, the operation of the automatic transmission 10 Catalyst temperature sensor 87 for detecting the temperature of the catalyst T _RE for purifying oil temperature sensor 86 for detecting a temperature T _OIL, the exhaust gases in acceleration sensor or the like 88 is provided for detecting the acceleration G of the vehicle From these sensors and switches, the engine rotational speed N _E , the intake air amount Q, the throttle valve opening θ _TH , the vehicle speed V, the first motor generator rotational speed N _MG1 , the second motor generator rotational speed N _MG2 , the foot brake , Whether or not the operation position P _SH of the shift lever 72 is set, whether or not the E mode is set, the remaining capacity SOC, the command signal Decel1 from the first Decel switch 80, the command signal Can-Decel1 from the first Can-Decel switch 81, the first The command signal Decel2 from the 2Decel switch 82, the second Can-De command signal Can-Decel2 from el switch 83, the cooling water temperature _{I W,} the oil temperature _{T OIL,} the catalyst temperature _{T RE,} a signal representative of the an acceleration G of the vehicle are supplied to the electronic control unit 90.

Further, the electronic control device 90 receives a control signal for controlling the engine output, for example, a drive signal to the throttle actuator 54 for operating the opening degree θ _TH of the electronic throttle valve 56 and the fuel to the engine 8 by the fuel injection device 92. A fuel supply amount signal for controlling the supply amount, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 94, a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric air conditioner driving signal for operating the electric air conditioner , A control signal for controlling the inverter 106 by the MG1 controller 102 or the MG2 controller 104 for the power running control and the regeneration control of the first motor generator MG1 and the second motor generator MG2, and a shift position for operating the shift indicator ( Operation position) Display signal, wheel slip during braking ABS actuating signal for actuating the ABS actuator to prevent, AT shift solenoid 99 in the hydraulic control circuit 98 to actuate the hydraulic actuators of the clutches C1 to C4 and brakes B1 and B2 of the automatic transmission 10, such as a linear solenoid valve Valve control signals for controlling excitation and de-excitation of SL1 to SL6, and excitation and de-energization of the input clutch control valve 96 in the hydraulic control circuit 98 for operating the hydraulic actuator of the input clutch Ci. Valve command signal, a drive command signal for operating an electric hydraulic pump (not shown) which is a hydraulic pressure source of the hydraulic control circuit 98, a signal for driving an electric heater, and a control signal for a signal to a cruise control control computer Etc. are output respectively.

  FIG. 5 is a circuit diagram showing a portion related to the linear solenoid valves SL1 to SL6 in the hydraulic control circuit 98. The hydraulic actuators (hydraulic cylinders) 34, 36, 38, 40 of the clutches C1 to C4 and the brakes B1 and B2. , 42, 44 are supplied with the line hydraulic pressure PL output from the hydraulic pressure supply device 46 after being regulated by the linear solenoid valves SL 1 to SL 6, respectively. The hydraulic pressure supply device 46 includes an electric hydraulic pump, a regulator valve that regulates the line hydraulic pressure PL, and the like, and controls the line hydraulic pressure PL according to the engine load and the like. The linear solenoid valves SL1 to SL6 basically have the same configuration, and are excited and de-energized independently by the electronic control unit 90 so that the hydraulic pressures of the hydraulic actuators 34 to 44 are independently regulated. It has become.

  For example, the operation state of engagement / release of the clutches C1 to C4 and the brakes B1 and B2 is changed by controlling the excitation and non-excitation of the linear solenoid valves SL1 to SL6, and the engagement operation table of FIG. As shown, the forward gear of any one of the first speed forward gear stage “1st” to the eighth speed forward gear stage “8th” or the reverse gear stage of “Rev1” or “Rev2” is electrically It is established. Further, in the shift transition process of the automatic transmission 10, for example, a so-called clutch-to-clutch shift is performed in which a shift is executed by releasing one of two engaging devices involved in the shift and engaging the other. Is done.

  This clutch-to-clutch shift is not limited to the case where the two engagement devices involved in the shift are both clutches C. One of the two engagement devices and the other is the brake B. And the case where both are brakes B are included. That is, the clutch-to-clutch shift is executed by controlling the release operation and the engagement operation of any two of the clutches C1 to C4 and the brakes B1 and B2 that are involved in the shift substantially simultaneously. For example, in the 1 → 2 upshift, the clutch-to-clutch shift is executed by releasing the brake B2 and the engagement of the brake B1, and in the 2 → 3 upshift, the clutch-to-clutch shift is executed by releasing the brake B1 and engaging the clutch C3. Is executed.

FIG. 6 shows an example of the shift operation device 71. For example, the shift operation device 71 is disposed on the floor portion near the driver's seat, specifically, on the center console portion on the left side of the driver's seat. Further, the shift lever 72 is adapted to be operated to move in accordance with a shift position P _SH having a shift pattern or a shift operation device 71 shown in FIG. Specifically, as the shift position P _SH , the operation positions of “P (parking)”, “R (reverse)”, “N (neutral)”, and “D (drive)” are along the vehicle front-rear direction. Is provided.

  The “P” position is a parking position. For example, when the manual valve in the hydraulic control circuit 98 is mechanically switched in accordance with the movement operation of the shift lever 72, the automatic transmission 10 is operated by the clutches C1 to C4 and the brakes B1 and B2. All of them are released and the power transmission is cut off, and the output shaft 28, that is, the drive wheels are mechanically fixed to be non-rotatable by a parking lock mechanism or the like according to the movement operation of the shift lever 72. The “R” position is a reverse travel position where the reverse travel is performed. For example, the manual valve is mechanically switched in accordance with the movement operation of the shift lever 72, whereby the reverse gear stage can be established. The reverse gear stage “Rev1” or “Rev2” is established electrically according to the movement table. The “N” position is a power transmission cut-off position. For example, similarly to the “P” position, the automatic transmission 10 is brought into a power transmission cut-off state by releasing all of the clutches C1 to C4 and the brakes B1 and B2.

  The “D” position is a forward travel position in which the forward gear of the automatic transmission 10 is automatically switched and travels forward, that is, a forward travel position. For example, the manual valve is mechanically switched according to the movement operation of the shift lever 72. Thus, it is possible to establish all the forward gear stages “1st” to “8th”, and the forward gear stages “1st” to “8th” are electrically established according to the engagement operation table of FIG. . That is, when the shift lever 72 is operated to the “D” position, a D range (full range automatic transmission mode) is established in which the gears are automatically shifted using the forward gears “1st” to “8th”.

Further, the lateral example left and right "D" position, as the target deceleration indicated position for indication of the target deceleration G _M in the deceleration control mode (E mode), for increasing the target deceleration G _M " Decel "" can-Decel for reducing the position and the target deceleration _{G M} "is provided position, selectively is operated shift lever 72 is to it like the" Decel "position or" can-Decel "position that the said its possible the 1Decel switch 80 is detected by the cAN-Decel switch 81, the command signal Decel1, instruction signals of the target deceleration _{G M} represented by the command signal can-Decel1 within the electronic control unit 90 Supplied.

In this embodiment, the deceleration control mode (E mode) is set / released by ON / OFF operation of the E mode switch 76 provided in the vicinity of the driver's seat, for example, in the vicinity of the shift operation device 71, and the deceleration control mode ( If the E-mode) is set, instructs the target deceleration G _M by the shift lever 72 is set to a valid state. For example, in a case where the deceleration control mode is set, when the shift lever 72 is selectively operated to the "Decel" position or "Can-Decel" position, the instruction signal of the target deceleration G _M changed target deceleration G _M is in the deceleration control mode based deceleration control using the power source braking is performed. If you want to increase the deceleration, that is, if you want to apply abrupt braking, simply shift the shift lever 72 to the left ("Decel" position). If you want to reduce the deceleration, that is, if you want to perform a gentle braking, shift the gear. The lever 72 may be tilted to the right side (“Can-Decel” position side).

  Regarding the operation to the “Decel” position and the “Can-Decel” position, the shift lever 72 does not slide continuously in the left-right direction but moves with a sense of moderation. That is, the shift lever 72 takes one of three states: a neutral state, a state where it is tilted to the left, and a state where it is tilted to the right. When the driver loosens the force applied to the shift lever 72, the shift lever 72 is immediately returned to the neutral position, that is, the "D" position by the biasing means such as a spring. The first Decel switch 80 and the first Can- The Decel switch 81 is automatically returned to the OFF state by an urging means such as a spring.

In addition to the operation of the shift lever 72 described above, as shown in FIG. 7, the second Decel switch 82 and the second Can-Decel switch 83 as the pointing operation body disposed on the steering column 84 near the steering wheel 79 are indicated by arrows. also by being rotating operation (ON operation) as shown by the target deceleration G _M is caused to change. That is, the first 2Decel switch 82 is rotationally operated to the position a CAN-Decel switch 83 to ON state target deceleration indicated position i.e. which like switches 82 and 83 for the indication of the target deceleration _{G M} When the command signal Decel2 from which such switches 82 and 83, the instruction signal of the target deceleration _{G M} represented by the command signal can-Decel2 is outputted to the electronic control unit 90, the target deceleration _{G M} is set. Each of the second Decel switch 82 and the second Can-Decel switch 83 is an automatic return type switch that is turned on by the driver, and automatically returns to the original position (OFF state) by an urging means such as a spring. Be made. In addition, since the steering column 84 is fixed in position, the driver can easily operate the steering wheel 79 while it is rotating.

Further, the similar indication of the target deceleration _{G M} by the shift lever 72, when the deceleration control mode (E mode) is set by the E-mode switch 76, the first 2Decel switch 82 and the CAN-Decel switch 83 instructions of the target deceleration _{G M} by (i.e. ON operation) is a valid state. For example, in a case where the deceleration control mode is set, the first 2Decel switch 82 and the CAN-Decel switch 83 is turned ON, in the deceleration control mode based on the instruction signal of the target deceleration _{G M} The target deceleration _GM is changed, and deceleration control using the power source brake is executed. When it is desired to increase the deceleration, the second Decel switch 82 may be turned (ON operation) as indicated by an arrow. When the deceleration is desired to be decreased, the second Can-Decel switch 83 is rotated as indicated by an arrow. A dynamic operation (ON operation) may be performed.

FIG. 8 is a functional block diagram for explaining a main part of the control function of the electronic control unit 90. In FIG. 8, the shift control means 110 uses the vehicle speed V and the throttle valve opening θ _TH shown in FIG. 9 as parameters to store the actual vehicle speed V and the throttle valve opening from the relationship (shift map, shift diagram) stored in advance. Based on θ _TH , a shift speed to be switched of the automatic transmission 10 is determined, and a shift command (shift output) is transmitted to the hydraulic control circuit 98 based on, for example, the engagement operation table of FIG. 3 so as to obtain the determined shift speed. Is output to automatically change the gear position of the automatic transmission 16.

