JP6935789B2 - Vehicle shift control device - Google Patents

Description

The present invention relates to a shift control device for a vehicle that performs shift control in which the shift ratio on the high side of the automatic transmission is limited when traveling on a slope.

It is determined whether or not the vehicle is traveling on a downhill road or at least one of the uphill roads, and if it is determined that the vehicle is traveling on a slope, the high side is used in the shift control of the automatic transmission. A vehicle shift control device that performs a predetermined shift control with a limited gear ratio is well known. For example, the shift control device for an automatic transmission for a vehicle described in Patent Document 1 is that. According to Patent Document 1, by performing shift control that temporarily prohibits gears of n or more gears of a predetermined n gears when traveling on an uphill or downhill road, insufficient driving force due to upshifting is suppressed when traveling on an uphill road, and downshifting is performed. It is disclosed that an appropriate engine braking force can be obtained by downshifting when traveling on a slope.

JP-A-2007-309475

By the way, if the restriction on the gear ratio on the high side is immediately lifted because the traveling road surface becomes flat during traveling under the above-mentioned predetermined shift control, upshifting and downshifting are performed in a short time when traveling on a slope again. There may be a busy shift in which and is performed. Therefore, when a predetermined release condition is set and it is determined that the predetermined release condition is satisfied in addition to the fact that the traveling road surface becomes a flat road, that is, it is determined that the vehicle is not traveling on a slope, high. It is conceivable to return to the normal shift control in which the gear ratio on the side is not restricted. On the other hand, in a driving scene where the driver wants to drive comfortably, it is desirable from the viewpoint of drivability to quickly return to the normal shift control. However, if a predetermined release condition is set so that the normal shift control can be quickly restored, the upshift may occur in a driving scene where the driving load of the driver is high, for example, winding driving or circuit driving. There is a possibility that a feeling of busyness or a feeling of sluggishness may occur due to a lack of prompt driving force.

The present invention has been made in the context of the above circumstances, and an object of the present invention is to suppress deterioration of drivability in a driving scene in which the driver wants to drive comfortably, while suppressing the driving load of the driver. It is an object of the present invention to provide a speed change control device for a vehicle capable of suppressing the occurrence of a feeling of busyness and a feeling of sluggishness in a driving scene where the speed is high.

The gist of the first invention is that (a) it is determined whether or not the vehicle is traveling on at least one of a downhill road and an uphill road, and it is determined that the vehicle is traveling on the slope. In this case, it is a vehicle shift control device that performs a predetermined shift control that limits the gear ratio on the high side in the shift control of the automatic transmission. When it is determined that is satisfied, the shift control switching unit for returning from the predetermined shift control to the normal shift control in which the gear ratio on the high side is not limited, and (c) the driver's driving preference. The traveling load detection unit that detects the traveling load reflecting the above, and (d) the predetermined release condition from the predetermined shift control to the normal shift control as compared with the case where the driver's travel load is high and low. The purpose is to include a release condition setting unit that sets conditions that are difficult to recover.

The second invention also includes, in the vehicle speed change control device according to the first invention, the predetermined release condition is that the accelerator operation amount of the driver is less than the predetermined operation amount. It is a return condition, and the release condition setting unit sets the predetermined release condition to a condition that makes it difficult to return to the normal shift control by making it difficult to allow the accelerator return condition to be satisfied. ..

Further, the third invention is the accelerator according to the first invention, wherein the predetermined release condition is a state in which the accelerator operation amount of the driver is less than the predetermined operation amount. It is established by satisfying one of the return conditions and another condition that requires time to be satisfied when it is determined that the vehicle is not traveling on a slope as compared with the accelerator return condition. By disallowing the establishment of the accelerator return condition, the release condition setting unit sets the predetermined release condition to a condition that makes it difficult to return to the normal shift control.

Further, the fourth invention is the vehicle shift control device according to any one of the first to third inventions, wherein the release condition setting unit is powered by an operation mode selected by the driver. In the operation mode that enables operation with priority on performance, the predetermined release condition is changed from the predetermined shift control to the normal shift control as compared with the operation mode that enables operation with priority on fuel efficiency. It is to set the conditions that are difficult to recover.

Further, according to the fifth invention, in the vehicle shift control device according to any one of the first to fourth inventions, in the predetermined shift control, the higher the traveling load of the driver, the more. It is limited to the gear ratio on the lower side.

Further, the sixth invention is the vehicle shift control device according to any one of the first to fifth inventions, wherein the shift control switching unit is high when the driving load of the driver is low. The purpose is to reduce the change in the gear ratio when returning to the normal shift control as compared with the case.

Further, in the seventh invention, in the vehicle shift control device according to any one of the first to sixth inventions, the engine functioning as a power source and the engine are connected so as to be able to transmit power. The differential state of the differential mechanism is controlled by controlling the operating state of the first rotating machine having the differential mechanism and the first rotating machine connected to the differential mechanism so as to be able to transmit power. The electric transmission mechanism to be used, the second rotary machine functioning as the power source connected to the output rotation member of the electric transmission mechanism so as to transmit power, and the output rotation member and drive wheels of the electric transmission mechanism. The electric transmission mechanism and the electric transmission mechanism arranged in series, which are provided in a hybrid vehicle provided with a mechanical transmission mechanism forming a part of a power transmission path between the two and the above, and function as the automatic transmission. The purpose is to control the shift of a compound transmission in combination with a mechanical shift mechanism.

According to the first invention, when the driving load of the driver is high, the predetermined release condition is set to a condition in which it is difficult to return to the normal shift control as compared with the case where the driving load is low, so that the driving load of the driver is low. When a person wants to drive comfortably, the restriction on the gear ratio on the high side is easily lifted when it is determined that the vehicle is not traveling on a slope. Further, when the driving load of the driver is high, it is difficult to release the limitation of the gear ratio on the high side when it is determined that the vehicle is not traveling on a slope. Therefore, it is possible to suppress the deterioration of drivability in a driving scene in which the driver wants to drive comfortably, and to suppress the occurrence of a busy feeling and a feeling of sluggishness in a driving scene in which the driving load of the driver is high.

Further, according to the second invention, it is difficult to permit the establishment of the accelerator return condition as the predetermined release condition, so that the predetermined release condition is set to a condition in which it is difficult to return to the normal shift control. In a driving scene where the driver wants to drive comfortably, the condition for returning the accelerator is easily permitted, and when it is determined that the vehicle is not traveling on a slope, the restriction on the gear ratio on the high side is easily lifted. Further, in a driving scene where the driving load of the driver is high, even if the condition for returning the accelerator is satisfied, it is difficult to allow the condition to be satisfied, and when it is determined that the vehicle is not traveling on a slope, the high side is used. It is difficult to lift the restrictions on the gear ratio.

Further, according to the third invention, since the establishment of the accelerator return condition, which is one of the predetermined release conditions, is not permitted, the predetermined release condition is set to a condition in which it is difficult to return to the normal shift control. Therefore, in a driving scene where the driver wants to drive comfortably, the condition for returning the accelerator is permitted, so that the restriction on the gear ratio on the high side can be easily lifted when it is determined that the vehicle is not traveling on a slope. .. Further, in a driving scene where the driving load of the driver is high, even if the condition for returning the accelerator is satisfied, the high side is determined when it is determined that the vehicle is not driving on a slope because the condition for returning the accelerator is not permitted. It is difficult to lift the restriction on the gear ratio of.

Further, according to the fourth invention, in the operation mode in which the power performance is prioritized, the predetermined release condition is set to a condition in which it is difficult to return to the normal shift control as compared with the operation mode in which the fuel efficiency performance is prioritized. Therefore, in the operation mode in which the fuel efficiency performance is prioritized, the restriction on the gear ratio on the high side is easily released when it is determined that the vehicle is not traveling on a slope, and the fuel efficiency performance is easily improved. Further, in the operation mode in which the power performance is prioritized, it is difficult to release the limitation of the gear ratio on the high side when it is determined that the vehicle is not traveling on a slope, and the power performance can be easily improved.

Further, according to the fifth invention, in the predetermined shift control, the higher the driving load of the driver, the more the gear ratio is limited to the lower gear ratio. The driving force or the power source braking force can be obtained more appropriately.

Further, according to the sixth invention, when the driving load of the driver is low, the change in the gear ratio when returning to the normal shift control is smaller than when the driving load is high, so that the driver wants to run comfortably. In a rough driving scene, deterioration of drivability due to a change in gear ratio is suppressed.

Further, according to the seventh invention, in a hybrid vehicle provided with an electric transmission mechanism and a mechanical transmission mechanism in series, the speed ratio on the high side is limited in a driving scene where the driver wants to drive comfortably. By making it easier to release the engine quickly, vibration and noise caused by the engine rotation speed remaining at a high level can be reduced, and the occurrence of a large deceleration due to a large engine braking torque can be suppressed. Further, in a driving scene where the driving load of the driver is high, it is difficult to release the limitation of the gear ratio on the high side, so that the busy shift is suppressed and the occurrence of a feeling of sluggishness is suppressed.

