JP2013203140A - Control device for automatic transmission for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for an automatic transmission for a hybrid vehicle in which a backlash shock which may be generated when switching a first mode and a second mode can be reduced.SOLUTION: A control section 1 includes: an input rotation detection means 44 which detects a rotating speed of an input member; a mode switching means 43 which switches a first mode where a friction engagement element for gear shift is engaged to bring an automatic transmission into a neutral state in EV traveling, and a second mode where the friction engagement element for gear shift is disengaged to bring the automatic transmission into the neutral state; and an engagement control means 41 which is engaged or disengaged with/from the friction engagement element for gear shift while gradually changing the engagement pressure of the friction engagement element for gear shift by commanding a hydraulic control device 6 when switching the first mode and the second mode. When a change in a rotating speed of the input member after starting changing the engagement pressure becomes equal to or larger than a predetermined variation, the engagement control means 41 reduces a degree of changing the engagement pressure, thereby suppressing the transition of a rotating state in an automatic transmission mechanism 5.

Description

  The present invention relates to a control device for an automatic transmission mounted on, for example, a hybrid vehicle. More specifically, the present invention controls a neutral state during EV traveling using only the driving force of a motor, and uses an electric oil pump as a friction engagement element. The present invention relates to a control device for an automatic transmission for a hybrid vehicle that supplies lubricating oil.

  In recent years, various hybrid vehicles have been developed in order to improve the fuel consumption of the vehicle. Among such hybrid vehicles, there is an automatic transmission that changes the rotation of the internal combustion engine during hybrid traveling or engine traveling. Some have a transmission (see Patent Document 1).

  In a hybrid vehicle equipped with an automatic transmission as in Patent Document 1, during EV traveling using only the driving force of a motor / generator (hereinafter simply referred to as “motor”), a low speed stage (for example, the first forward speed stage to In the state in which the third forward speed is determined, the automatic transmission is set to the neutral state while the first clutch (C-1) is engaged, and the high speed (for example, the fourth forward speed to the sixth forward speed) is determined. In the state, it has been proposed to release the first clutch (C-1) to bring the automatic transmission into a neutral state.

JP 2010-223399 A

  By the way, in the automatic transmission of the hybrid vehicle as described above, the members on the output side (wheel side) in the automatic transmission are rotated during EV traveling. At this time, the neutral state in which the first clutch is released is basically a free rotation state, but each member tends to settle in a predetermined rotation state based on the balance of the drag states of the plurality of friction engagement elements. . From the predetermined rotation state, for example, the engagement of the first clutch is determined according to the vehicle speed, and when the first clutch is engaged, the balance of the drag state is lost, and a transition is made to a different rotation state. . At this time, if there is a member whose rotational speed changes significantly due to the transition of the rotational state, a shock that sways back (inertial shock) may occur in response to the transition of the rotational state. There is a risk of causing a sense of incongruity by being transmitted.

  In view of the above, an object of the present invention is to provide a control device for an automatic transmission for a hybrid vehicle that can reduce a rolling shock that occurs when the first mode and the second mode are switched. is there.

The present invention (see, for example, FIGS. 1 to 7) includes an input member (12) drivingly connected to an internal combustion engine (2), an output member (11) drivingly connected to wheels (80fl, 80fr), and the input. An automatic transmission mechanism (5) capable of shifting the rotation (Nin) of the member (12) and outputting it to the output member (11), and an electric oil pump (32) driven while the internal combustion engine (2) is stopped A frictional engagement element for shifting (C-1) that can be engaged by the hydraulic pressure generated by the electric oil pump (32) and that can change the rotation transmission state of the automatic transmission mechanism (5), and the electric oil A hydraulic control device (6) capable of adjusting the engagement pressure (P _C1 ) of the shift friction engagement element (C-1) based on the hydraulic pressure of the pump (32), and the internal combustion engine (2) E running with the driving force of the rotating electrical machine (20) During the traveling, the wheel (80FL, 80FR) while being controlled to a neutral state wherein the output member (11) is an automatic transmission for a hybrid vehicle which is rotated by a control device (10) in (1),
An input rotation detecting means (44) for detecting a rotation speed (Nin) of the input member (12);
During the EV traveling, a first mode in which the frictional engagement element (C-1) for shifting is engaged to set the automatic transmission (10) in a neutral state, and the frictional engagement element (C-1 for shifting) ) And a mode switching means (43) for switching between the second mode in which the automatic transmission (10) is in the neutral state, and
When the first mode and the second mode are switched, the hydraulic pressure control device (6) is instructed to gradually increase the engagement pressure (P _C1 ) of the shift friction engagement element (C-1). Engagement control means (41) for changing and engaging or releasing the frictional engagement element (C-1) for shifting,
In the engagement control means (41), the change in the rotational speed (Nin) of the input member (12) after starting the change in the engagement pressure (P _C1 ) becomes a predetermined change amount (NinA) or more. In this case, the degree of change in the engagement pressure (P _C1 ) is reduced.