  The hydraulic control circuit 98 executes excitation, de-excitation, and current control of the linear solenoid valves SL1 to SL6 in accordance with a shift command from the shift control means 110, and determines whether the clutches C1 to C4 and the brakes B1 and B2 are engaged and released. Switch to establish one of the forward shift speeds of the first shift speed “1st” to the eighth shift speed “8th”, or the reverse gear speed of “Rev1” or “Rev2”, and the transient hydraulic pressure in the shift process Control etc. For example, as shown in the engagement operation table of FIG. 3, in the upshift from the 4th gear to the 5th gear, the clutch C4 disengagement transient hydraulic pressure and the clutch C2 are engaged so that the clutch C4 is disengaged and the clutch C2 is engaged. The combined transient hydraulic pressure is controlled. It should be noted that various modes are possible, such as performing shift control based on the accelerator opening Acc, the intake air amount Q, the road gradient, and the like.

For example, the shift line in the shift diagram of FIG. 9 should execute a shift on the shift line whether or not the actual vehicle speed V crosses the line on the horizontal line indicating the actual throttle valve opening θ _TH (%). the value is for determining whether exceeds (shift point vehicle speed) V _S, is stored in advance as a series of the values V _S that shift point vehicle speed. For example, as the vehicle speed V increases or the throttle valve opening _θTH decreases, a high-speed gear stage with a small gear ratio is established. In FIG. 9, the downshift line is omitted.

The engine output control means 112 controls opening and closing of the electronic throttle valve 56 by the throttle actuator 54, controls the fuel injection device 92 for controlling the fuel injection amount, and controls the ignition device 94 such as an igniter for controlling the ignition timing. To do. For example, the engine output control means 112 drives the throttle actuator 54 based on the actual accelerator operation amount Acc from the pre-stored relationship shown in FIG. 10, and increases the throttle valve opening θ _TH as the accelerator operation amount Acc increases. increase.

  The hybrid control unit 114 travels in a plurality of operation modes in which the operating states of the engine 8 and the motor generators MG1 and MG2 are different, such as motor travel, engine travel, motor and engine travel, and deceleration control according to the travel state of the vehicle. In order to perform this, the opening / closing control of the input clutch Ci, the power running control of the first motor generator MG1 and the second motor generator MG2, regeneration control, and the like are executed. FIG. 11 shows an example of the operation mode.

In FIG. 11, in the engine travel mode in which the vehicle travels exclusively using the engine 8 as a driving power source for travel, for example, even when the remaining charge SOC of the power storage device 77 is reduced, the vehicle travels or is compared with motor travel. Thus, for traveling that requires a larger driving force, the hybrid control means 114 outputs a command to the hydraulic control circuit 98 so that the input clutch Ci is engaged by the input clutch control valve 96 to output the engine 8. Is directly transmitted to the input shaft 16 of the automatic transmission 10 and a command is output to the engine output control means 112 so that the engine 8 generates a necessary driving force and travels. Further, in a case the remaining capacity SOC of power storage device 77 is small, the first motor generator MG1 is a generator (regeneration) state if necessary, MG1 controller as its power energy E _D is in the power storage device 77 A command is output to 102.

In the motor travel mode in which the vehicle travels (starts) exclusively using the second motor generator MG2 as a driving force source for travel, the hybrid control means 114 is provided with an input clutch control valve for quiet vehicle start and travel, for example. 96 outputs a command to the hydraulic control circuit 98 so that the input clutch Ci is disengaged so that the power transmission path between the engine 8 and the automatic transmission 10 is cut off and a drive current is supplied from the inverter 106. Then, the second motor generator MG2 is set in a power running state, and a command is output to the MG2 controller 104 so that the second motor generator MG2 generates a necessary driving force and travels. Further, when the remaining capacity SOC of the power storage device 77 is small, a command is output to the engine output control means 112 to operate the engine 8 as necessary, and the first motor generator MG1 is in a power generation (regeneration) state. is, the power generation energy _{E D} and outputs a command to the MG1 controller 102 as in the power storage device 77.

  Further, in the engine + motor traveling mode in which the vehicle travels using the engine 8 and the second motor generator MG2 as a driving force source for traveling, the hybrid control means 114 is input by the input clutch control valve 96 for acceleration traveling, for example. A command is output to the hydraulic control circuit 98 so that the clutch Ci is engaged, and the output of the engine 8 is directly transmitted to the input shaft 16 of the automatic transmission 10, and a necessary driving force is generated by the engine 8. A command is output to the engine output control means 112 so that the vehicle travels, and a driving current is supplied from the inverter 106 so that the second motor generator MG2 is in a power running state, and a necessary driving force is generated by the second motor generator MG2. A command is output to the MG2 controller 104 so as to travel. Further, a drive current may be supplied from inverter 106 to cause first motor generator MG1 to be in a power running state, and a command may be output to MG1 controller 102 so that the first motor generator MG1 generates a drive force and travels.

  Further, in the deceleration control mode for performing the deceleration control, the hybrid control means 114 instructs the hydraulic control circuit 98 to engage the input clutch Ci by the input clutch control valve 96, for example, for traveling at a reduced speed. Is output to command the engine output control means 112 so that the fuel supply cuts off the fuel supply to the engine 8 and generates the engine brake. To do. Further, the hybrid control means 114 outputs a command to the MG2 controller 104 so as to generate a predetermined power source brake by performing power running or regenerative control of the second motor generator MG2. Similarly to the second motor generator MG2, the first motor generator MG1 can also be used for power source brake adjustment by performing power running or regenerative control. In the deceleration control mode, a command may be output to the MG2 controller 104 so that only the regenerative control by the second motor generator MG2 is executed without releasing the input clutch Ci and generating an engine brake.

  By the way, in general, in the transitional process of clutch-to-clutch shift, in order to suppress shift shock, the disengagement side engagement that is the disengagement side engagement device of the two engagement devices involved in the clutch-to-clutch shift It is possible to appropriately control the hydraulic drain timing (release timing) of the device and the hydraulic apply timing (engagement timing) of the engagement side engagement device which is the engagement device on the engagement side. Therefore, it is always considered as a design problem for the shift control. For example, in the above-described shift transition process, the release transition hydraulic pressure starts to decrease relatively late, or the engagement transient hydraulic pressure rise starts relatively earlier, and the release-side engagement device engages with the engagement-side engagement. When a so-called overlap state in which the engagement torque capacities of the devices overlap, a so-called tie-up in which the automatic transmission 10 is temporarily locked may occur, and a shift shock such as a torque pull-in may occur. was there.

In order to avoid the tie-up, the release transient oil pressure lowering start timing is relatively earlier in the shift transition process, or the engagement transition oil pressure rising start timing is relatively delayed to When the clutch-to-clutch shift is executed in a so-called underlap state in which the engagement torque capacity of the disengagement side engagement device and the engagement side engagement device is not overlapped by relatively delaying the engagement timing of the side engagement device In such a case, the power transmission path in the automatic transmission 10 is temporarily interrupted, so that there is a possibility that the drive torque is reduced or the engine speed _NE is increased.

  In particular, when the engine 8 and the automatic transmission 10 (input shaft 16) are directly mechanically connected via the input clutch Ci as in the driving device 6 of the present embodiment, a torque converter or the like is used. There is a possibility that the shift shock accompanying the tie-up may occur more significantly as compared with the case where the fluid transmission device is interposed in the power transmission path and the shift shock accompanying the tie-up is suppressed to some extent.

  Therefore, in the drive device 6 as in the present embodiment, the release transient hydraulic pressure decrease start timing and the engagement transient hydraulic pressure increase start timing are directly involved in the shift transition process of the automatic transmission 10. Applying the clutch-to-clutch shift as in the prior art, where torque is directly transferred from the disengagement side engagement device to the engagement side engagement device, the shift shock is suppressed by the fluid transmission device intervening in the power transmission path. There was a possibility that it would become a design problem more than the case where it was made to be.

  Therefore, in this embodiment, in the shifting transition process of the automatic transmission 10, the clutch-to-clutch shift is not executed as in the prior art, but the releasing operation of the releasing side engaging device and the engaging operation of the engaging side engaging device are performed. The control operation for controlling the clutch-to-clutch shift and suppressing the shift shock is executed without directly transferring the torque directly from the disengagement side engagement device to the engagement side engagement device. . Hereinafter, the control operation will be described.

The shift determination determining means 116 determines whether or not the shift determination of the automatic transmission 10 has occurred, for example, from the shift map stored in advance in FIG. The determination is made based on whether or not the gear position to be switched of the automatic transmission 10 is determined based on the degree θ _TH . In this embodiment, when the shift determination of the automatic transmission 10 is determined by the shift determination determination means 116, the shift transient process of the automatic transmission 10 is started.

  The shift transient control means 118, when it is determined that the shift determination of the automatic transmission 10 has occurred by the shift determination determination means 116, the releasing engagement device is released during the shift transition process of the automatic transmission 10. In addition to the engagement operation of the engagement side engagement device, the clutch-to-clutch shift is controlled using the release and engagement of the input clutch Ci.

For example, the shift transient control means 118 outputs a command to the hydraulic control circuit 98 so that the input clutch Ci is released by the input clutch control valve 96 after the shift determination of the automatic transmission 10 by the shift determination determination means 116. The power transmission path between the automatic transmission 10 and the automatic transmission 10 is cut off. The shift transient control means 118 outputs a command to release the disengagement side engagement device to the shift control means 110 after the input clutch Ci is released. At this time, since the power transmission path between the engine 8 and the automatic transmission 10 is already cut off due to the release of the input clutch Ci, the output torque T _OUT of the automatic transmission 10 includes the disengagement side engagement device. Since the torque change caused by the release does not occur, the shift shock is suppressed even if the release transient hydraulic pressure of the release side engagement device is not regulated, that is, the release transient hydraulic pressure of the release side engagement device is quick drained.

  Then, the shift transient control means 118 outputs a command to the hydraulic control circuit 98 so that the input clutch Ci is engaged by the input clutch control valve 96 after releasing the disengagement side engagement device, and to the shift control means 110. A command is output to engage the engagement side engagement device. At this time, the shift transient control means is such that the engagement of the input clutch Ci is completed before the engagement transient hydraulic pressure of the engagement side engagement device rises and the engagement side engagement device starts to have the engagement torque capacity. Reference numeral 118 denotes a timing between the engagement operation of the input clutch Ci and the engagement operation of the engagement side engagement device in order to execute the clutch-to-clutch shift of the automatic transmission 10, that is, to end the clutch-to-clutch shift. Control.