It is a figure explaining the schematic structure of the drive device for a vehicle provided in the vehicle to which this invention is applied, and is also a figure explaining the main part of the control function and the control system for various control in a vehicle. It is an operation chart explaining the relationship between the shift operation of the mechanical stepped speed change part illustrated in FIG. 1 and the operation of the engagement device used therefor. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in an electric continuously variable transmission part and a mechanical stepwise transmission part. It is a figure explaining an example of the gear stage allocation table which assigned a plurality of simulated gear stages to a plurality of AT gear stages. It is a figure exemplifying the AT gear stage of a stepped transmission part and the simulated gear stage of a compound transmission on the same collinear diagram as FIG. It is a figure explaining an example of the simulated gear gear shift map used for the shift control of a plurality of simulated gear gears. It is a flowchart explaining the main part of the control operation of an electronic control device, that is, the control operation for returning from the uphill / downhill shift control to the normal shift control. It is a figure which shows an example of the setting of whether to allow or prohibit the accelerator return determination according to a driving load of a driver and an operation mode. Occurrence of a feeling of busyness and sluggishness in a driving scene where the driving load of the driver is high while suppressing deterioration of drivability in a driving scene where the driver wants to drive slowly, which is the main part of the control operation of the electronic control device. It is a flowchart explaining the control operation for suppressing, and is the flowchart which is executed in parallel with the flowchart of FIG. 7 is a time chart when the control operation shown in the flowcharts of FIGS. 7 and 9 is executed, and is a diagram showing an example when the accelerator return determination is permitted. FIG. 5 is a time chart when the control operation shown in the flowcharts of FIGS. 7 and 9 is executed, and is a diagram showing an example when the accelerator return determination is prohibited.

In the embodiment of the present invention, the gear ratio in a transmission such as the automatic transmission, the mechanical transmission mechanism, and a composite transmission in which the electric transmission mechanism and the mechanical transmission mechanism arranged in series are combined is determined. , "Rotating speed of the rotating member on the input side / Rotating speed of the rotating member on the output side". The high side in this gear ratio is the high vehicle speed side on which the gear ratio becomes smaller. The low side in the gear ratio is the low vehicle speed side on which the gear ratio becomes large. For example, the lowest gear ratio is the gear ratio on the lowest vehicle speed side, which is the lowest vehicle speed side, and is the maximum gear ratio at which the gear ratio is the largest.

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

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle drive device 12 provided in a vehicle 10 to which the present invention is applied, and is a diagram for explaining a main part of a control system for various controls in the vehicle 10. be. In FIG. 1, the vehicle drive device 12 is an electric continuously variable transmission arranged in series on a common axis in an engine 14 functioning as a power source and a transmission case 16 as a non-rotating member attached to a vehicle body. It includes a speed change unit 18, a mechanical stepped speed change unit 20, and the like. The electric continuously variable transmission 18 is directly or indirectly connected to the engine 14 via a damper (not shown) or the like. The mechanical continuously variable transmission 20 is connected to the output side of the electric continuously variable transmission 18. Further, the vehicle drive device 12 includes a differential gear device 24 connected to an output shaft 22 which is an output rotating member of the mechanical stepped speed change unit 20, a pair of axles 26 connected to the differential gear device 24, and the like. I have. In the vehicle drive device 12, the power output from the engine 14 and the second rotary machine MG2, which will be described later, is transmitted to the mechanical stepped speed change unit 20, and the mechanical stepped speed change unit 20 sends the differential gear device 24 and the like. It is transmitted to the drive wheels 28 included in the vehicle 10 via the vehicle 10. The vehicle drive device 12 is preferably used for, for example, an FR (= front engine / rear drive) type vehicle that is vertically installed in the vehicle 10. Hereinafter, the transmission case 16 is referred to as a case 16, the electric continuously variable transmission 18 is referred to as a continuously variable transmission 18, and the mechanical continuously variable transmission 20 is referred to as a continuously variable transmission 20. Further, as for power, torque and force are also agreed unless otherwise specified. Further, the continuously variable transmission unit 18, the stepped speed change unit 20, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crankshaft of the engine 14, the connecting shaft 34 described later, and the like.

The engine 14 is a power source for traveling the vehicle 10, and is a known internal combustion engine such as a gasoline engine or a diesel engine. In this engine 14, the engine torque Te, which is the output torque of the engine 14, is generated by controlling the engine control device 50 such as the throttle actuator, the fuel injection device, and the ignition device provided in the vehicle 10 by the electronic control device 80 described later. Be controlled. In this embodiment, the engine 14 is connected to the continuously variable transmission 18 without a fluid transmission device such as a torque converter or a fluid coupling.

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

The first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotary machine MG1 and the second rotary machine MG2 are each connected to a battery 54 as a power storage device provided in the vehicle 10 via an inverter 52 provided in the vehicle 10, and are electronic control devices described later. By controlling the inverter 52 by the 80, the MG1 torque Tg and the MG2 torque Tm, which are the output torques of the first rotary machine MG1 and the second rotary machine MG2, are controlled. The output torque of the rotating machine is the power running torque in the positive torque on the acceleration side and the regenerative torque in the negative torque on the deceleration side. The battery 54 is a power storage device that transmits and receives electric power to each of the first rotating machine MG1 and the second rotating machine MG2.

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

The stepped transmission unit 20 includes a mechanical transmission mechanism as a stepped transmission that constitutes a part of a power transmission path between the intermediate transmission member 30 and the drive wheels 28, that is, the stepless transmission unit 18 and the drive wheels 28. It is a mechanical transmission mechanism that forms a part of the power transmission path between the two. The intermediate transmission member 30 also functions as an input rotation member of the stepped speed change unit 20. Since the second rotary machine MG2 is connected to the intermediate transmission member 30 so as to rotate integrally, or because the engine 14 is connected to the input side of the continuously variable transmission unit 18, the stepped speed change unit 20 is connected. , A transmission that forms part of a power transmission path between a power source (second rotary MG2 or engine 14) and drive wheels 28. The intermediate transmission member 30 is a transmission member for transmitting the power of the power source to the drive wheels 28. The stepped transmission unit 20 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 36 and the second planetary gear device 38, and a plurality of clutches C1, clutches C2, brakes B1 and brakes B2 including a one-way clutch F1. It is a known planetary gear type automatic transmission equipped with an engaging device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engaging device CB unless otherwise specified.

The engaging device CB is a hydraulic friction engaging device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engagement device CB is provided by each engagement hydraulic pressure PRcb as each engagement pressure of the pressure-adjusted engagement device CB output from the solenoid valves SL1-SL4 and the like in the hydraulic control circuit 56 provided in the vehicle 10. By changing the engagement torque Tcb, which is each torque capacity, the operating state, which is a state such as engagement or disengagement, can be switched. In order to transmit the AT input torque Ti, which is the input torque input to the stepped speed change unit 20, between the intermediate transmission member 30 and the output shaft 22 without sliding the engaging device CB, the AT input torque is used. An engagement torque Tcb is required to obtain the shared torque of the engagement device CB, which is the transmission torque that must be handled by each of the engagement device CB with respect to Ti. However, in the engagement torque Tcb from which the transmission torque is obtained, the transmission torque does not increase even if the engagement torque Tcb is increased. That is, the engagement torque Tcb corresponds to the maximum torque that the engagement device CB can transmit, and the transmission torque corresponds to the torque that the engagement device CB actually transmits. In addition, not sliding the engaging device CB means not causing a difference rotation speed in the engaging device CB. Further, the engagement torque Tcb (or transmission torque) and the engagement hydraulic pressure PRcb are in a substantially proportional relationship except for a region for supplying the engagement hydraulic pressure PRcb required for packing the engagement device CB, for example.

In the stepped transmission unit 20, the rotating elements of the first planetary gear device 36 and the second planetary gear device 38 are partially connected to each other directly or indirectly via the engaging device CB or the one-way clutch F1. It is connected to the intermediate transmission member 30, the case 16, or the output shaft 22. Each rotating element of the first planetary gear device 36 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 38 is a sun gear S2, a carrier CA2, and a ring gear R2.

The stepped speed change unit 20 has a gear ratio (also referred to as a gear ratio) γat (= AT input rotation speed Ni) by engaging an engaging device, for example, a predetermined engaging device, which is one of a plurality of engaging devices. / A stepped transmission in which any one of a plurality of gears (also referred to as gears) having different output rotation speeds (No) is formed. That is, in the stepped speed change unit 20, the gear stage is switched, that is, the speed change is executed by engaging any of the plurality of engaging devices. The stepped transmission unit 20 is a stepped automatic transmission in which each of a plurality of gear stages is formed. In this embodiment, the gear stage formed by the stepped speed change unit 20 is referred to as an AT gear stage. The AT input rotation speed Ni is the input rotation speed of the stepped speed change unit 20, which is the rotation speed of the input rotation member of the stepped speed change unit 20, and is the same value as the rotation speed of the intermediate transmission member 30. It is the same value as the MG2 rotation speed Nm, which is the rotation speed of the rotary machine MG2. The AT input rotation speed Ni can be represented by the MG2 rotation speed Nm. The output rotation speed No is the rotation speed of the output shaft 22 which is the output rotation speed of the stepped speed change unit 20, and is a compound speed change which is an entire transmission in which the stepless speed change unit 18 and the stepped speed change unit 20 are combined. It is also the output rotation speed of the machine 40. The compound transmission 40 is a transmission that forms a part of a power transmission path between the engine 14 and the drive wheels 28.