Further, according to the present invention (see, for example, FIGS. 5 and 6), the engagement control means (41) has a change in the rotational speed (Nin) of the input member (12) equal to or greater than the predetermined change amount (NinA). In this case, the degree of change of the engagement pressure (P _C1 ) is set to 0, and the magnitude of the engagement pressure (P _C1 ) is maintained.

Further, according to the present invention (see, for example, FIGS. 5 and 6), the engagement control means (41) is configured so that the direction in which the rotational speed (Nin) of the input member (12) changes is reversed. The maintenance of the magnitude of the combined pressure (P _C1 ) is released.

More specifically, the present invention (for example, see FIGS. 4 to 6) measures the elapsed time after the change in the rotational speed (Nin) of the input member (12) becomes equal to or greater than the predetermined change amount (NinA). An elapsed time measuring means (42) for
The engagement control means (41) releases the maintenance of the magnitude of the engagement pressure (P _C1 ) when the elapsed time reaches a predetermined time (TA).

More specifically, in the present invention (see, for example, FIGS. 4 to 6), the engagement control means (41) starts maintaining the magnitude of the engagement pressure (P _C1 ) for the predetermined time (TA). It is set based on the rotational acceleration (Ninα) of the input member (12) at the time.

And this invention is equipped with the vehicle speed detection means (46) which detects vehicle speed (V) (for example, refer FIG. 4 thru | or FIG. 6),
The mode switching means (43) switches to the first mode when the vehicle speed (V) becomes less than the predetermined vehicle speed (V1), and switches to the second mode when the vehicle speed (V1) or more. Features.

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, the engagement control means commands the hydraulic control device when the first mode and the second mode are switched, and gradually changes the engagement pressure of the frictional engagement element for shifting. Thus, when the frictional engagement element for shifting is engaged or released, the degree of change in the engagement pressure is reduced when the change in rotational speed of the input member exceeds a predetermined change amount. It is possible to suppress the transition of the rotation state in the mechanism, to reduce the rolling shock, and to prevent the passenger from feeling uncomfortable.

  According to the second aspect of the present invention, the engagement control means sets the degree of change in the engagement pressure to 0 when the change in the rotation speed of the input member exceeds a predetermined change amount, and the magnitude of the engagement pressure. Therefore, it is possible to prevent the transition of the rotation state in the automatic transmission mechanism from proceeding, and to reduce the rolling shock.

  According to the third aspect of the present invention, the engagement control means releases the maintenance of the magnitude of the engagement pressure after the direction in which the rotation speed of the input member changes is reversed, so that the rotation in the automatic transmission mechanism After the progress of the state transition is stopped, the engagement of the frictional engagement element for shifting can be resumed, and it is possible to prevent the occurrence of a rolling shock after releasing the maintenance of the engagement pressure.

  According to the fourth aspect of the present invention, when the elapsed time after the change of the rotation speed of the input member becomes equal to or greater than the predetermined change amount becomes the predetermined time, the engagement control means increases the magnitude of the engagement pressure. Therefore, the magnitude of the engagement pressure is maintained after the direction in which the rotation speed of the input member changes is reversed, without actually monitoring the change in the rotation speed of the input member by the input rotation detection means. Can be released, and in particular, it is not necessary to detect the fine rotation speed by the input rotation detection means.

  According to the fifth aspect of the present invention, the engagement control means sets the predetermined time based on the rotational acceleration of the input member when the maintenance of the magnitude of the engagement pressure is started. The direction in which the rotational speed of the input member changes can be reliably reversed, and the maintenance of the magnitude of the engagement pressure can be released after the direction in which the rotational speed of the input member changes is reliably reversed. It can be performed.