For example, the shift transient control means 118 performs quick application and engagement of the engagement hydraulic pressure of the input clutch Ci so that the engagement of the input clutch Ci is completed before the engagement-side engagement device starts to have the engagement torque capacity. The transient hydraulic pressure control is performed so as to gradually increase the engagement transient hydraulic pressure of the mating side engagement device. At this time, in the engagement process of the input clutch Ci, the engagement side engagement device does not have the engagement torque capacity, so that the torque associated with the engagement of the input clutch Ci is included in the output torque T _OUT of the automatic transmission 10. Since it does not stand up, the shift shock is suppressed. Further, the engine torque T _E increases the power transmission path in the automatic transmission 10 is transmitted to the output shaft 28 is changed into a power transmitting state with increasing engagement transition oil pressure of the engagement side engagement device Therefore, the shift transient control means 118 executes the transient hydraulic pressure control of the engagement side engagement device so as to suppress the shift shock. In other words, the shift transient control means 118 controls the output shaft so as to suppress the shift shock only by controlling the engagement transient hydraulic pressure of the engagement side engagement device solely during torque transfer in the shift transition process. You can control the delivery of the rising i.e. engine torque T _E of the engine torque T _E to be transmitted to 28.

  The shift transient control means 118 also controls the relationship between the disengagement operation of the disengagement side engagement device and the release operation of the input clutch Ci and the engagement operation of the engagement side engagement device in order to suppress the shift shock in the shift transition process. The relationship between the movement and the engagement operation of the input clutch Ci is controlled. In other words, the shift transient control means 118 does not shift the clutch-to-clutch speed by directly involving the relative relationship between the release timing of the release-side engagement device and the engagement timing of the engagement-side engagement device. The release operation of the side engagement device and the engagement operation of the engagement side engagement device are executed independently, and the torque is not directly transferred from the release side engagement device directly to the engagement side engagement device. Control clutch-to-clutch shift.

  At this time, the shift transient control means 118 reliably avoids the occurrence of a tie-up between the release operation of the disengagement side engagement device and the engagement operation of the engagement side engagement device during the shift transition process of the automatic transmission 10. Underlap control as you do. In other words, in a series of control operations of clutch-to-clutch shift in the shift transition process by the shift transient control means 118, in order to suppress shift shock, the timing for transferring delicate torque as in the conventional clutch-to-clutch shift is set. Without controlling, the relative relationship between the release timing of the release-side engagement device and the engagement timing of the engagement-side engagement device may be controlled so as to simply be in an underlap state.

In a series of control operations of clutch-to-clutch shift in the shift transition process by the shift transient control means 118, the release of the input clutch Ci executed first after the shift determination of the automatic transmission 10 is performed, so that the clearance between the engine 8 and the automatic transmission 10 is reduced. Therefore, there is a possibility that the load on the engine 8 is reduced and the engine rotation speed _NE is increased. Similarly, during the shift transition process, the release operation of the release side engagement device and the engagement operation of the engagement side engagement device are underlap controlled, and the engagement side engagement is performed even when the input clutch Ci is engaged. device in the prior begin to have engagement torque capacity, since the power transmission path in the automatic transmission 10 is the cut-off state, there is a possibility that the blown up the engine rotational speed N _E.

Accordingly, the shift transient control means 118 applies a load to the engine 8 to suppress the engine speed _NE from being blown up before or simultaneously with the release of the input clutch Ci in the shift transition process. The first motor generator MG1 is set in a power generation (regeneration) state, and a command for causing the first motor generator MG1 to generate a negative torque is output to the hybrid control means 114 to control the power generation of the first motor generator MG1.

The shift transient control means 118 executes the power generation control of the first motor generator MG1 until the start of the inertia phase in the clutch-to-clutch shift transition process. That is, the shift transient control means 118 is used until the engagement side engagement device starts to have the engagement torque capacity after the input clutch Ci has been engaged and the load on the engine 8 increases, in other words, after the input clutch Ci has been engaged. engagement side engagement device is beginning to have an engaging torque capacity until the engine rotational speed N _E starts changing, executes the power generation control of the first motor generator MG1.

Further, the shift transient control means 118 determines that the power generation control of the first motor generator MG1 is performed from the start of the shift transient process, that is, the shift determination of the automatic transmission 10 is generated by the shift determination determination means 116. From time to time, after a predetermined time TMG _{11 has} elapsed. The predetermined time TMG _11, as racing of the engine speed N _E due to the release of the input clutch Ci is suppressed, the output torque T _E of the engine 8 _{(hereinafter,} the engine torque T _E) the size of or the engine rotational in accordance with an increase in the size of the speed N _E has previously been experimentally set shorter.

12 (a) is an example of the predetermined time TMG ₁₁ which is set in advance experimentally depending on the size of the engine rotational speed N _E, the engine speed N _E becomes higher enough engine speed N since racing _E is advanced, a predetermined time TMG ₁₁ is set shorter as the power generation control of the first motor generator MG1 higher the engine rotational speed N _E is increased is started earlier. Similarly, FIG. 12 (b), an example of a predetermined time TMG ₁₁ which is set in advance experimentally in accordance with the magnitude of the engine torque T _E, an engine rotational larger the engine torque T _E is higher since racing speed N _E becomes faster, a predetermined time TMG ₁₁ is set shorter as the power generation control of the first motor generator MG1 higher the engine torque T _E is higher is started earlier.

Further, in a series of control operations of clutch-to-clutch shift in the shift transition process by the shift transient control means 118, the engine 8 and the automatic transmission 10 are released by the release of the input clutch Ci first executed after the shift determination of the automatic transmission 10 is performed. The engine torque _TE is not transmitted to the output shaft 28 (drive wheel 32) because the power transmission path between the automatic transmission 10 is cut off, and the output torque _TOUT of the automatic transmission 10 decreases, resulting in a feeling of idling, that is, a feeling of torque loss. Etc. may occur. Similarly, during the shift transition process, the release operation of the release side engagement device and the engagement operation of the engagement side engagement device are underlap controlled, and the engagement side engagement is performed even when the input clutch Ci is engaged. Before the device starts to have the engagement torque capacity, the power transmission path in the automatic transmission 10 is cut off and the engine torque _TE is not transmitted to the drive wheels 32, so there is a possibility that a feeling of torque loss will occur. is there.

In view of this, the shift transient control means 118 compensates for the output torque T _OUT of the automatic transmission 10 substantially simultaneously with the release of the input clutch Ci in order to suppress the feeling of torque loss in the shift transient process, for example, an automatic transmission. Hybrid control of a command to generate the assist torque T _M2A with the second motor generator MG2 in a power running state so that the output torque T _{OUT of} 10 is substantially equal immediately before the shift, that is, immediately before the start of the release operation of the input clutch Ci and during the shift. Output to the means 114 to execute torque assist control by the second motor generator MG2. Power for the torque assist control, to the power storage device 77 may be supplied to the second motor generator MG2, the power generation energy E _D at the time of power generation control of the first motor generator MG1 provided to the second motor generator MG2 May be.

In this case, the release process of the input clutch Ci, reaction torque is generated against the engine torque T _E by the power generation control of the assist torque T _M2A and first motor generator MG1 according to the torque assist control using the second motor generator MG2 Therefore, the torque change associated with the release of the input clutch Ci is suppressed in the output torque T _OUT of the automatic transmission 10, so that the shift shock is suppressed even if the release hydraulic pressure of the input clutch Ci is quick drained.

The shift transient control means 118 executes the torque assist control by the second motor generator MG2 until the start of the inertia phase in the clutch-to-clutch shift transition process. That is, until the shift transition control unit 118 is engagement-side engagement device after completing engagement of the input clutch Ci beginning to have an engagement torque capacity of the engine torque T _E starts to be transmitted to the output shaft 28 (driving wheel 32), engagement side engagement device after completion engagement of the input clutch Ci is to be beginning to have an engagement torque capacity of the engine rotational speed N _E starts changing, executes the torque assist control by the second motor generator MG2 other words.

In this case, the engine torque T _E is raised to the power transmitting path in the automatic transmission 10 is transmitted to the output shaft 28 is changed into a power transmitting state with increasing engagement transition oil pressure of the engagement side engagement device Therefore, the shift transient control means 118 decreases the assist torque T _M2A so that no double torque is generated in the output torque T _OUT of the automatic transmission 10. As a result, a change in the output torque T _OUT of the automatic transmission 10 is suppressed, so that a shift shock is suppressed.

FIG. 13A shows the output torque of the automatic transmission 10 immediately before the shift control, for example, at the start of the shift transition process, that is, when the shift determination determination means 116 determines that the shift determination of the automatic transmission 10 has occurred. This is an example of a torque assist amount by the second motor generator MG2 that is experimentally set in advance according to the magnitude of T _OUT , that is, an assist torque _TM2A. as the output torque T _OUT of the transmission 10 is substantially equal between in the shift control and the transmission immediately before, the output torque T _OUT of the automatic transmission 10 of the shift control immediately before is high (large) enough, the shift control in the assist torque T _M2A is set large.

Similarly, FIG. 13B is an example of the assist torque T _M2A that is experimentally set in advance according to the magnitude of the engine torque T _E immediately before the shift control. to suppress the feeling), so that the output torque T _OUT of the automatic transmission 10 is substantially equal between in the shift control and the transmission immediately before, the higher the shift control immediately before the engine torque T _E, the shift control in the assist torque T _M2A is set large.

When the shift determination determining unit 116 determines that the shift determination of the automatic transmission 10 has occurred, the predetermined time elapsed determination unit 120 determines whether the predetermined time TMG _{11 has} elapsed since the determination.

The inertia phase start determination means 122 determines whether or not the inertia phase has started in the shift transient process by the shift transient control means 118, and the engagement side engagement device has an engagement torque capacity after the input clutch Ci is engaged. first time determined by whether or not the engine rotational speed N _E has started to change. For example, the inertia phase start determining means 122, in the control of engagement transition pressure of the engagement side engagement device according to the shift transition control unit 118, pre-experiment to the engine rotational speed N _E to determine the start of the inertia phase Whether or not the predetermined time TMG ₁₁ has been determined by the predetermined time elapse determination means 120 as a time when the engagement-side engagement device starts to have an engagement torque capacity. It is experimentally obtained in advance as a hydraulic pressure (command) value whether or not a predetermined time TMG ₁₂ determined experimentally has elapsed, or the engagement hydraulic pressure of the engagement side engagement device starts to have the engagement torque capacity. based like engagement transition pressure (command) value whether a P _C defined Te, the engagement side engagement device determines whether or not beginning to have an engaging torque capacity.

  FIG. 14 is a flowchart for explaining the main part of the control operation of the electronic control unit 90, that is, the control operation of the clutch-to-clutch shift in the shift transition process of the automatic transmission 10. It is executed repeatedly at cycle time. FIG. 15 is an example of the control operation shown in the flowchart of FIG. 14, and is a time chart for explaining the control operation of the clutch-to-clutch shift when the automatic transmission 10 is judged to be upshifted from 4th to 5th. is there.