As shown in the engagement operation table of FIG. 2, for example, the stepped speed change unit 20 has AT 1st gear (“1st” in the figure) -AT 4th gear (“4th” in the figure) as a plurality of AT gears. ”) 4 stages of forward AT gear stages are formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller as the AT gear on the higher side. The engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices. That is, the engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and a predetermined engagement device which is an engagement device that is engaged with each AT gear stage. In FIG. 2, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped speed change unit 20, and blank indicates release. Since the one-way clutch F1 is provided in parallel with the brake B2 that establishes the AT 1st gear, it is not necessary to engage the brake B2 when starting or accelerating. The coast downshift of the stepped speed change unit 20 is a downshift determined during deceleration running due to accelerator off, for example, when the accelerator opening degree θacc is zero or substantially zero. When all of the plurality of engaging devices are released, the stepped speed change unit 20 is put into a neutral state in which none of the AT gear stages is formed, that is, a neutral state in which power transmission is cut off. Since the one-way clutch F1 is a clutch whose operating state is automatically switched, the stepped speed change unit 20 is put into the neutral state when all the engaging devices CB are released. Further, to determine the downshift is that the downshift is required.

The stepped speed change unit 20 is released from a predetermined engaging device that forms an AT gear stage before shifting according to an accelerator operation of a driver (that is, a driver), a vehicle speed V, or the like by an electronic control device 80 described later. The AT gear stage to be formed can be switched by controlling the release of the side engaging device and the engagement of the engaging side engaging device among the predetermined engaging devices forming the AT gear stage after shifting. That is, a plurality of AT gear stages are selectively formed. That is, in the shift control of the stepped speed change unit 20, for example, the shift is executed by gripping any one of the engagement device CB, that is, the shift is executed by switching between the engagement and the disengagement of the engagement device CB. , So-called clutch-to-clutch shift is executed. For example, in the downshift from the AT 2nd gear to the AT 1st gear, as shown in the engagement operation table of FIG. 2, the brake B1 serving as the release side engagement device is released and the engagement side engagement device is released. The brake B2 is engaged. At this time, the release transient oil pressure of the brake B1 and the engagement transient oil pressure of the brake B2 are pressure-adjusted and controlled. The release side engaging device is an engaging device involved in shifting of the stepped speed change unit 20 in the engaging device CB, and is an engaging device controlled toward release in the shift transition of the stepped speed change unit 20. Is. The engaging side engaging device is an engaging device involved in the shifting of the stepped speed change unit 20 in the engaging device CB, and is controlled toward engagement in the speed change transition of the stepped speed change unit 20. It is a combination device. The 2 → 1 downshift can also be executed by automatically engaging the one-way clutch F1 by releasing the brake B1 as the release side engaging device involved in the 2 → 1 downshift. In this embodiment, for example, the downshift from the AT 2nd gear to the AT 1st gear is represented as 2 → 1 downshift. The same applies to other upshifts and downshifts.

FIG. 3 is a collinear diagram showing the relative relationship between the rotation speeds of the rotating elements of the continuously variable transmission unit 18 and the stepped speed change unit 20. In FIG. 3, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 32 constituting the stepless speed change unit 18 are the sun gear S0 corresponding to the second rotating element RE2 in order from the left side. The g-axis representing the rotation speed, the e-axis representing the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the stepped speed change unit 20). It is an m-axis representing (input rotation speed). Further, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped speed change unit 20 correspond to the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4 and the rotation speed of the sun gear S2 corresponding to the fifth rotation element RE5 in this order from the left. Corresponds to the rotational speed of the connected ring gear R1 and carrier CA2 (that is, the rotational speed of the output shaft 22), the rotational speed of the interconnected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the seventh rotational element RE7. These are axes that represent the rotational speeds of the sun gears S1. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio (also referred to as the gear ratio) ρ0 of the differential mechanism 32. The distance between the vertical lines Y4, Y5, Y6, and Y7 is determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 36 and 38. When the distance between the sun gear and the carrier is set to correspond to "1" in the relationship between the vertical axes of the co-line diagram, the gear ratio ρ (= number of teeth of the sun gear Zs /) of the planetary gear device is between the carrier and the ring gear. The interval corresponds to the number of teeth Zr) of the ring gear.

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

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

The straight lines L0 and the straight lines L1, L2, L3, and L4 shown by the solid lines in FIG. Shown. In this hybrid traveling mode, in the differential mechanism 32, when the reaction force torque, which is the negative torque of the first rotary machine MG1, is input to the sun gear S0 in the forward rotation with respect to the engine torque Te input to the carrier CA0. , The engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tg) that becomes a positive torque in the forward rotation appears in the ring gear R0. Then, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is used as the driving torque in the forward direction of the vehicle 10, whichever of the AT 1st gear and the AT 4th gear. Is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the is formed. At this time, the first rotary machine MG1 functions as a generator that generates negative torque in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs the MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 54 in addition to the generated power Wg.

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

The straight line L0R and the straight line LR shown by the broken line in FIG. 3 indicate the relative speed of each rotating element in the reverse running in the motor running mode. In reverse travel in this motor travel mode, MG2 torque Tm, which becomes negative torque due to negative rotation, is input to the ring gear R0, and the MG2 torque Tm is used as the drive torque in the reverse direction of the vehicle 10 to form the AT 1st gear stage. It is transmitted to the drive wheels 28 via the stepped speed change unit 20. In the vehicle 10, the electronic control device 80, which will be described later, forms an AT gear stage on the low side for forward movement among a plurality of AT gear stages, for example, an AT 1st gear stage, and is used for forward movement during forward travel. By outputting the reverse MG2 torque Tm whose positive and negative directions are opposite to those of the MG2 torque Tm from the second rotary machine MG2, the reverse traveling can be performed. Here, the MG2 torque Tm for forward rotation is a power running torque that is a positive torque for forward rotation, and the MG2 torque Tm for reverse rotation is a power running torque that is a negative torque for negative rotation. As described above, in the vehicle 10, the forward traveling is performed by reversing the positive and negative of the MG2 torque Tm by using the forward AT gear stage. To use the forward AT gear is to use the same AT gear as when traveling forward. Even in the hybrid travel mode, the second rotary machine MG2 can be negatively rotated as in the straight line L0R, so that the reverse travel can be performed in the same manner as in the motor travel mode.

In the vehicle drive device 12, the carrier CA0 as the first rotating element RE1 to which the engine 14 is connected so as to be able to transmit power, and the sun gear S0 as the second rotating element RE2 to which the first rotating machine MG1 is connected so as to be able to transmit power. A differential mechanism 32 having three rotating elements with the ring gear R0 as the third rotating element RE3 to which the intermediate transmission member 30 is connected is provided, and the differential mechanism is controlled by controlling the operating state of the first rotating machine MG1. The stepless speed change unit 18 as an electric speed change mechanism in which the differential state of 32 is controlled is configured. The third rotating element RE3 to which the intermediate transmission member 30 is connected is, from a different point of view, the third rotating element RE3 to which the second rotating machine MG2 is connected so as to be able to transmit power. That is, in the vehicle drive device 12, the engine 14 has a differential mechanism 32 connected so as to be able to transmit power and a first rotating machine MG1 connected to the differential mechanism 32 so as to be able to transmit power, and the first rotation is performed. The continuously variable transmission unit 18 in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the machine MG1 is configured. The stepless speed change unit 18 has a ratio of the engine rotation speed Ne, which is the same value as the rotation speed of the connecting shaft 34, which is the input rotation member, to the MG2 rotation speed Nm, which is the rotation speed of the intermediate transmission member 30 which is the output rotation member. It is operated as an electric stepless transmission in which the gear ratio γ0 (= Ne / Nm), which is a value, can be changed.

For example, in the hybrid traveling mode, the rotation speed of the first rotary machine MG1 is relative to the rotation speed of the ring gear R0, which is constrained by the rotation of the drive wheels 28 due to the formation of the AT gear stage in the stepped speed change unit 20. When the rotation speed of the sun gear S0 is increased or decreased by controlling the above, the rotation speed of the carrier CA0, that is, the engine rotation speed Ne is increased or decreased. Therefore, in hybrid driving, the engine 14 can be operated at an efficient operating point. That is, a composite of a stepped speed change unit 20 in which an AT gear stage is formed and a stepless speed change unit 18 operated as a stepless transmission, in which the stepless speed change unit 18 and the stepped speed change unit 20 are arranged in series. A continuously variable transmission can be configured as the entire transmission 40.