In FIG. 14, whether or not a shift determination of the automatic transmission 10 has occurred in a step SA <b> 1 (hereinafter, step is omitted) SA <b> 1 corresponding to the shift determination determination unit 116 is determined by the shift control unit 110, for example. Is determined based on whether or not the shift stage to be switched of the automatic transmission 10 is determined based on the actual vehicle speed V and the throttle valve opening _θTH . Time point t ₁ in Figure 15 shows that the fourth speed → 5 speed upshift is determined. That is, it is determined that a shift for releasing the fourth clutch C4 and engaging the second clutch C2 has been determined. The fourth clutch C4 and the second clutch C2 are two engaging devices involved in clutch-to-clutch shifting, the fourth clutch C4 is the disengaging side engaging device, and the second clutch C2 is the engaging side. It is an engagement device. If the determination of SA1 is negative, in SA9, control according to the current traveling state other than the control operation related to the shift of the automatic transmission 10 is executed, or the current traveling state is maintained as it is. This routine is terminated.

If the determination in SA1 is positive in SA2 corresponding to the predetermined time determination unit 120, whether or not the predetermined time TMG ₁₁ elapsed shift determination in the SA1 as starting point is determined. _{T 2} point of FIG. 15 shows that the predetermined time _{TMG 11} elapsed. This determination of SA2 is repeatedly executed until affirmative, that is, until the predetermined time TMG _{11 has} elapsed.

If the determination at SA2 is affirmative, at SA3 corresponding to the shift transient control means 118, the first motor generator MG1 generates power so as to apply a load to the engine 8 and suppress the engine speed _NE from being blown up. A command for causing the first motor generator MG1 to generate a negative torque as a (regenerative) state is output to the hybrid control means 114, and the first motor generator MG1 is controlled for power generation. T ₂ point of FIG. 15 shows that the power generation control of the first motor generator MG1 is started.

Next, at SA4 corresponding to the shift transient control means 118, a command is output to the hydraulic control circuit 98 so that the input clutch Ci is released by the input clutch control valve 96. At the same time, the assist torque T _M2A is generated with the second motor generator MG2 in the power running state so that the output torque T _OUT of the automatic transmission 10 is substantially equal immediately before the start of the release operation of the input clutch Ci and during shifting. Is output to the hybrid control means 114, and torque assist control by the second motor generator MG2 is executed. The SA4 may be executed substantially simultaneously with the SA3, or the SA3 may be executed in advance.

T ₃ time points 15, it indicates that the oil pressure of the input clutch Ci after the predetermined time TMG ₂₁ lapse is released the input clutch Ci is quick draining, substantially torque assist control by the second motor generator MG2 at the same time is started Yes. The predetermined time TMG ₂₁ corresponds to the predetermined time TMG ₁₁ so that the power generation control of the first motor generator MG1 is started prior to the release of the input clutch Ci and the torque assist control by the second motor generator MG2. The predetermined time is determined experimentally in advance.

  Next, at SA5 corresponding to the shift transient control means 118, a command is output to the shift control means 110 to release the disengagement side engagement device after the input clutch Ci is released. At this time, since the power transmission path between the engine 8 and the automatic transmission 10 is already cut off due to the release of the input clutch Ci, the release transient hydraulic pressure of the release side engagement device is not regulated. Further, after releasing the disengagement side engagement device, a command is output to the hydraulic control circuit 98 so that the input clutch Ci is engaged by the input clutch control valve 96, and the engagement side engagement device is transmitted to the shift control means 110. A command is output to engage. At this time, the input clutch Ci is engaged so that the engagement transient hydraulic pressure of the engagement side engagement device is increased and the engagement of the input clutch Ci is completed before the engagement side engagement device starts to have the engagement torque capacity. The timing of the engagement operation and the engagement operation of the engagement side engagement device is controlled.

T ₄ time to t ₅ the time in FIG. 15, releasing the hydraulic pressure of the fourth clutch C4 indicates that it is quick draining. T ₆ time to t ₁₃ the time of FIG. 15, as input clutch Ci second clutch C2 before begin to have engagement torque capacity is completed engagement, the hydraulic pressure of the input clutch Ci is quick apply and second It is shown that the transient hydraulic pressure control is performed so that the engagement transient hydraulic pressure of the clutch C2 gradually increases. Moreover, two-dot chain line _{P C} in FIG. 15, the fourth clutch C4 and the second clutch C2 is a hydraulic (command) value _{P C} to begin to have engagement torque capacity. Accordingly, the fourth clutch C4 and the second clutch C2 has an engagement torque capacity in the region of the hydraulic (command) values above the two-dot chain line P _C (high).

Next, in SA6 corresponding to the inertia phase start determining unit 122, or whether the inertia phase has started, the engagement side engagement device is beginning to have an engagement torque capacity of the engine rotational speed N _E has started to change whether It is judged by. For example, whether the engine rotational speed N _E has changed a predetermined amount, engagement of said predetermined time whether TMG ₁₂ passed, whether or not a predetermined time TMG ₂₂ course shown in FIG. 15, or the engagement side engagement device if oil pressure whether the engagement side engagement device is beginning to have an engaging torque capacity based on such whether a engagement transition pressure (command) value P _C is determined. Until the determination of SA6 is affirmed, SA3 to SA5 are repeatedly executed. T ₁₁ the time of FIG. 15 shows that the inertia phase has started engaging hydraulic pressure of the engagement side engagement device becomes engagement transition pressure (command) value P _C. However, as the start determination of the inertia phase, as shown in t ₁₂ the time of FIG. 15, and after a change in a predetermined amount of the engine rotational speed N _E, may be determined after the predetermined time TMG ₁₂ elapsed.

If the determination at SA6 is affirmative, at SA7 corresponding to the shift transient control means 118, the engagement-side engagement device starts to have an engagement torque capacity, and the power transmission path in the automatic transmission 10 is in the power transmission state. Since the engine torque _TE has started to be transmitted to the output shaft 28 (drive wheel 32), the torque assist control by the second motor generator MG2 is not required, so a command to stop the output of the assist torque _TM2A is issued to the hybrid control means. The torque assist control by the second motor generator MG2 output to 114 and started to be executed in SA4 is stopped. At this time, the assist torque T _M2A is reduced so that the output torque T _OUT of the automatic transmission 10 is not doubled. T ₁₁ time to t ₁₂ the time of FIG. 15 shows that the torque assist control by the second motor generator MG2 the assist torque T _M2A is rapidly reduced was stopped. In addition to the embodiment shown in FIG. 15, the assist torque T _M2A may be controlled to be gradually _reduced .

Next, at SA8 corresponding to the shift transient control means 118, the engagement-side engagement device starts to have an engagement torque capacity, the power transmission path in the automatic transmission 10 is set to the power transmission state, and the load on the engine 8 is increased. Since the first motor generator MG1 does not require power generation control, the command to stop the output of the negative torque is output to the hybrid control means 114, and the power generation control of the first motor generator MG1 started in SA3 is executed. Be stopped. T ₁₁ time to t ₁₂ the time of FIG. 15 shows that the power generation control of the first motor generator MG1 is controlled (reduced) the negative torque rapidly towards zero has been stopped. Other than the embodiment shown in FIG. 15, the negative torque may be controlled to be gradually reduced.

  As described above, according to the present embodiment, in the shifting transition process of the automatic transmission 10, in addition to the releasing operation of the disengaging side engaging device and the engaging operation of the engaging side engaging device by the shifting transient control means 118. Since the clutch-to-clutch shift is controlled by releasing and engaging the input clutch Ci, the relative relationship between the release timing of the release-side engagement device and the engagement timing of the engagement-side engagement device is temporarily As in the conventional clutch-to-clutch shift, the torque is directly transferred from the disengagement side engagement device directly to the engagement side engagement device while sliding both the disengagement side engagement device and the engagement side engagement device. Even if it is not directly involved in the shift control, the shift shock is suppressed.

  In other words, in the series of control operations of clutch-to-clutch shift in the above-described shift transition process, the shift transient control means 118 applies the release operation and the engagement operation of the input clutch Ci. The relationship between the release operation of the combined device and the release operation of the input clutch Ci and the relationship between the engagement operation of the engagement side engagement device and the engagement operation of the input clutch Ci are respectively controlled. The release operation and the engagement operation of the engagement side engagement device are directly involved, and the respective release / engagement is performed without directly passing the torque from the release side engagement device directly to the engagement side engagement device. Even if the combined operation is executed independently, the shift shock is suppressed. Therefore, the clutch-to-clutch shift control in the above-described shift transition process for suppressing the shift shock does not need to control the timing of delicate torque transfer as in the conventional clutch-to-clutch shift. Easier.

In addition, according to the present embodiment, the shift transient control unit 118 determines the timing of the engagement operation of the input clutch Ci and the engagement operation of the engagement side engagement device, for example, the engagement side engagement device is engaged. Control is performed so that the hydraulic pressure of the input clutch Ci is quickly applied and the engagement transient hydraulic pressure of the engagement side engagement device is gradually increased so that the engagement of the input clutch Ci is completed before starting to have the torque capacity. Thus, run only by controlling the engagement transition pressure of delivery of the engine torque T _E that is transmitted to the output shaft 28 of the automatic transmission 10 in clutch-to-clutch shifting is solely engagement-side engagement device Thus, the shift shock is suppressed. Therefore, the clutch-to-clutch shift control in the shift transition process of the automatic transmission 10 for suppressing the shift shock is not required to control the timing of delicate torque transfer as in the conventional clutch-to-clutch shift, It becomes easier than in the past.

Further, according to this embodiment, the first motor generator MG1 is controlled by the shift transient control means 118 during the shift transition process, so that the disengagement engagement device and the engagement engagement device are in the underlap state. Even when the input clutch Ci is released, a load is applied to the engine 8 and the engine rotational speed _NE is prevented from blowing up.

Further, according to the present embodiment, the power generation control of the first motor generator MG1 is executed until the start of the inertia phase in the shift transition process, so that the engagement side engagement device starts to have an engagement torque capacity. Thus, it is possible to reliably prevent a load from being applied to the engine 8 and the engine speed _NE to blow up.

Further, according to this embodiment, the power generation control of the first motor generator MG1, so as to be shorter in accordance with the magnitude of the size or the engine rotational speed N _E of the engine torque T _E from the start of the shift transient process advance because it is performed after experimentally set predetermined time TMG ₁₁ course is, the higher the engine rotational speed N racing as early a possible engine torque T _E is higher enough or the engine rotational speed N _E of the _E, the engine The power generation control of the first motor generator MG1 for suppressing the rotation speed _NE from blowing up is promptly executed.

  Further, according to the present embodiment, the relative relationship between the release timing of the disengagement side engagement device and the engagement timing of the engagement side engagement device is directly related by the shift transient control means 118 in the above shift transition process. The shift operation is not controlled and the disengagement operation of the disengagement side engagement device and the engagement operation of the engagement side engagement device are controlled to be in an underlap state. This avoids shifting shocks associated with tie-ups.

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

  In the shifting transition process of the automatic transmission 10, the clutch-to-clutch shift is not executed, but the releasing operation of the disengaging side engaging device and the engaging operation of the engaging side engaging device are directly involved. In the following, another embodiment of the control operation for controlling the clutch-to-clutch shift and suppressing the shift shock without directly transferring the torque from the disengagement side engagement device directly to the engagement side engagement device will be described. .

For example, the shift transient control means 118 is hydraulically controlled so that the input clutch Ci is released by the input clutch control valve 96 after the shift determination of the automatic transmission 10 is determined by the shift determination determination means 116, instead of the embodiment described above. A command is output to the control circuit 98 to turn off the power transmission path between the engine 8 and the automatic transmission 10. The shift transient control means 118 outputs a command to release the disengagement side engagement device to the shift control means 110 after the input clutch Ci is released. At this time, since the power transmission path between the engine 8 and the automatic transmission 10 is already cut off due to the release of the input clutch Ci, the output torque T _OUT of the automatic transmission 10 includes the disengagement side engagement device. Since the torque change caused by the release does not occur, the shift shock is suppressed even if the release transient hydraulic pressure of the release side engagement device is not regulated, that is, the release transient hydraulic pressure of the release side engagement device is quick drained.

  Then, the shift transient control unit 118 outputs a command to engage the engagement side engagement device to the shift control unit 110 after releasing the release side engagement device, and the input clutch control valve 96 inputs the input clutch Ci. A command is output to the hydraulic control circuit 98 so that is engaged. At this time, the shift transient control means 118 is configured so that the engagement side engagement device is completed before the engagement transient hydraulic pressure of the input clutch Ci rises and the input clutch Ci starts to have the engagement torque capacity. In order to execute the clutch-to-clutch shift of the automatic transmission 10, that is, to end the clutch-to-clutch shift, the timing of the engagement operation of the engagement side engagement device and the engagement operation of the input clutch Ci is controlled.

For example, the shift transient control unit 118 may apply the engagement hydraulic pressure of the engagement side engagement device to the quick apply so that the engagement side engagement device is completely engaged before the input clutch Ci starts to have the engagement torque capacity. In addition, the transient hydraulic pressure control is performed so that the engagement transient hydraulic pressure of the input clutch Ci is gradually increased. At this time, since the input clutch Ci does not have an engagement torque capacity in the engagement process of the engagement side engagement device, the output torque T _OUT of the automatic transmission 10 is not engaged with the engagement side engagement device. Since the accompanying torque does not rise, the shift shock is suppressed. Further, the engine torque T _E which power transmission path is transmitted to the output shaft 28 is changed into a power transmission state between the engine 8 and the automatic transmission 10 with increasing engagement transition pressure of the input clutch Ci The shift transient control means 118 executes the transient hydraulic pressure control of the input clutch Ci so as to suppress the shift shock. In other words, the shift transient control means 118 transmits to the output shaft 28 so as to suppress the shift shock only by controlling the engagement transient hydraulic pressure of the input clutch Ci solely during the torque transfer in the shift transient process. You can control the delivery of the rising i.e. engine torque T _E of the engine torque T _E that is.

  The shift transient control means 118 also controls the relationship between the disengagement operation of the disengagement side engagement device and the release operation of the input clutch Ci and the engagement operation of the engagement side engagement device in order to suppress the shift shock in the shift transition process. The relationship between the movement and the engagement operation of the input clutch Ci is controlled. In other words, the shift transient control means 118 does not shift the clutch-to-clutch speed by directly involving the relative relationship between the release timing of the release-side engagement device and the engagement timing of the engagement-side engagement device. The release operation of the side engagement device and the engagement operation of the engagement side engagement device are executed independently, and the torque is not directly transferred from the release side engagement device directly to the engagement side engagement device. Control clutch-to-clutch shift.

  At this time, the shift transient control means 118 reliably avoids the occurrence of a tie-up between the release operation of the disengagement side engagement device and the engagement operation of the engagement side engagement device during the shift transition process of the automatic transmission 10. Underlap control as you do. In other words, in a series of control operations of clutch-to-clutch shift in the shift transition process by the shift transient control means 118, in order to suppress shift shock, the timing for transferring delicate torque as in the conventional clutch-to-clutch shift is set. Without controlling, the relative relationship between the release timing of the release-side engagement device and the engagement timing of the engagement-side engagement device may be controlled so as to simply be in an underlap state.

In a series of control operations of clutch-to-clutch shift in the shift transition process by the shift transient control means 118, the release of the input clutch Ci executed first after the shift determination of the automatic transmission 10 is performed, so that the clearance between the engine 8 and the automatic transmission 10 is reduced. Therefore, there is a possibility that the load on the engine 8 is reduced and the engine rotation speed _NE is increased. Similarly, in the shifting transition process, the release operation of the disengagement side engagement device and the engagement operation of the engagement side engagement device are underlap controlled, and the input clutch is engaged even if the engagement side engagement device is engaged. Ci is the before begin to have engagement torque capacity, since the power transmission path between the engine 8 and the automatic transmission 10 is the cut-off state, there is a possibility that the blown up the engine rotational speed N _E.

Accordingly, the shift transient control means 118 applies a load to the engine 8 to suppress the engine speed _NE from being blown up before or simultaneously with the release of the input clutch Ci in the shift transition process. The first motor generator MG1 is set in a power generation (regeneration) state, and a command for causing the first motor generator MG1 to generate a negative torque is output to the hybrid control means 114 to control the power generation of the first motor generator MG1.

The shift transient control means 118 executes the power generation control of the first motor generator MG1 until the start of the inertia phase in the clutch-to-clutch shift transition process. That is, the shift transient control unit 118 is engaged until the load on the engine 8 increases after the input clutch Ci starts to have the engagement torque capacity after the engagement of the engagement side engagement device is completed, in other words, the engagement of the engagement side engagement device. the input clutch Ci after engagement completion beginning to have an engaging torque capacity until the engine rotational speed N _E starts changing, executes the power generation control of the first motor generator MG1. Thus, it can be said that the shift transient control means 118 controls the timing of the release / engagement operation of the input clutch Ci and the start / end of the power generation control of the first motor generator MG1.

Further, in a series of control operations of clutch-to-clutch shift in the shift transition process by the shift transient control means 118, the engine 8 and the automatic transmission 10 are released by the release of the input clutch Ci first executed after the shift determination of the automatic transmission 10 is performed. The engine torque _TE is not transmitted to the output shaft 28 (drive wheel 32) because the power transmission path between the automatic transmission 10 is cut off, and the output torque _TOUT of the automatic transmission 10 decreases, resulting in a feeling of idling, that is, a feeling of torque loss. Etc. may occur. Similarly, in the shifting transition process, the release operation of the disengagement side engagement device and the engagement operation of the engagement side engagement device are underlap controlled, and the input clutch is engaged even if the engagement side engagement device is engaged. Before Ci starts to have the engagement torque capacity, the power transmission path between the engine 8 and the automatic transmission 10 is cut off, and the engine torque _TE is not transmitted to the drive wheels 32. May occur.

In view of this, the shift transient control means 118 compensates for the output torque T _OUT of the automatic transmission 10 substantially simultaneously with the release of the input clutch Ci in order to suppress the feeling of torque loss in the shift transient process, for example, an automatic transmission. Hybrid control of a command to generate the assist torque T _M2A with the second motor generator MG2 in a power running state so that the output torque T _{OUT of} 10 is substantially equal immediately before the shift, that is, immediately before the start of the release operation of the input clutch Ci and during the shift. Output to the means 114 to execute torque assist control by the second motor generator MG2.

The shift transient control means 118 executes the torque assist control by the second motor generator MG2 until the start of the inertia phase in the shift transient process. That is, until the shift transition control unit 118 begins to be transmitted to input clutch Ci after completion engagement of the engagement side engagement device beginning to have an engagement torque capacity of the engine torque T _E to the output shaft 28 (driving wheel 32), input clutch Ci after completion engagement of the engagement side engagement device until beginning to have an engagement torque capacity of the engine rotational speed N _E starts changing, executes the torque assist control by the second motor generator MG2 other words.

In this case, the engine torque T _E which power transmission path is transmitted to the output shaft 28 is changed into a power transmission state between the engine 8 and the automatic transmission 10 with increasing engagement transition pressure of the input clutch Ci Therefore, the shift transient control means 118 decreases the assist torque T _M2A so that the output torque T _OUT of the automatic transmission 10 is not doubled. As a result, a change in the output torque T _OUT of the automatic transmission 10 is suppressed, so that a shift shock is suppressed.

The inertia phase start determination means 122 determines whether or not the inertia phase has started in the shift transient process by the shift transient control means 118, and the input clutch Ci has an engagement torque capacity after engagement of the engagement side engagement device. first time determined by whether or not the engine rotational speed N _E has started to change. For example, the inertia phase start determining means 122, in the control of engagement transition pressure of the input clutch Ci by the speed change transition control unit 118, experimentally determined in advance for the engine speed N _E to determine the start of the inertia phase It is experimentally obtained in advance as a time when the input clutch Ci starts to have the engagement torque capacity after the predetermined time TMG ₁₁ is determined by the predetermined time elapse determination means 120 as to whether or not the predetermined amount has changed. It is determined whether the predetermined predetermined time TMG _{12 has} elapsed, or the engagement transient oil pressure (experimentally determined in advance as the oil pressure (command) value at which the engagement oil pressure of the input clutch Ci starts to have the engagement torque capacity). It is determined whether or not the input clutch Ci starts to have the engagement torque capacity based on whether or not the command) value P _Ci has been reached.

  FIG. 16 is a flowchart for explaining the main part of the control operation of the electronic control unit 90, that is, the control operation of the clutch-to-clutch shift in the shift transition process of the automatic transmission 10. This embodiment is repeatedly executed with a short cycle time, and is another embodiment corresponding to FIG. FIG. 17 is an example of the control operation shown in the flowchart of FIG. 16, and is a time chart for explaining the control operation of the clutch-to-clutch shift when the automatic transmission 10 is judged to be upshifted from 4th to 5th. There is another embodiment corresponding to FIG.

In FIG. 16, whether or not the shift determination of the automatic transmission 10 has occurred in SB1 corresponding to the shift determination determination means 116, for example, is stored in advance by the shift control means 110 as shown in FIG. From the actual vehicle speed V and the throttle valve opening _θTH , it is determined whether or not the gear position to be switched of the automatic transmission 10 is determined. Time point t ₁ in FIG. 17 shows that the fourth speed → 5 speed upshift is determined. That is, it is determined that a shift for releasing the fourth clutch C4 and engaging the second clutch C2 has been determined. The fourth clutch C4 and the second clutch C2 are two engaging devices involved in clutch-to-clutch shifting, the fourth clutch C4 is the disengaging side engaging device, and the second clutch C2 is the engaging side. It is an engagement device. If the determination of SB1 is negative, in SB10, control according to the current traveling state other than the control operation related to the shift of the automatic transmission 10 is executed, or the current traveling state is maintained as it is. This routine is terminated.