Alternatively, since the continuously variable transmission 18 can be changed like a stepped transmission, the stepped transmission 20 on which the AT gear stage is formed and the continuously variable transmission are changed like a stepped transmission. With 18, the combined transmission 40 as a whole can be changed like a stepped transmission. That is, in the compound transmission 40, the stepped speed change is such that a plurality of gears having different gear ratios γt (= Ne / No) representing the value of the ratio of the engine rotation speed Ne to the output rotation speed No are selectively established. It is possible to control the unit 20 and the stepless speed change unit 18. In this embodiment, the gear stage established by the compound transmission 40 is referred to as a simulated gear stage. The gear ratio γt is a total gear ratio formed by the continuously variable transmission unit 18 and the stepped transmission unit 20 arranged in series, and is the gear ratio γ0 of the continuously variable transmission unit 18 and the stepped transmission unit 20. The value is obtained by multiplying the gear ratio γat by (γt = γ0 × γat). As described above, the compound transmission 40 functions as an automatic transmission capable of shifting at least one of a continuously variable transmission and a stepped transmission.

The simulated gear stage is, for example, a combination of each AT gear stage of the stepped speed change unit 20 and a gear ratio γ0 of one or a plurality of types of stepless speed change units 18 for each AT gear stage of the stepped speed change unit 20. Assigned to establish one or more types. For example, FIG. 4 is an example of a gear stage allocation table. In FIG. 4, a simulated 1st gear-simulated 3rd gear is established for the AT 1st gear, and a simulated 4th gear-simulated 6th gear is established for the AT 2nd gear. It is predetermined that a simulated 7th gear-simulated 9th gear is established for the AT 3rd gear, and a simulated 10th gear is established for the AT 4th gear.

FIG. 5 is a diagram illustrating the AT gear stage of the stepped transmission unit 20 and the simulated gear stage of the compound transmission 40 on the same collinear diagram as in FIG. In FIG. 5, the solid line illustrates the case where the simulated 4-speed gear stage-simulated 6-speed gear is established when the stepped speed change unit 20 is the AT 2nd speed gear stage. In the compound transmission 40, the continuously variable transmission unit 18 is controlled so as to have an engine rotation speed Ne that realizes a predetermined gear ratio γt with respect to the output rotation speed No, so that different simulated gear stages are used in a certain AT gear stage. Is established. Further, the broken line exemplifies the case where the simulated 7th gear is established when the stepped speed change unit 20 is the AT 3rd gear. In the compound transmission 40, the simulated gear stage is switched by controlling the continuously variable transmission unit 18 in accordance with the switching of the AT gear stage.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 80 as a controller including a control device for the vehicle 10 related to control of the engine 14, the continuously variable transmission unit 18, and the stepped speed change unit 20. Therefore, FIG. 1 is a diagram showing an input / output system of the electronic control device 80, and is a functional block diagram illustrating a main part of a control function by the electronic control device 80. The electronic control device 80 includes, for example, a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 80 is separately configured for engine control, shift control, and the like, if necessary.

The electronic control device 80 includes various sensors provided in the vehicle 10 (for example, engine rotation speed sensor 60, MG1 rotation speed sensor 62, MG2 rotation speed sensor 64, output rotation speed sensor 66, accelerator opening sensor 68, throttle valve). Various signals based on the values detected by the opening sensor 70, brake pedal sensor 72, G sensor 73, yaw rate sensor 74, gradient sensor 75, operation mode selection switch 76, shift position sensor 77, battery sensor 78, oil temperature sensor 79, etc.) Etc. (for example, engine rotation speed Ne, MG1 rotation speed Ng which is the rotation speed of the first rotary machine MG1, MG2 rotation speed Nm which is AT input rotation speed Ni, output rotation speed No corresponding to vehicle speed V, driver's acceleration operation Accelerator opening θacc as the driver's acceleration operation amount, which represents the magnitude of, throttle valve opening θth, which is the opening of the electronic throttle valve, and the state in which the brake pedal for operating the wheel brake is operated by the driver. Brake-on Bon, which is a signal indicating The operation mode Mdrv, which is a signal indicating the operation mode, the operation position POSsh of the shift lever 58 as a shift operation member provided in the vehicle 10, the battery temperature THbat of the battery 54, the battery charge / discharge current Ibat, the battery voltage Vbat, and the engaging device. The hydraulic oil supplied to the hydraulic actuator of the CB, that is, the hydraulic oil temperature THoil, which is the temperature of the hydraulic oil that operates the engaging device CB), is supplied respectively.

The driver's acceleration operation amount, which represents the magnitude of the driver's acceleration operation, is the accelerator operation amount, which is the operation amount of the accelerator operation member such as the accelerator pedal, and is the output request amount of the driver with respect to the vehicle 10. As the output request amount of the driver, a throttle valve opening degree θth or the like can be used in addition to the accelerator opening degree θacc. The road surface gradient θroad is zero [%] on a flat road, a positive value on an uphill road, and a negative value on a downhill road.

The driving mode Mdrv is a normal mode, a sports mode, an eco mode, or the like preset in the vehicle 10. The normal mode is, for example, a control mode for enabling operation in a state of good fuel economy while drawing out power performance. The sport mode is a control mode for enabling driving in a state in which power performance is prioritized over fuel efficiency performance as compared with, for example, the normal mode. The eco mode is a control mode for enabling operation in a state where fuel efficiency is prioritized over power performance as compared with, for example, the normal mode.

From the electronic control device 80, various command signals (for example, engine control command signal Se for controlling the engine 14) are transmitted to each device (for example, engine control device 50, inverter 52, hydraulic control circuit 56, etc.) provided in the vehicle 10. The rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, the hydraulic control command signal Sat for controlling the operating state of the engaging device CB, etc.) are output, respectively. This hydraulic control command signal Sat is also a hydraulic control command signal for controlling the shift of the stepped speed change unit 20, and for example, each of the engaging hydraulic pressure PRcb supplied to each hydraulic actuator of the engaging device CB is adjusted. This is a command signal for driving the solenoid valves SL1-SL4 and the like. The electronic control device 80 sets a hydraulic control value corresponding to the value of each engaging hydraulic pressure PRcb supplied to each hydraulic actuator in order to obtain the target engaging torque Tcb of the engaging device CB, and sets the hydraulic control reading value. The drive current or drive voltage according to the above is output to the flood control circuit 56.

The electronic control device 80 calculates the charge state value SOC [%] as a value indicating the charge state of the battery 54 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. Further, the electronic control device 80 calculates the chargeable / dischargeable power Win and Wout that define the usable range of the battery power Pbat, which is the power of the battery 54, based on, for example, the battery temperature THbat and the charge state value SOC of the battery 54. do. The chargeable and dischargeable powers Win and Wout are the chargeable power Win as the input power that defines the limit of the input power of the battery 54 and the dischargeable power Wout as the output power that defines the limit of the output power of the battery 54. be. The chargeable and dischargeable powers Win and Wout are reduced as the battery temperature THbat is lower in the low temperature range where the battery temperature THbat is lower than the normal range, and are smaller as the battery temperature THbat is higher in the high temperature range where the battery temperature THbat is higher than the normal range. Will be done. Further, the rechargeable power Win is reduced as the charge state value SOC is higher, for example, in a region where the charge state value SOC is high. Further, the dischargeable power Wout is reduced as the charge state value SOC is lower, for example, in a region where the charge state value SOC is low.

The electronic control device 80 includes an AT shift control means, that is, an AT shift control unit 82, and a hybrid control means, that is, a hybrid control unit 84, in order to realize various controls in the vehicle 10.

The AT shift control unit 82 determines the shift of the stepped shift unit 20 by using, for example, an AT gear shift map, which is a relationship that is experimentally or designedly obtained and stored in advance, that is, a predetermined relationship. If necessary, shift control of the stepped speed change unit 20 is executed. In the shift control of the stepped speed change unit 20, the AT shift control unit 82 uses the solenoid valves SL1-SL4 to release the engagement device CB so as to automatically switch the AT gear stage of the stepped speed change unit 20. The hydraulic control command signal Sat for switching is output to the hydraulic control circuit 56. The AT gear shift map has a predetermined relationship in which, for example, a shift line for determining the shift of the stepped shift unit 20 is provided on two-dimensional coordinates with the output rotation speed No and the accelerator opening θacc as variables. .. Here, the vehicle speed V or the like may be used instead of the output rotation speed No, or the required drive torque Tdem, the throttle valve opening degree θth, or the like may be used instead of the accelerator opening degree θacc. Each shift line in the AT gear shift map is an upshift line for determining an upshift and a downshift line for determining a downshift. For each shift line, whether or not the output rotation speed No crosses the line on the line indicating a certain accelerator opening θacc, or whether or not the accelerator opening θacc crosses the line on the line indicating a certain output rotation speed No. That is, it is for determining whether or not the gear has crossed the shift point, which is a value at which the shift on the shift line should be executed, and is predetermined as a series of the shift points.

The hybrid control unit 84 functions as an engine control means for controlling the operation of the engine 14, that is, an engine control unit, and a rotary machine control means for controlling the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. That is, it includes a function as a rotary machine control unit, and the engine 14, the first rotary machine MG1, and the second rotary machine MG2 execute hybrid drive control and the like by these control functions. The hybrid control unit 84 calculates the required driving power Pdem by applying the accelerator opening degree θacc and the vehicle speed V to, for example, a driving force map having a predetermined relationship. This required drive power Pdem is, in other words, the required drive torque Tdem at the vehicle speed V at that time. The hybrid control unit 84 considers the chargeable / discharging power Win, Wout, etc. of the battery 54, and considers the required drive power Pdem, and the engine control command signal Se, which is a command signal for controlling the engine 14, and the first The rotary machine control command signal Smg, which is a command signal for controlling the rotary machine MG1 and the second rotary machine MG2, is output. The engine control command signal Se is, for example, a command value of the engine power Pe, which is the power of the engine 14 that outputs the engine torque Te at the engine rotation speed Ne at that time. The rotary machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotary machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of command output as the reaction torque of the engine torque Te. It is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output.