If the determination in SB1 is positive in SB2 corresponding to the predetermined time determination unit 120, whether or not the predetermined time TMG ₁₁ elapsed shift determination in the SB1 as starting point is determined. _{T 2} point of FIG. 17 indicates that the predetermined time _{TMG 11} elapsed. This determination of SB2 is repeatedly executed until affirmative, that is, until the predetermined time TMG _{11 has} elapsed.

If the determination at SB2 is affirmative, at SB3 corresponding to the shift transient control means 118, the first motor generator MG1 generates power so as to apply a load to the engine 8 and suppress the engine speed _NE from being blown up. A command for causing the first motor generator MG1 to generate a negative torque as a (regenerative) state is output to the hybrid control means 114, and the first motor generator MG1 is controlled for power generation. T ₂ point of FIG. 17 shows that the power generation control of the first motor generator MG1 is started.

Next, at SB 4 corresponding to the shift transient control means 118, a command is output to the hydraulic control circuit 98 so that the input clutch Ci is released by the input clutch control valve 96. At the same time, the assist torque T _M2A is generated with the second motor generator MG2 in the power running state so that the output torque T _OUT of the automatic transmission 10 is substantially equal immediately before the start of the release operation of the input clutch Ci and during shifting. Is output to the hybrid control means 114, and torque assist control by the second motor generator MG2 is executed. The SB4 may be executed substantially simultaneously with the SB3, or the SB3 may be executed in advance.

T ₃ time points 17, it indicates that the oil pressure of the input clutch Ci after the predetermined time TMG ₂₁ lapse is released the input clutch Ci is quick draining, substantially torque assist control by the second motor generator MG2 at the same time is started Yes. The predetermined time TMG ₂₁ corresponds to the predetermined time TMG ₁₁ so that the power generation control of the first motor generator MG1 is started prior to the release of the input clutch Ci and the torque assist control by the second motor generator MG2. The predetermined time is determined experimentally in advance.

  Next, in SB5 corresponding to the shift transient control means 118, a command is output to the shift control means 110 to release the disengagement side engagement device after the input clutch Ci is released. At this time, since the power transmission path between the engine 8 and the automatic transmission 10 is already cut off due to the release of the input clutch Ci, the release transient hydraulic pressure of the release side engagement device is not regulated. In addition, after the release side engagement device is released, a command is output to engage the engagement control device 110 with the engagement side engagement device. Further, at SB 6 corresponding to the shift transient control means 118, a command is output to the hydraulic control circuit 98 so that the input clutch Ci is engaged by the input clutch control valve 96. In SB5 and SB6, the engagement side engagement device is completed before the engagement transient hydraulic pressure of the input clutch Ci rises and the input clutch Ci starts to have the engagement torque capacity. The timing of the engagement operation of the engagement device and the engagement operation of the input clutch Ci is controlled.

T ₄ time to t ₅ the time in FIG. 17, releasing the hydraulic pressure of the fourth clutch C4 indicates that it is quick draining. T ₆ time to t ₁₃ the time of FIG. 17, as the second clutch C2 is completed engagement before the input clutch Ci is begin to have engagement torque capacity, hydraulic pressure of the second clutch C2 is quick applied and input It is shown that the transient hydraulic pressure control is performed so that the engagement transient hydraulic pressure of the clutch Ci gradually increases. A two-dot chain line P _Ci in FIG. 17 is a hydraulic pressure (command) value P _Ci at which the input clutch Ci starts to have an engagement torque capacity. Therefore, the input clutch Ci has an engagement torque capacity in the region of the hydraulic pressure (command) value that is higher (higher) than the two-dot chain line _PCi .

Next, in SB7 corresponding to the inertia phase start determination means 122, it is determined whether or not the inertia phase has started, based on whether or not the input clutch Ci starts to have the engagement torque capacity and the engine speed _NE starts to change. Is done. For example, whether the engine rotational speed N _E has changed a predetermined amount, whether or not the predetermined time TMG ₁₂ course, whether a predetermined time has elapsed TMG ₂₂ shown in FIG. 17, or the engagement oil pressure of the input clutch Ci It is determined whether or not the input clutch Ci starts to have an engagement torque capacity based on whether or not the engagement transient hydraulic pressure (command) value _PCi has been reached. Until the determination of SB7 is affirmed, SB6 is repeatedly executed. T ₁₁ the time of FIG. 17 shows that the engagement pressure of the input clutch Ci is the inertia phase has started it becomes engagement transition pressure (command) value P _Ci. However, as the start determination of the inertia phase, as shown in t ₁₂ the time of FIG. 17, and after a change in a predetermined amount of the engine rotational speed N _E, may be determined after the predetermined time TMG ₁₂ elapsed.

If the determination at SB7 is affirmative, at SB8 corresponding to the shift transient control means 118, the input clutch Ci starts to have an engagement torque capacity, and the power transmission path between the engine 8 and the drive wheels 32 is the power transmission. Since the engine torque _TE has started to be transmitted to the output shaft 28 (drive wheel 32), torque assist control by the second motor generator MG2 is not necessary, so a command to stop the output of the assist torque T _M2A is hybrid control. The torque assist control by the second motor generator MG2 output to the means 114 and started to be executed in SB4 is stopped. At this time, the assist torque T _M2A is reduced so that the output torque T _OUT of the automatic transmission 10 is not doubled. T ₁₁ time to t ₁₂ the time of FIG. 17 shows that the torque assist control by the second motor generator MG2 the assist torque T _M2A is rapidly reduced was stopped. In addition to the embodiment shown in FIG. 17, the assist torque T _M2A may be controlled to be gradually _reduced .

Next, at SB9 corresponding to the shift transient control means 118, the input clutch Ci starts to have an engagement torque capacity, and the power transmission path between the engine 8 and the drive wheels 32 is brought into a power transmission state, so that the load on the engine 8 is increased. Therefore, since the power generation control of the first motor generator MG1 is not necessary, a command to stop the output of the negative torque is output to the hybrid control means 114, and the power generation control of the first motor generator MG1 started to execute in SB3 Is stopped. T ₁₁ time to t ₁₂ the time of FIG. 17 shows that the power generation control of the first motor generator MG1 is controlled (reduced) the negative torque rapidly towards zero has been stopped. In addition to the embodiment shown in FIG. 17, the negative torque may be controlled to be gradually reduced. As shown in SB3 to SB9, the timing of the release / engagement operation of the input clutch Ci and the start / end of the power generation control of the first motor generator MG1 is controlled.

  As described above, according to this embodiment, the same effect as that of the above-described embodiment can be obtained.

For example, the shift transient control unit 118 determines the timing of the engagement operation of the input clutch Ci and the engagement operation of the engagement side engagement device before the input clutch Ci starts to have the engagement torque capacity. Control is performed so that the hydraulic pressure of the engagement side engagement device is quickly applied and the engagement transient hydraulic pressure of the input clutch Ci is gradually increased so that the device is completely engaged. In this way, it is performed only by controlling the engagement transition oil pressure of the engine torque T transfer is exclusively input clutch Ci of _E to be transmitted to the output shaft 28 of the automatic transmission 10 in the clutch-transmission Shock is suppressed. Therefore, the clutch-to-clutch shift control in the shift transition process of the automatic transmission 10 for suppressing the shift shock is not required to control the timing of delicate torque transfer as in the conventional clutch-to-clutch shift, It becomes easier than in the past.

Further, since the power generation control by the first motor generator MG1 is executed until the start of the inertia phase in the shift transition process, a load is reliably applied to the engine 8 until the input clutch Ci starts to have an engagement torque capacity. This prevents the engine speed _{NE from} being blown up.

  In the shifting transition process of the automatic transmission 10, the clutch-to-clutch shift is not executed, but the releasing operation of the disengaging side engaging device and the engaging operation of the engaging side engaging device are directly involved. In the following, another embodiment of the control operation for controlling the clutch-to-clutch shift and suppressing the shift shock without directly transferring the torque from the disengagement side engagement device directly to the engagement side engagement device will be described. To do.

For example, the shift control unit 110 determines whether or not the shift output has been started after the shift determination of the automatic transmission 10 in advance or as shown in FIG. The hydraulic control circuit is configured to obtain the determined shift speed after the shift speed to be switched of the automatic transmission 10 is determined based on the actual vehicle speed V and the throttle valve opening θ _TH from the stored shift map. Whether or not a shift command (shift output) is output to 98 is determined.

  The shift transient control means 118 replaces the disengagement side engagement in the shift transient process of the automatic transmission 10 when the shift determination determination means 116 determines that a shift output has been output, instead of the above-described embodiment. In addition to the release operation of the device and the engagement operation of the engagement side engagement device, the first motor generator MG1 is generated to control the clutch-to-clutch shift.

  For example, the shift transient control unit 118 outputs a command to the shift control unit 110 to release the disengagement side engagement device after the shift output determination by the shift determination determination unit 116. The speed change transient control means 118 outputs a command to engage the speed change control means 110 with the engagement side engagement device after releasing the release side engagement device. That is, the shift transient control means 118 reliably avoids the occurrence of a tie-up between the release operation of the release side engagement device and the engagement operation of the engagement side engagement device in the shift transition process of the automatic transmission 10. To control underlap. At this time, the shift transient control means 118 changes the release transient hydraulic pressure of the disengagement side engagement device and the engagement transient hydraulic pressure of the engagement side engagement device so that the shift shock is suppressed, for example, gradually changed. Hydraulically controlled.

  In other words, the shift transient control means 118 controls the release timing of the disengagement side engagement device and the engagement side engagement device in order to suppress the shift shock in a series of clutch-to-clutch shift control operations in the shift transition process. Rather than directly engaging the relative relationship with the engagement timing, the clutch-to-clutch shift is performed, and the release side engagement device release operation and the engagement side engagement device engagement operation are executed independently. Thus, the clutch-to-clutch shift is controlled exclusively without passing torque directly from the disengagement side engagement device to the engagement side engagement device.

  In short, in a series of control operations of clutch-to-clutch shift in the shift transition process by the shift transient control means 118, in order to suppress a shift shock, the timing for transferring delicate torque as in the conventional clutch-to-clutch shift is controlled. Instead, the relative relationship between the release timing of the release-side engagement device and the engagement timing of the engagement-side engagement device may be controlled so as to be simply in an underlap state.

In a series of clutch-to-clutch shift control operations in the shift transition process by the shift transient control means 118, the power transmission path in the automatic transmission 10 is released by releasing the disengagement side engagement device that is first executed in accordance with the shift output. since the power transmission path between the cut-off state by the engine 8 and the drive wheels 32 is the cut-off state, the load on the engine 8 is likely to blow up the engine rotational speed N _E decreases. Similarly, in the above-described shift transition process, the release operation of the disengagement side engagement device and the engagement operation of the engagement side engagement device are underlap controlled, so that the power transmission path in the automatic transmission 10 is in the cut-off state. because it is, there is a possibility that the blown up the engine rotational speed N _E.

Therefore, the shift transient control means 118 applies the load to the engine 8 and suppresses the engine speed _NE from being blown up after the release operation of the disengagement side engagement device is started in the shift transition process. The generator MG1 is set in a power generation (regeneration) state, and a command for causing the first motor generator MG1 to generate a negative torque is output to the hybrid control means 114 to control the power generation of the first motor generator MG1.

The shift transient control means 118 executes the power generation control of the first motor generator MG1 until the start of the inertia phase in the clutch-to-clutch shift transition process. That is, the shift transient control means 118 is used until the load on the engine 8 increases after the engagement-side engagement device starts to have the engagement torque capacity after the release-side engagement device is released, in other words, after the release-side engagement device is released. engagement side engagement device is beginning to have an engaging torque capacity until the engine rotational speed N _E starts changing, executes the power generation control of the first motor generator MG1.

Further, the shift transition control unit 118 executes the power generation control of the first motor generators MG1, since the shift output is determined to have been outputted by the shift determination judging unit 116, after a predetermined time TMG ₁₁ elapsed. The predetermined time TMG _11, like racing of the engine speed N _E due to the release of the release-side engagement device is suppressed, the output torque T _E of the engine 8 _{(hereinafter,} the engine torque T _E) the size of the or in accordance with an increase in the magnitude of the engine rotational speed N _E, it is previously experimentally set shorter.

Similar to but not shown FIG 12, since the racing of the engine speed N _E higher the engine rotational speed N _E is higher the faster, the power generation of the first motor generator MG1 higher the engine rotational speed N _E is higher The predetermined time TMG ₁₁ is set to be short so that the control is started early. Similarly, since the racing of the engine speed N _E higher the engine torque T _E is higher the faster, as the power generation control of the first motor generator MG1 higher the engine torque T _E is higher is started earlier The predetermined time TMG ₁₁ is set short.

  Thus, the shift transient control means 118 controls the timing of the release operation of the disengagement side engagement device and the start of the power generation control of the first motor generator MG1 in order to execute the clutch-to-clutch shift of the automatic transmission 10. In addition, it can be said that the timing of the engagement operation of the engagement side engagement device and the end of the power generation control of the first motor generator MG1 is controlled.

Further, in a series of control operations of clutch-to-clutch shift in the shift transition process by the shift transient control means 118, power transmission in the automatic transmission 10 is performed by releasing the disengagement side engagement device which is first executed with the shift output. Since the route is cut off and the engine torque _TE is not transmitted to the output shaft 28 (drive wheel 32), the output torque T _OUT of the automatic transmission 10 may be reduced to cause a feeling of idling, that is, a feeling of torque loss. There is sex. Similarly, in the above-described shift transition process, the release operation of the disengagement side engagement device and the engagement operation of the engagement side engagement device are underlap controlled, so that the power transmission path in the automatic transmission 10 is in the cut-off state. Therefore, a feeling of torque loss may occur.

Therefore, the shift transient control means 118 is configured to start the power generation control of the first motor generator MG1 substantially simultaneously with the start of the power generation control of the first motor generator MG1 in order to suppress the feeling of torque loss during the shift transition process. To compensate for the output torque T _OUT of the automatic transmission 10 after a predetermined time delay, for example, the output torque T _OUT of the automatic transmission 10 is approximately before the shift, that is, immediately before the start of the release operation of the disengagement engagement device and during the shift control. A command for generating the assist torque _TM2A is output to the hybrid control means 114 with the second motor generator MG2 in the power running state so as to be equivalent, and torque assist control by the second motor generator MG2 is executed. Power for the torque assist control, to the power storage device 77 may be supplied to the second motor generator MG2, the power generation energy E _D at the time of power generation control of the first motor generator MG1 provided to the second motor generator MG2 May be.

The shift transient control means 118 executes the torque assist control by the second motor generator MG2 until the start of the inertia phase in the shift transient process. That is, the shift transient control means 118 is configured to start the transmission of the engine torque _TE to the output shaft 28 (drive wheel 32) until the engagement side engagement device starts to have the engagement torque capacity after the release side engagement device is released. until other words release side engagement engagement side engagement device after release of the coupling device is beginning to have an engaging torque capacity engine rotational speed N _E begins to change, it executes the torque assist control by the second motor generator MG2.

In this case, the engine torque T _E is raised to the power transmitting path in the automatic transmission 10 is transmitted to the output shaft 28 is changed into a power transmitting state with increasing engagement transition oil pressure of the engagement side engagement device Therefore, the shift transient control means 118 decreases the assist torque T _M2A so that no double torque is generated in the output torque T _OUT of the automatic transmission 10. As a result, a change in the output torque T _OUT of the automatic transmission 10 is suppressed, so that a shift shock is suppressed.

Although not shown, as in FIG. 13, in order to suppress the feeling of torque loss (idle feeling), the speed change is performed so that the output torque T _OUT of the automatic transmission 10 is substantially the same between immediately before the shift and during the shift control. Shift control is in progress as the output torque T _OUT of the automatic transmission 10 increases (larger) immediately before the control, for example, at the start of the shift transition process, that is, when the shift determination determination means 116 determines that the shift output is output. The assist torque _TM2A is set large. Similarly, the engine torque T immediately before the shift control is controlled so that the output torque T _OUT of the automatic transmission 10 is substantially the same between immediately before the shift and during the shift control in order to suppress a feeling of torque loss (a feeling of idling). _{As E} is higher (larger), the assist torque _TM2A during _underlap control is set larger.

The predetermined time lapse determination means 120 determines whether or not the predetermined time TMG _{11 has} elapsed from the determination time when the shift determination determination means 116 determines that a shift output has been output.

The inertia phase start determination means 122 determines whether or not the inertia phase has started in the shift transient process by the shift transient control means 118, and determines whether the engagement side engagement device determines the engagement torque capacity after the release side engagement device is released. and beginning to have judged by whether or not the engine rotational speed N _E has started to change. For example, the inertia phase start determining means 122, in the control of engagement transition pressure of the engagement side engagement device according to the shift transition control unit 118, pre-experiment to the engine rotational speed N _E to determine the start of the inertia phase Whether or not the predetermined time TMG ₁₁ has been determined by the predetermined time elapse determination means 120 as a time when the engagement-side engagement device starts to have an engagement torque capacity. It is experimentally obtained in advance as a hydraulic pressure (command) value whether or not a predetermined time TMG ₁₂ determined experimentally has elapsed, or the engagement hydraulic pressure of the engagement side engagement device starts to have the engagement torque capacity. based like engagement transition pressure (command) value whether a P _C defined Te, the engagement side engagement device determines whether or not beginning to have an engaging torque capacity.

  Further, the shift transient control means 118 outputs a command to the hydraulic control circuit 98 so that the input clutch Ci is controlled to slip by a predetermined amount by the input clutch control valve 96 in order to further reduce shift shock in the shift transient process. May be. For example, the shift transient control means 118 performs slip control of the input clutch Ci by a predetermined amount from the start of the release operation of the release side engagement device to the end of the engagement operation of the engagement side engagement device.

  FIG. 18 is a flowchart for explaining the main part of the control operation of the electronic control unit 90, that is, the control operation of the clutch-to-clutch shift in the shift transition process of the automatic transmission 10. This embodiment is repeatedly executed with a short cycle time, and is another embodiment corresponding to FIG. FIG. 19 is an example of the control operation shown in the flowchart of FIG. 18, and is a time chart for explaining the control operation of the clutch-to-clutch shift when the automatic transmission 10 is judged to be upshifted from 4th to 5th. There is another embodiment corresponding to FIG.

18, whether or not the shift output is started after the shift determination of the automatic transmission 10 in SC1 corresponding to the shift determination determination means 116 is stored in advance by the shift control means 110 as shown in FIG. After determining the shift speed to be switched of the automatic transmission 10 based on the actual vehicle speed V and the throttle valve opening θ _TH from the shift diagram, the hydraulic control circuit 98 shifts the speed so as to obtain the determined shift speed. It is determined whether or not a command (shift output) has been output. Time point t ₁ in Figure 19 shows that the fourth speed → 5 speed upshift is determined, shift output at t ₂ time is outputted. That is, the time point t ₁ indicates that the shift to engage the second clutch C2 and releasing the fourth clutch C4 is determined. The fourth clutch C4 and the second clutch C2 are two engaging devices involved in clutch-to-clutch shifting, the fourth clutch C4 is the disengaging side engaging device, and the second clutch C2 is the engaging side. It is an engagement device. If the determination in SC1 is negative, in SC8, control according to the current traveling state other than the control operation related to the shift of the automatic transmission 10 is executed, or the current traveling state is maintained as it is. This routine is terminated.

If the determination at SC1 is affirmative, a command is output to the shift control means 110 to release the disengagement side engagement device at SC2 corresponding to the shift transient control means 118. T ₂ point of FIG. 19 shows that the release operation of the release-side engagement device is started.

Next, in SC3 corresponding to the predetermined time determination unit 120, whether or not the predetermined time TMG ₁₁ elapsed shift output as a starting point in the SC1 is determined. A time point t _{3 in} FIG. 19 indicates that the predetermined time TMG _{11 has} elapsed. Determination of SC3 is the SC2 is repeated until until i.e. the predetermined time _{TMG 11} lapse is affirmed. The starting point may be the shift determination. In this case, the predetermined time TMG ₁₁ is experimentally set in advance using the shift determination as the starting point.

If the determination at SC3 is affirmative, at SC4 corresponding to the shift transient control means 118, the first motor generator MG1 generates power so as to apply a load to the engine 8 and suppress the engine speed _NE from being blown up. A command for causing the first motor generator MG1 to generate a negative torque as a (regenerative) state is output to the hybrid control means 114, and the first motor generator MG1 is controlled for power generation. T ₃ time points in Figure 19 shows that the power generation control of the first motor generator MG1 is started.

Next, in SC5 corresponding to the shift transient control means 118, after releasing the disengagement side engagement device, a command is output to engage the engagement side engagement device to the shift control means 110. T ₂ time to t ₅ the time in FIG. 19 shows that it is the transient pressure control (pressure regulating drain) as disengagement transition pressure of the fourth clutch C4 is gradually reduced. T ₅ the time to t ₈ the point of FIG. 19 shows that it is the transient hydraulic pressure controlled such engagement transition hydraulic pressure of the second clutch C2 is gradually increased. Moreover, two-dot chain line _{P C} of FIG. 19, the fourth clutch C4 and the second clutch C2 is a hydraulic (command) value _{P C} to begin to have engagement torque capacity. Accordingly, the fourth clutch C4 and the second clutch C2 has an engagement torque capacity in the region of the hydraulic (command) values above the two-dot chain line P _C (high).