When, for example, the hybrid control unit 84 operates the continuously variable transmission 18 as a continuously variable transmission to operate the continuously variable transmission 40 as a continuously variable transmission 40 as a whole, the required drive power Pdem takes into consideration the optimum fuel efficiency of the engine and the like. By controlling the engine 14 and the generated power Wg of the first rotary machine MG1 so that the engine rotation speed Ne and the engine torque Te are obtained so that the engine power Pe that realizes the above can be obtained, the continuously variable transmission 18 is absent. The continuously variable transmission control is executed to change the gear ratio γ0 of the continuously variable transmission unit 18. As a result of this control, the gear ratio γt of the compound transmission 40 when operating as a continuously variable transmission is controlled.

When the hybrid control unit 84 shifts the continuously variable transmission 18 like a stepped transmission and shifts the composite transmission 40 as a whole like a stepped transmission, the hybrid control unit 84 has a predetermined relationship, for example, a simulated gear. The gear shift determination of the compound transmission 40 is performed using the gear shift map, and a plurality of simulated gear gears are selectively established in cooperation with the gear shift control of the AT gear gear of the stepped transmission unit 20 by the AT gear shift control unit 82. The shift control of the continuously variable transmission unit 18 is executed as described above. The plurality of simulated gear stages can be established by controlling the engine rotation speed Ne by the first rotary machine MG1 according to the output rotation speed No so that the respective gear ratios γt can be maintained. The gear ratio γt of each simulated gear stage does not necessarily have to be a constant value over the entire range of the output rotation speed No, and may be changed in a predetermined region, and is limited by the upper limit or lower limit of the rotation speed of each part. May be added. In this way, the hybrid control unit 84 can perform shift control that changes the engine rotation speed Ne like a stepped shift.

Similar to the AT gear shift map, the simulated gear shift map is predetermined with the output rotation speed No and the accelerator opening θacc as parameters. FIG. 6 is an example of a simulated gear shift map, in which the solid line is an upshift line and the broken line is a downshift line. By switching the simulated gear according to the simulated gear shift map, the combined transmission 40 in which the continuously variable transmission 18 and the stepped transmission 20 are arranged in series has the same shift feeling as that of the stepped transmission. can get. In the simulated stepped speed change control in which the compound transmission 40 as a whole shifts like a stepped transmission, for example, when the driver selects an operation mode that emphasizes power performance such as a sports mode, or the required drive torque Tdem is relatively large. In this case, it is sufficient to give priority to the continuously variable transmission control that operates the combined transmission 40 as a whole as a continuously variable transmission, but basically, the simulated stepped speed change control is executed except when a predetermined execution is restricted. You may. In this way, the electronic control device 80 controls the shift of the compound transmission 40 by executing the shift control of at least one of the continuously variable transmission control and the simulated stepped shift control.

Further, the simulated gear shift map shown in FIG. 6 can be operated in a simulated gear stage that achieves both fuel efficiency and power performance so that the vehicle can be operated in a fuel-efficient state while sufficiently drawing out the power performance of the vehicle 10, for example. It is a predetermined shift map for normal mode. When the normal mode is selected by the driver as the operation mode Mdrv, the electronic control device 80 executes the simulated stepped speed change control of the compound transmission 40 according to the shift map for the normal mode. On the other hand, when the sport mode is selected by the driver as the operation mode Mdrv, the electronic control device 80 makes it easier to select the simulated gear stage on the low side as compared with the shift map for the normal mode, for example. The simulated stepped speed change control of the compound transmission 40 is executed according to the speed change map for the sports mode determined in advance. Alternatively, when the eco mode is selected by the driver as the operation mode Mdrv, the electronic control device 80 makes it easier to select the simulated gear stage on the higher side than, for example, the shift map for the normal mode. Simulated stepped speed change control of the compound transmission 40 is executed according to a predetermined eco-mode shift map.

The simulated stepped speed change control by the hybrid control unit 84 and the shift control of the stepped speed change unit 20 by the AT shift control unit 82 are executed in cooperation with each other. In this embodiment, 10 types of simulated gear stages of simulated 1st speed gear stage-simulated 10th speed gear stage are assigned to 4 types of AT gear stages of AT 1st speed gear stage-AT 4th speed gear stage. Therefore, the AT gear shift map is defined so that the AT gear shift is performed at the same timing as the shift timing of the simulated gear gear. Specifically, the upshift lines of the simulated gear stages "3 → 4", "6 → 7", and "9 → 10" in FIG. 6 are the AT gear stage shift maps "1 → 2" and "2". It coincides with each upshift line of "→ 3" and "3 → 4" (see "AT1 → 2" etc. described in FIG. 6). Further, the downshift lines of the simulated gear stages "3 ← 4", "6 ← 7", and "9 ← 10" in FIG. 6 are "1 ← 2" and "2 ← 3" of the AT gear stage shift map. , "3 ← 4" coincides with each downshift line (see "AT1 ← 2" etc. described in FIG. 6). Alternatively, the shift command of the AT gear stage may be output to the AT shift control unit 82 based on the shift determination of the simulated gear stage based on the simulated gear shift map of FIG. As described above, when the stepped transmission unit 20 is upshifted, the entire compound transmission 40 is upshifted, while when the stepped transmission unit 20 is downshifted, the entire compound transmission 40 is downshifted. Be told. The AT shift control unit 82 switches the AT gear stage of the stepped speed change unit 20 when the simulated gear stage is switched. Since the AT gear stage is changed at the same timing as the simulated gear stage shift timing, the stepped speed change unit 20 is changed according to the change in the engine rotation speed Ne, and the stepped speed change unit 20 is changed. Even if there is a shock due to shifting, it is difficult to give the driver a sense of discomfort.

The hybrid control unit 84 selectively establishes the motor traveling mode or the hybrid traveling mode as the traveling mode according to the traveling state. For example, when the required drive power Pdem is in the motor running region smaller than the predetermined threshold value, the hybrid control unit 84 establishes the motor running mode, while the required drive power Pdem is equal to or higher than the predetermined threshold value. When it is in the hybrid driving region, the hybrid driving mode is established. Further, the hybrid control unit 84 sets the hybrid travel mode when the charge state value SOC of the battery 54 is less than the predetermined engine start threshold value even when the required drive power Pdem is in the motor travel region. To be established. The motor running mode is a running state in which the engine 14 is stopped and the second rotating machine MG2 generates a driving torque to run the motor. The hybrid traveling mode is a traveling state in which the engine 14 is driven. The engine start threshold value is a predetermined threshold value for determining that the charge state value SOC needs to forcibly start the engine 14 to charge the battery 54.

Here, the simulated stepped speed change control of the compound transmission 40 when traveling on an uphill and downhill road will be described in detail. The electronic control device 80 has a state determination means, that is, a state determination unit 86, a travel load detection means, that is, a travel load detection unit 88, and a shift control switching means, that is, in order to realize such simulated stepped speed change control during traveling on an uphill and downhill road. A shift control switching unit 90 and a release condition setting means, that is, a release condition setting unit 92 are further provided.

The state determination unit 86 determines whether or not the traveling path of the vehicle 10 is an uphill road, that is, whether or not the vehicle 10 is traveling on an uphill road. Further, the state determination unit 86 determines whether or not the traveling path of the vehicle 10 is a downhill road, that is, whether or not the vehicle 10 is traveling on a downhill road. Specifically, the state determination unit 86 determines whether or not the vehicle 10 is traveling on an uphill road, for example, based on whether or not the road surface gradient θroad of the traveling road is equal to or greater than a predetermined uphill road gradient θrdup (> 0). judge. Further, the state determination unit 86 determines whether or not the vehicle 10 is traveling on a downhill road, for example, based on whether or not the road surface gradient θroad of the traveling road is equal to or less than a predetermined downhill road gradient θrddn (<0). In this way, the state determination unit 86 determines whether or not the vehicle 10 is traveling on an uphill road or a downhill road, that is, whether or not the vehicle 10 is traveling on a slope. The predetermined uphill slope θrdup and the predetermined downhill slope θrddn are predetermined threshold values for determining that the vehicle is traveling on a slope for which it is necessary to execute the uphill / downhill shift control described later, respectively.

The mileage detection unit 88 detects the mileage that reflects the driving preference of the driver. The driving load of the driver, that is, the driving load of the driver represents the magnitude of the load on the vehicle 10 due to the driving operation. For example, how much the front-rear acceleration Gx and the left-right acceleration Gy are generated as the vehicle 10 while driving. It can be indexed by the value of the radius of the friction circle shown. The traveling load detection unit 88 sets the value of the square root of the sum of the square of the front-rear acceleration Gx and the square of the left-right acceleration Gy as the driver traveling load. A low driver driving load means that the front-rear acceleration Gx and the left-right acceleration Gy are small, and a driving scene in which the driver wants to drive comfortably is assumed. In addition, a high driver driving load means that at least one of the front-rear acceleration Gx and the left-right acceleration Gy is large, and there are driving scenes such as winding driving and circuit driving in which the driver's driving preference is increasing. is assumed. In order to suppress the influence of the sudden fluctuation of the front-rear acceleration Gx and the sudden fluctuation of the left-right acceleration Gy, the value after the square root value may be annealed may be used as the driver running load.

When the state determination unit 86 determines that the vehicle 10 is traveling on a slope, the shift control switching unit 90 performs simulated stepped shift control of the composite transmission 40 from the normal shift control to the composite transmission 40. In the simulated stepped speed change control, the AT shift control unit issues an up / down slope control command to switch to up / down slope shift control as a predetermined shift control that limits the simulated gear on the high side, that is, prohibits shifting to the simulated gear on the high side. Output to 82 and the hybrid control unit 84. The normal shift control is a shift control in which the simulated gear stage on the high side is not restricted in the simulated stepped shift control of the compound transmission 40. As a result, it becomes easy to obtain an appropriate driving force when traveling on an uphill road, and it becomes easy to obtain an appropriate engine braking torque when traveling on a downhill road. Further, in this up / down slope shift control, a predetermined uniform high-side simulated gear stage may be limited, but the driving force or the engine brake torque is more appropriately adjusted according to the driving preference of the driver when driving on a slope. Therefore, the higher the driver traveling load detected by the traveling load detecting unit 88, the more limited to the simulated gear stage on the lower side. As described above, the electronic control device 80 determines whether or not the vehicle 10 is traveling on a slope, and if it is determined that the vehicle 10 is traveling on a slope, the electronic control device 80 serves as a shift control device for a vehicle that performs up / down slope shift control. Function.

When it is determined that the vehicle 10 is not traveling on a slope, the vibration and noise caused by the engine rotation speed Ne staying high are reduced, or the occurrence of a large deceleration due to a large engine braking torque is suppressed. Therefore, it is desirable to promptly return from the uphill / downhill shift control to the normal shift control. However, when the vehicle travels on a slope again and the up / down slope shift control is performed, a busy shift may occur. Therefore, the electronic control device 80 sets a predetermined release condition, and in addition to determining that the vehicle 10 is not traveling on a slope, when it is determined that the predetermined release condition is satisfied, the up / down slope shift is performed. Return from control to normal shift control.

The state determination unit 86 determines whether or not the vehicle 10 is not traveling on a slope and a predetermined release condition is satisfied during the execution of the up / down slope shift control.

When the state determination unit 86 determines that the vehicle 10 is not traveling on a slope and the predetermined release condition is satisfied during the execution of the up / down slope shift control, the shift control switching unit 90 performs a combined shift. A normal return command for returning the simulated stepped speed change control of the machine 40 from the uphill / downhill shift control to the normal shift control is output to the AT shift control unit 82 and the hybrid control unit 84.

The release condition setting unit 92 sets a predetermined release condition. As predetermined release conditions, the release condition setting unit 92 sets the condition 1 that the accelerator return determination flag is "ON", the condition 2 that the speed increase determination flag is "ON", and the steady running determination flag "ON". The cancellation condition that any one of the conditions 3 of the condition 3 is satisfied is set.

The accelerator return determination flag is set to "ON" when the accelerator return condition including the fact that the accelerator opening θacc is less than the predetermined opening is satisfied. The speed-up determination flag is set to "ON" when the condition of the speed-up state that the vehicle speed V has increased by a predetermined vehicle speed or more is satisfied after it is determined that the vehicle 10 is not traveling on a slope. The steady running determination flag is set to "ON" when the condition of the steady running state that the vehicle 10 is running at a constant speed with a substantially constant accelerator opening θacc after being judged not to be running on a slope is satisfied. NS.

The state determination unit 86 has a condition that the turning determination flag is "OFF", a condition that the amount of change in the accelerator opening θacc is smaller than a predetermined amount of change, and a condition that the accelerator opening θacc is predeterminedly opened during execution of the uphill / downhill shift control. It is determined whether or not the condition for returning the accelerator is satisfied based on whether or not any of the conditions that the condition is less than the degree is satisfied. When the condition for returning the accelerator is satisfied, the state determination unit 86 changes the accelerator return determination flag from "OFF" to "ON". The state determination unit 86 determines whether or not the vehicle 10 is turning based on whether or not the absolute values of the left-right acceleration Gy and the yaw rate Raw are equal to or higher than the respective turning determination threshold values, and the vehicle 10 turns. When it is determined that the vehicle is in the middle, the turning determination flag is set to "ON", and when it is determined that the vehicle 10 is not turning, the turning determination flag is set to "OFF". The amount of change in the accelerator opening θacc is the amount of change in the accelerator opening θacc per unit time, that is, the differential value of the accelerator opening θacc in the repeatedly executed control operation, and corresponds to the accelerator operating speed of the driver. .. The predetermined amount of change is a predetermined determination value for determining that the accelerator pedal has not been depressed by that time. The predetermined opening degree is a predetermined determination value for determining that the accelerator pedal has been returned to a state in which the accelerator is off or in the vicinity of the accelerator off. The turning determination threshold value is, for example, a predetermined determination value for determining that the vehicle 10 is turning.

FIG. 7 is a flowchart illustrating a main part of the control operation of the electronic control device 80, that is, a control operation for returning from the uphill / downhill shift control to the normal shift control, and is repeatedly executed, for example, during the execution of the uphill / downhill shift control. NS.

In FIG. 7, first, in step S10 corresponding to the function of the state determination unit 86, the condition that the vehicle 10 is not traveling on a slope and the accelerator return determination flag is “ON”. 1. Whether the predetermined release condition that any one of the condition 2 that the speed-up judgment flag is "ON" and the condition 3 that the steady running judgment flag is "ON" is satisfied is satisfied. Whether or not it is determined. If the judgment of S10 is denied, this routine is terminated. If the determination in S10 is affirmed, in S20 corresponding to the function of the shift control switching unit 90, the simulated stepped shift control of the compound transmission 40 is restored from the uphill / downhill shift control to the normal shift control.

By the way, in a driving scene where the driver wants to run comfortably, considering the vibration and noise caused by the high engine rotation speed Ne, or the large deceleration caused by the large engine braking torque, the normal shift control is promptly performed. It is desirable for drivability to return to. On the other hand, in a driving scene where the driver's driving load is high, if the normal shift control is quickly restored, a busy feeling due to upshifting or a desired driving force cannot be obtained promptly. A feeling of sluggishness may occur.

Therefore, the release condition setting unit 92 sets a predetermined release condition when the driver travel load detected by the travel load detection unit 88 is high, as compared with when the driver travel load is low, to a condition in which it is difficult to return from the uphill / downhill shift control to the normal shift control. do.

The conditions of the acceleration state in the condition 2 and the condition of the steady running state in the condition 3 which are different from the condition of the accelerator return in the condition 1 are after it is determined that the vehicle 10 is not traveling on a slope. It cannot be established until a certain amount of time has passed. That is, it takes time for the condition different from the accelerator return condition to be satisfied when it is determined that the vehicle 10 is not traveling on a slope as compared with the accelerator return condition. Therefore, when it is determined that the vehicle 10 is not traveling on a slope, the normal shift control can be quickly restored, which is the case where the predetermined release condition is satisfied by the satisfaction of the condition 1.

Therefore, the release condition setting unit 92 makes it easier to satisfy a predetermined release condition by enabling, that is, permitting, invalidating, or prohibiting the establishment of the accelerator return condition, that is, the accelerator return determination. It is easy to return to the shift control of the above, or it is difficult to satisfy the predetermined release condition and it is difficult to return to the normal shift control. That is, when the accelerator return determination is permitted, the accelerator return determination flag is set to "ON" if the accelerator return condition is satisfied, and when it is determined that the vehicle 10 is not traveling on a slope, normal shift control is promptly performed. Can be restored to. On the other hand, when the accelerator return determination is prohibited, the accelerator return determination flag is set to "OFF" even if the accelerator return condition is satisfied, and when it is determined that the vehicle 10 is not traveling on a slope, the above condition 2 or If the condition 3 is not satisfied, the normal shift control cannot be restored. In this way, the release condition setting unit 92 sets the predetermined release condition to a condition that makes it difficult to return to the normal shift control by disallowing the accelerator return determination.

In this embodiment, the state determination unit 86 changes the accelerator return determination flag from "OFF" to "ON" when the accelerator return condition is satisfied and the accelerator return determination is permitted. The state determination unit 86 sets the accelerator return determination flag to "OFF" when the accelerator return determination is prohibited even when the accelerator return condition is satisfied.