Then, in the SC6 corresponding to the inertia phase start determining unit 122, or whether the inertia phase has started, the engagement side engagement device is beginning to have an engagement torque capacity of the engine rotational speed N _E has started to change whether It is judged by. For example, whether the engine rotational speed N _E has changed a predetermined amount, whether or not the predetermined time TMG ₁₂ elapses, or the engagement oil pressure engagement transition pressure (command) of the engagement side engagement device value and P _C It is determined whether or not the engagement-side engagement device has started to have an engagement torque capacity based on whether or not it has become. Until the determination of SC6 is affirmed, SC4 and SC5 are repeatedly executed. T ₆ time in FIG. 19 shows that the inertia phase has started engaging hydraulic pressure of the engagement side engagement device becomes engagement transition pressure (command) value P _C. However, as the start determination of the inertia phase, as shown in t ₇ the point of FIG. 19, and after a change in a predetermined amount of the engine rotational speed N _E, may be determined after the predetermined time TMG ₁₂ elapsed.

If the determination at SC6 is affirmative, at SC7 corresponding to the shift transient control means 118, the engagement-side engagement device begins to have an engagement torque capacity, and the power transmission path between the engine 8 and the drive wheels 32 Since the power transmission state has been increased and the load on the engine 8 has increased, the power generation control of the first motor generator MG1 is not necessary, so the power generation control of the first motor generator MG1 started in SC4 is stopped. T ₇ point of Figure 19 shows that the power generation control of the first motor generator MG1 is controlled (reduced) the negative torque rapidly towards zero has been stopped. In addition to the embodiment shown in FIG. 19, the negative torque may be controlled to be gradually reduced.

Although not shown in the flowchart of FIG. 18, the second motor generator MG2 is in a power running state substantially simultaneously with the power generation control of the first motor generator MG1 started in SC4 or delayed by a predetermined time, and the assist torque T A command to generate _M2A is output to hybrid control means 114, and torque assist control by second motor generator MG2 is executed. The torque assist control by the second motor generator MG2 is executed until the determination in SC6 is affirmed. T ₄ time to t ₆ time in FIG. 19 shows that the torque assist control by the second motor generator MG2 is performed.

Although not shown in the flowchart of FIG. 18, after the shift output determination in SC1, that is, from the start of release of the disengagement engagement device in SC2, the engagement of the engagement engagement device executed in SC5. Until the end of the combined operation, the input clutch Ci may be slip-controlled by a predetermined amount in order to further reduce the shift shock. T ₂ time to t ₈ the point of FIG. 19 shows that the input clutch Ci is a predetermined amount slip control.

  As described above, according to this embodiment, the same effect as that of the above-described embodiment can be obtained.

For example, in a series of control operations of clutch-to-clutch shift in the shift transition process of the automatic transmission 10, the shift transition control means 118 performs the release operation of the disengagement side engagement device and the engagement operation of the engagement side engagement device, respectively. Underlap control is performed so as to reliably avoid the occurrence of tie-up without executing torque solely from the disengagement side engagement device directly to the engagement side engagement device. In this way, transfer of the engine torque T _E that is transmitted to the output shaft 28 of the automatic transmission 10 in clutch-to-clutch shifting, engagement of the disengagement transition hydraulic engaging-side engaging device for the release-side engagement device This is executed by independently controlling the combined transient hydraulic pressure, and the shift shock is suppressed. Therefore, the clutch-to-clutch shift control in the shift transition process of the automatic transmission 10 for suppressing the shift shock is not required to control the timing of delicate torque transfer as in the conventional clutch-to-clutch shift, It becomes easier than in the past.

Further, during the shift transition process of the automatic transmission 10, the shift transient control means 118 generates the first motor generator MG1 in addition to the release operation of the release side engagement device and the engagement operation of the engagement side engagement device. Since the clutch-to-clutch shift is controlled, even if the disengagement side engagement device and the engagement side engagement device are in the underlap state, a load is applied to the engine 8 and the engine rotational speed _NE is blown up. It is suppressed.

Further, the power generation control of the first motor generator MG1 is started after a predetermined time TMG _{11 has} elapsed from the start of disengagement of the disengagement side engagement device, and is performed until the start of the inertia phase in the shift transition process. The engine speed _NE is prevented from being blown up by applying a load to the engine.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

For example, in the above-described embodiment, the shift transient control unit 118 controls the power generation of the first motor generator MG1 so as to suppress the engine speed _NE from being blown by applying a load to the engine 8, but the first motor by controlling the rotational speed of the generators MG1, may controls the rotation of the engine rotational speed N _E to suppress racing of the engine speed N _E.

Further, the shift transient control means 118 controls the shift of the output torque T _OUT of the automatic transmission 10 at substantially the same time when the disengagement side engagement device and the input clutch Ci no longer have the engagement torque capacity in order to suppress the feeling of torque loss. The torque assist control by the second motor generator MG2 is executed so that it is almost the same as before and during the shift control. However, there may be a slight time delay, and the assist torque _TM2A does not feel torque loss. It may be a degree. Even if it does in this way, the temporary effect which suppresses a torque loss feeling is acquired.

  In the above-described embodiment, the second motor generator MG2 is connected to the output shaft 28. However, the second motor generator MG2 may be connected to the input shaft 16 or may be connected to a rotating member in the automatic transmission 10. Good. Alternatively, the second motor generator MG2 may not necessarily be provided. When the second motor generator MG2 is connected to the input shaft 16 or when the second motor generator MG2 is not provided, torque assist control for suppressing the feeling of torque loss by the shift transient control means 118 is executed. Not.

  In addition, the present invention can be applied to the input clutch Ci of the above-described embodiment even if the input clutch Ci is a well-known direct coupling clutch provided in the fluid transmission device, for example, a lock-up clutch of a torque converter.

Further, in the third embodiment described above, the start of the power generation control of the first motor generator MG1 by the shift transient control means 118 has passed the predetermined time TMG ₁₁ starting from the shift output by the predetermined time elapse determining means 120 (SC3). whether it is determined by either the fourth oil pressure decreases the engine speed N _E of the clutch C4 may be determined by whether or not blown up a predetermined amount.

  Further, the hydraulic friction engagement devices such as the clutches C1 to C2 and the brakes B1 and B2 in the above-described embodiments are magnetic powder type, electromagnetic type, mechanical type engagement such as powder (magnetic powder) clutch, electromagnetic clutch, meshing type dog clutch, etc. You may be comprised from the combined apparatus.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a main configuration of a vehicle drive device to which a control device according to an embodiment of the present invention is applied. FIG. 2 is an alignment chart for explaining the operation of the automatic transmission of FIG. 1. FIG. 2 is an operation table showing a relationship between a gear position of the automatic transmission of FIG. 1 and a combination of operations of a hydraulic friction engagement device necessary for establishing the gear. It is a block diagram explaining the principal part of the control system provided in the vehicle in order to control the drive device etc. of FIG. It is a circuit diagram which shows the principal part of the hydraulic control circuit of FIG. It is a figure which shows an example of the shift operation apparatus of FIG. It is a figure which shows an example of the 2nd Decel switch and 2nd Can-Decel switch which are arrange | positioned at the steering column. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is a figure which shows the shift diagram used in the shift control of the electronic controller of FIG. It is a figure which shows the relationship used in the electronic throttle valve opening degree control of the electronic controller of FIG. It is a figure explaining an example of the operation mode possible with the vehicle drive device of FIG. (A) is an example of a predetermined time experimentally set in advance according to the magnitude of the engine rotation speed. Moreover, (b) is an example of a predetermined time that is experimentally set in advance according to the magnitude of the engine torque. (A) is an example of the torque assist amount by the second motor generator that is experimentally set in advance according to the magnitude of the output torque of the automatic transmission before the shift control. Moreover, (b) is an example of a torque assist amount that is experimentally set in advance according to the magnitude of the engine torque. 5 is a flowchart for explaining a control operation of a clutch-to-clutch shift in a main part of a control operation of the electronic control unit of FIG. FIG. 15 is an example of a control operation shown in the flowchart of FIG. 14, and is a time chart for explaining the control operation of clutch-to-clutch shift when a 4-speed → 5-speed upshift of the automatic transmission is determined. FIG. 15 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 4, that is, a control operation of clutch-to-clutch shift in the shift transition process of the automatic transmission, and is another embodiment corresponding to FIG. FIG. 17 is an example of the control operation shown in the flowchart of FIG. 16, and is a time chart for explaining the control operation of clutch-to-clutch shift when a 4-speed → 5-speed upshift of the automatic transmission is determined, corresponding to FIG. 15. This is another embodiment. FIG. 15 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 4, that is, a control operation of clutch-to-clutch shift in the shift transition process of the automatic transmission, and is another embodiment corresponding to FIG. FIG. 18 is an example of the control operation shown in the flowchart of FIG. 18, and is a time chart for explaining the control operation of the clutch-to-clutch shift when a 4-speed → 5-speed upshift of the automatic transmission is determined, corresponding to FIG. 15. This is another embodiment.

Explanation of symbols

6: Drive device 8: Engine 10: Automatic transmission (stepped automatic transmission)
16: Input shaft 90: Electronic control device (shift control device)
118: Shifting transient control means C1 to C4: Clutch (engaging device)
B1, B2: Brake (engagement device)
Ci: Input clutch MG1: First motor generator (electric motor)

Claims (6)

A stepped automatic transmission that performs clutch-to-clutch shifting by releasing one of the two engaging devices and engaging the other, and an engine and an input shaft of the stepped automatic transmission. A shift control device for a vehicle drive device, comprising: an input clutch that is inserted and capable of connecting / disconnecting mechanical connection between the engine and the stepped automatic transmission,
In the shifting transition process of the stepped automatic transmission, in addition to the releasing operation of one of the two engaging devices and the engaging operation of the other, the input clutch is released and engaged to perform the clutch-to-clutch shift. A shift control device for a vehicle drive device, comprising: a shift transient control means for controlling.   The shift transient control means is configured to perform a timing between an engagement operation of the input clutch and an engagement operation of an engagement device on an engagement side of the two engagement devices in order to execute the clutch-to-clutch shift. The shift control device for a vehicle drive device according to claim 1, wherein An electric motor that functions as a generator by being rotationally driven by the engine;
The shift control device for a vehicle drive device according to claim 1 or 2, wherein the shift transient control means controls power generation of the electric motor in the shift transient process.   The shift control device for a vehicle drive device according to claim 3, wherein the power generation control of the electric motor is executed until the start of an inertia phase in the shift transition process.   The vehicle power generation device according to claim 3 or 4, wherein the electric power generation control of the electric motor is executed after a predetermined time has elapsed so as to become shorter according to the magnitude of the output torque of the engine from the start of the shift transition process. A shift control device for the driving device.   6. The vehicle according to claim 1, wherein the shift transient control means performs underlap control of one release operation and the other engagement operation of the two engagement devices in the shift transient process. A shift control device for the driving device.

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