In the driving mode in which fuel efficiency is relatively prioritized, a driving scene in which the driver wants to drive comfortably is assumed. Alternatively, in the operation mode in which the fuel efficiency performance is relatively prioritized, it is desirable that the restriction on the simulated gear on the high side is promptly released and the fuel efficiency performance is improved when it is determined that the vehicle is not traveling on a slope. On the other hand, in the driving mode in which the power performance is relatively prioritized, a driving scene in which the driver's driving preference is increasing is assumed. Alternatively, in the operation mode in which the power performance is relatively prioritized, it is desirable that the simulated gear stage on the high side is limited and the power performance is improved even when it is determined that the vehicle is not traveling on a slope. Therefore, when the operation mode Mdrv selected by the driver is the operation mode in which the operation in which the power performance is prioritized is the operation mode in which the operation mode Mdrv is selected by the driver, the release condition setting unit 92 is the operation mode in which the operation in which the fuel efficiency performance is prioritized is possible. In comparison, the predetermined release condition is set to a condition in which it is difficult to return from the uphill / downhill shift control to the normal shift control.

FIG. 8 is a chart showing an example of setting whether to allow or prohibit the accelerator return determination according to the driver driving load and the operation mode Mdrv. In FIG. 8, the higher the driver's traveling load, the easier it is for the accelerator return determination to be prohibited, that is, the less likely it is to be permitted. As a result, the higher the driver's running load, the more difficult it is to return the predetermined release condition to the normal shift control. Further, the more the operation mode Mdrv is the operation mode in which the power performance is prioritized, the easier it is that the accelerator return determination is prohibited. As a result, the more the operation mode Mdrv is the operation mode in which the power performance is prioritized, the more the predetermined release condition is set to the condition that it is difficult to return to the normal shift control.

In a driving scene where the driver wants to drive comfortably when returning to normal shift control, it is desirable to suppress deterioration of drivability due to a change in the simulated gear stage. A driving scene in which the driver wants to drive comfortably is when the driver's driving load is low. Therefore, the shift control switching unit 90 issues a command to reduce the change in the simulated gear when returning to the normal shift control when the driver traveling load detected by the traveling load detecting unit 88 is low and when the driver traveling load is high. Output to the control unit 82 and the hybrid control unit 84. When the driver driving load is relatively low, the accelerator return determination is permitted, and when the driver driving load is relatively high, the accelerator return determination is prohibited. Therefore, the shift control switching unit 90 also reduces the change in the simulated gear when returning to the normal shift control when the accelerator return determination is permitted, as compared with when the accelerator return determination is prohibited. I can say.

FIG. 9 shows a main part of the control operation of the electronic control device 80, that is, a feeling of busyness and sluggishness in a driving scene in which the driver's driving load is high while suppressing deterioration of drivability in a driving scene in which the driver wants to drive comfortably. It is a flowchart explaining the control operation for suppressing the occurrence of a feeling, and is repeatedly executed, for example, during the execution of uphill / downhill shift control. Further, the flowchart of FIG. 9 is executed in parallel with the flowchart of FIG. 7. 10 and 11 are examples of time charts when the control operations shown in the flowcharts of FIGS. 7 and 9, respectively, are executed.

In FIG. 9, first, in S110 corresponding to the functions of the state determination unit 86 and the release condition setting unit 92, whether to allow or prohibit the accelerator return determination is set according to the driver traveling load and the operation mode Mdrv. Further, the condition that the turning determination flag is "OFF", the condition that the amount of change in the accelerator opening θacc is smaller than the predetermined amount of change, the condition that the accelerator opening θacc is less than the predetermined opening, and the accelerator return determination are It is determined whether or not any of the conditions of being permitted, that is, the condition that the accelerator return determination is permitted, is satisfied. If the determination in S110 is affirmed, the accelerator return determination flag is set to "ON" in S120 corresponding to the function of the state determination unit 86. If the determination in S110 is denied, the accelerator return determination flag is set to "OFF" in S130 corresponding to the function of the state determination unit 86.

FIG. 10 shows a time chart when the accelerator return determination is permitted. In FIG. 10, since it is determined that the vehicle is traveling on a downhill road, the uphill / downhill shift control is executed in the simulated stepped gear shift control of the compound transmission 40, and the simulated gear stage on the higher side than the simulated 5th gear gear stage is set. It is restricted (see Part A). In this embodiment, the accelerator return determination is permitted, and the accelerator return determination flag is set to "ON" when the accelerator return condition is satisfied during the uphill / downhill shift control. Then, the up / down slope shift control is terminated by reducing the road surface gradient θroad of the downhill road. When returning to normal shift control, the restrictions on the simulated gears on the high side are released one by one (see part B).

FIG. 11 shows a time chart when the accelerator return determination is prohibited. In FIG. 11, since it is determined that the vehicle is traveling on a downhill road, the uphill / downhill shift control is executed in the simulated stepped gear shift control of the compound transmission 40, and the simulated gear stage on the higher side than the simulated 5th gear stage is set. It is restricted (see Part C). In this embodiment, the accelerator return determination is prohibited, and the accelerator return determination flag is not set to "ON" even if the accelerator return condition is satisfied during the uphill / downhill shift control. Therefore, if the road surface gradient θroad of the downhill road is reduced, the up / down slope shift control cannot be terminated. In addition to reducing the road surface gradient θroad, for example, when the acceleration determination flag or the steady running determination flag is set to “ON” by turning on the accelerator, the uphill / downhill shift control is terminated. When returning to the normal shift control, the gear is upshifted to a simulated gear stage that matches the normal shift control (see section D).

As described above, according to the present embodiment, when the driver running load is high, the predetermined release condition is set to a condition in which it is difficult to return from the uphill / downhill shift control to the normal shift control as compared with the case where the driver running load is low. When the load is low and the driver wants to drive comfortably, the restriction on the simulated gear on the high side is easily released when it is determined that the vehicle is not traveling on a slope. Further, when the driver's running load is high, it is difficult to release the restriction on the simulated gear on the high side when it is determined that the driver is not running on a slope. Therefore, it is possible to suppress the deterioration of drivability in a driving scene in which the driver wants to drive comfortably, and to suppress the occurrence of a busy feeling and a feeling of sluggishness in a driving scene in which the driver's driving load is high.

Further, according to the present embodiment, since the accelerator return determination, which is one of the predetermined release conditions, is not permitted, the predetermined release condition is set to a condition in which it is difficult to return to the normal shift control, so that the driver can use it. In a driving scene where a person wants to run comfortably, the accelerator return determination is permitted so that the restriction on the simulated gear on the high side can be quickly released when it is determined that the vehicle is not traveling on a slope. Further, in a driving scene where the driver's driving load is high, even if the condition for returning the accelerator is satisfied, the accelerator return determination is not permitted, and when it is determined that the vehicle is not traveling on a slope, the simulated gear on the high side The restrictions are hard to lift.

Further, according to the present embodiment, in the operation mode in which the power performance is prioritized, the predetermined release condition is set to a condition in which it is difficult to return to the normal shift control as compared with the operation mode in which the fuel efficiency performance is prioritized. Therefore, in the operation mode in which the fuel efficiency performance is prioritized, the restriction on the simulated gear on the high side is easily released when it is determined that the vehicle is not traveling on a slope, and the fuel efficiency performance is easily improved. Further, in the operation mode in which the power performance is prioritized, it is difficult to release the restriction of the simulated gear on the high side when it is determined that the vehicle is not traveling on a slope, and the power performance can be easily improved.

Further, according to the present embodiment, in the ascending / descending hill shift control, the higher the driver's running load, the more the simulated gear stage on the lower side is limited. The source braking force can be obtained more appropriately.

Further, according to this embodiment, when the driver's running load is low, the change in the simulated gear stage when returning to the normal shift control is smaller than when the driver's running load is high, so that the driving scene in which the driver wants to run comfortably Then, the deterioration of drivability due to the change of the simulated gear stage is suppressed.

Further, according to the present embodiment, in a driving scene in which the driver wants to run comfortably, the restriction on the simulated gear on the high side can be easily released quickly, so that vibration caused by the engine rotation speed Ne staying high can be caused. Noise is reduced and the occurrence of large deceleration due to large engine braking torque is suppressed. Further, in a driving scene where the driver's driving load is high, it is difficult to release the limitation of the simulated gear stage on the high side, so that busy shift is suppressed and the occurrence of a feeling of sluggishness is suppressed.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

For example, in the above-described embodiment, as predetermined release conditions, the condition 1 that the accelerator return determination flag is "ON", the condition 2 that the acceleration determination flag is "ON", and the steady running determination flag are "ON". Although the cancellation condition that any one of the conditions 3 of the condition 3 is satisfied is illustrated, the present invention is not limited to this aspect. For example, the predetermined release condition may be condition 1 that the accelerator return determination flag is “ON”. In such a case, as shown in FIG. 8, the release condition setting unit 92 makes it difficult to allow the accelerator return determination when the driver's traveling load is high as compared with when the driver's running load is low, so that the predetermined release condition can be changed to a normal speed change. Set the conditions so that it is difficult to return to control. In this way, in a driving scene where the driver wants to drive comfortably, the accelerator return determination is easily permitted, and when it is determined that the vehicle is not driving on a slope, the restriction on the simulated gear on the high side is promptly released. It will be easier. Further, in a driving scene where the driver's driving load is high, even if the condition for returning the accelerator is satisfied, it is difficult to allow the accelerator return determination, and when it is determined that the vehicle is not traveling on a slope, the simulated gear stage on the high side It is difficult to lift the restriction of.

Further, in the above-described embodiment, the up / down slope shift control is executed in the simulated stepped shift control of the compound transmission 40, but the present invention is not limited to this embodiment. The up / down slope shift control may be executed in the continuously variable transmission control of the compound transmission 40. In this case, in the up / down slope shift control, the high side gear ratio γt is limited in the continuously variable transmission control of the compound transmission 40, that is, the shift to the high side gear ratio γt is prohibited.

Further, in the above-described embodiment, the embodiment in which a predetermined release condition is set to a condition in which it is difficult to return to the normal shift control is defined as an uphill / downhill shift control when traveling on an uphill road and an uphill / downhill shift control when traveling on a downhill road. However, the present invention is not limited to this aspect. For example, it may be applied only to one of the up / down slope shift control when traveling on an uphill road and the up / down slope shift control when traveling on a downhill road. In the first place, the up / down slope shift control may be executed only when traveling on one of the uphill road and the downhill road. That is, the electronic control device 80 determines whether or not the vehicle 10 is traveling on at least one of the downhill road and the uphill road, and if it is determined that the vehicle is traveling on the slope, the electronic control device 80 determines. , It functions as a vehicle shift control device that performs predetermined shift control in which the shift ratio γt on the high side is limited in the shift control of the compound transmission 40. The present invention can also be applied to such a speed change control device for vehicles.

Further, in the above-described embodiment, whether to allow or prohibit the accelerator return determination according to the driver driving load and the operation mode Mdrv is set, but at least the accelerator return determination is permitted or prohibited according to the driver driving load. You just have to set. Further, as shown in FIG. 8, as the driver running load, three stages of low, medium, and high are illustrated, but at least two stages of low and high are sufficient. Further, as the operation mode Mdrv, three types of operation modes, a normal mode, a sports mode, and an eco mode, have been exemplified, but at least two types of operation modes are sufficient.

Further, in the above-described embodiment, it is determined whether or not the vehicle 10 is traveling on a slope based on the road surface gradient θroad which is a value detected by the gradient sensor 75, but the present invention is not limited to this mode. For example, by applying the engine torque Te and the vehicle speed V to a predetermined relationship, the reference acceleration to be generated when traveling on a flat road is calculated, and the absolute value of the acceleration difference between the reference acceleration and the front-rear acceleration Gx is used. The road surface gradient on the traveling road may be calculated based on this. Alternatively, it may be determined whether or not the vehicle 10 is traveling on a slope based on the road map information of the navigation system or the like mounted on the vehicle 10.

Further, in the above-described embodiment, the value of the square root of the sum of the square of the front-rear acceleration Gx and the square of the left-right acceleration Gy is set as the driver running load, but the present invention is not limited to this embodiment. For example, the driver running load may be a value indicating the magnitude of the load on the vehicle 10 due to the driving operation, and is quantified using the accelerator opening θacc, the amount of change thereof, the amount of brake operation, the amount of change thereof, and the like. You may.

Further, in the above-described embodiment, the present invention has been described by exemplifying the compound transmission 40 as an automatic transmission, but the present invention is not limited to this embodiment. For example, the present invention can be applied to a vehicle provided with only one of the continuously variable transmission 18 and the continuously variable transmission 20. Further, instead of the stepped transmission unit 20, a known DCT (Dual Clutch Transmission) which is a synchronous meshing parallel 2-axis automatic transmission and a synchronous meshing parallel 2-axis automatic transmission having two input shafts. , An automatic transmission such as a known continuously variable transmission mechanical continuously variable transmission such as a belt type continuously variable transmission may be provided. In short, the present invention can be applied to any vehicle provided with an automatic transmission capable of performing a predetermined shift control in which the shift ratio on the high side is limited in the shift control during traveling on a slope.

Further, in the above-described embodiment, the continuously variable transmission unit 18 is a transmission mechanism having a differential mechanism 32 which is a single pinion type planetary gear device and functions as an electric transmission mechanism. Not exclusively. For example, the continuously variable transmission unit 18 may be a transmission mechanism whose differential action can be limited by the control of a clutch or a brake connected to a rotating element of the differential mechanism 32. Further, the differential mechanism 32 may be a double pinion type planetary gear device. Further, the differential mechanism 32 may be a differential mechanism having four or more rotating elements by connecting a plurality of planetary gear devices to each other. Further, even if the differential mechanism 32 is a differential gear device in which the first rotary machine MG1 and the intermediate transmission member 30 are connected to a pinion that is rotationally driven by the engine 14 and a pair of bevel gears that mesh with the pinion. good. Further, in the differential mechanism 32, in a configuration in which two or more planetary gear devices are interconnected by some rotating elements constituting the differential mechanism 32, an engine, a rotating machine, and a drive wheel are respectively connected to the rotating elements of the planetary gear device. It may be a mechanism that is connected so as to be able to transmit power.

Further, in the above-described embodiment, an embodiment in which 10 types of simulated gear stages are assigned to 4 types of AT gear stages has been illustrated, but the embodiment is not limited to this mode. Preferably, the number of simulated gear stages may be equal to or greater than the number of AT gear stages and may be the same as the number of AT gear stages, but it is desirable that the number of stages is larger than the number of AT gear stages, for example, twice. The above is appropriate. The shift of the AT gear stage is performed so that the rotation speed of the intermediate transmission member 30 and the second rotary machine MG2 connected to the intermediate transmission member 30 is maintained within a predetermined rotation speed range, and is simulated. The gear speed change is performed so that the engine rotation speed Ne is maintained within a predetermined rotation speed range, and the number of each gear is appropriately determined.

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

10: Vehicle (hybrid vehicle)
14: Engine (power source)
18: Electric continuously variable transmission (electric continuously variable transmission mechanism)
20: Mechanical stepped transmission (mechanical transmission mechanism)
28: Drive wheel 30: Intermediate transmission member (output rotating member of electric transmission mechanism)
32: Differential mechanism 40: Combined transmission (automatic transmission)
80: Electronic control device (speed control device for vehicles)
88: Travel load detection unit 90: Shift control switching unit 92: Release condition setting unit MG1: First rotating machine MG2: Second rotating machine (power source)

Claims (7)

It is determined whether or not the vehicle is traveling on a downhill road or at least one of the uphill roads, and if it is determined that the vehicle is traveling on a slope, the high side is used in the shift control of the automatic transmission. A vehicle shift control device that performs predetermined shift control with a limited gear ratio.
When it is determined that the vehicle is not traveling on a slope and the predetermined release condition is satisfied, the gear shift is returned from the predetermined gear shift control to the normal shift control in which the gear ratio on the high side is not restricted. Control switching unit and
A driving load detection unit that detects a driving load that reflects the driver's driving preferences,
It is characterized by including a release condition setting unit that sets the predetermined release condition from the predetermined shift control to a condition that makes it difficult to return to the normal shift control when the driving load of the driver is high as compared with when the traveling load is low. Shift control device for vehicles. The predetermined release condition is a condition for returning the accelerator, including that the accelerator operation amount of the driver is less than the predetermined operation amount.
The first aspect of the present invention is characterized in that the release condition setting unit sets the predetermined release condition to a condition that makes it difficult to return to the normal shift control by making it difficult to allow the condition for returning the accelerator to be satisfied. The vehicle shift control device described. The predetermined release condition is a condition for returning the accelerator including that the amount of accelerator operation by the driver is less than the predetermined amount of operation, and when it is determined that the vehicle is not traveling on a slope as compared with the condition for returning the accelerator. It is established when any of the other conditions that require time to be satisfied is satisfied.
The first aspect of claim 1, wherein the release condition setting unit sets the predetermined release condition to a condition that makes it difficult to return to the normal shift control by not permitting the establishment of the accelerator return condition. Shift control device for vehicles. When the operation mode selected by the driver is an operation mode in which power performance is prioritized, the release condition setting unit is compared with an operation mode in which fuel efficiency is prioritized. The vehicle shift control device according to any one of claims 1 to 3, wherein a predetermined release condition is set to a condition in which it is difficult to return from the predetermined shift control to the normal shift control. The vehicle shift control device according to any one of claims 1 to 4, wherein in the predetermined shift control, the higher the traveling load of the driver is, the lower the shift ratio is limited. .. The shift control switching unit according to any one of claims 1 to 5, wherein when the traveling load of the driver is low, the change in the gear ratio when returning to the normal shift control is smaller than when the traveling load is high. The vehicle shift control device according to item 1. The operation of the first rotating machine having an engine functioning as a power source, a differential mechanism to which the engine is connected so as to be able to transmit power, and a first rotating machine connected to the differential mechanism so as to be able to transmit power. A power transmission mechanism that controls the differential state of the differential mechanism by controlling the state, and a power source that functions as the power source, which is connected to an output rotating member of the electric transmission mechanism so as to be able to transmit power. It is provided in a hybrid vehicle equipped with a two-rotator and a mechanical transmission mechanism that forms a part of a power transmission path between an output rotating member of the electric transmission mechanism and a drive wheel.
Any of claims 1 to 6, wherein the speed change control of a composite transmission in which the electric speed change mechanism and the mechanical speed change mechanism arranged in series function as the automatic transmission is performed. The vehicle shift control device according to item 1.

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