  According to the sixth aspect of the present invention, the mode switching means switches to the first mode when the vehicle speed becomes less than the predetermined vehicle speed, and switches to the second mode when the vehicle speed exceeds the predetermined vehicle speed. When the frictional engagement element for shifting is engaged, the back shock is easily transmitted to the occupant, but when the change in the rotation speed of the input member exceeds the predetermined change amount, the engagement pressure is reduced. Since the degree of change is reduced, it is possible to suppress the transition of the rotation state in the automatic transmission mechanism, to reduce the rolling shock, and to prevent the passenger from feeling uncomfortable.

Schematic which shows the hybrid vehicle which can apply this invention. 1 is a schematic cross-sectional view showing an automatic transmission for a hybrid vehicle. The engagement table | surface of this automatic transmission for hybrid vehicles. The block diagram which shows the control apparatus of the automatic transmission for hybrid vehicles. The flowchart which shows the mode switching control at the time of EV driving | running | working. The time chart which shows the time of engagement of the clutch C-1. The speed diagram which shows the rotation state change in an automatic transmission mechanism.

  Embodiments according to the present invention will be described below with reference to FIGS. First, an example of a hybrid vehicle that can provide the present invention will be described with reference to FIG.

  As shown in FIG. 1, a hybrid vehicle 100 according to the present embodiment is a rear motor type hybrid vehicle, and is equipped with an internal combustion engine (E / G) 2 on the front side, and the internal combustion engine 2 and the left and right wheels on the front side. It is configured like a so-called FF (front engine, front drive) type vehicle in which an automatic transmission for hybrid vehicle (hereinafter simply referred to as “automatic transmission”) 10 is mounted on a transmission path between 80 fl and 80 fr. And a rear motor (rotary electric machine) 20 that is drivingly connected to the left and right wheels 80rl and 80rr on the rear side, that is, front wheel drive during engine running, rear wheel drive during EV running, and hybrid running. It is sometimes configured to allow four-wheel drive.

  Specifically, a belt-type integrated starter generator 3A is connected to the internal combustion engine 2, and the internal combustion engine 2 is configured to be startable. The belt-type integrated starter / generator (BISG) 3A can start the internal combustion engine 2 at a high output by being supplied with electric power from a high voltage battery (Hi-V Battery) 24 via an inverter 23. At the same time, the high-voltage battery 24 can be charged while the internal combustion engine 2 is being started (driven).

  One starter (Starter) 3B is a starter that is driven by a general low-voltage battery (Lo-V Battery) 26 (so-called 12V type power supply). In this hybrid vehicle 100, after the rotational speed of the internal combustion engine 2 is increased to a rotational speed higher than the rotational speed at the time of idling using a belt-type integrated starter generator (BISG) 3A at room temperature (for example, 0 degrees or more), The internal combustion engine 2 is ignited, and at a low temperature (for example, less than 0 degrees), the internal combustion engine 2 is normally started using the starter 3B.

  The internal combustion engine 2 is connected to an automatic transmission 10 described later in detail. The automatic transmission 10 roughly includes a torque converter (T / C) 4, an automatic transmission mechanism (T / M) 5, a hydraulic control device (V / B) 6, and the like. A torque converter 4 is connected to the drive. An automatic transmission mechanism (T / M) 5 is drivingly connected to the torque converter 4, and the automatic transmission mechanism 5 is connected to the left and right axles 81l through a differential device D (see FIG. 2) as will be described in detail later. 81r is connected to the front left and right wheels 80fl and 80fr.

  Further, the automatic transmission mechanism 5 is provided with a hydraulic control device (V / B) 6 for hydraulically controlling a frictional engagement element (clutch or brake) for shifting described later. In accordance with an electronic command from a control unit (TCU: Transmission Control Unit) 1 (hybrid vehicle automatic transmission control device), a built-in solenoid valve or the like is electronically controlled. As will be described in detail later, the hydraulic control device 6 is provided with an electric oil pump 32 that is driven independently of the internal combustion engine 2 (that is, can be driven while the mechanical oil pump is stopped). The hydraulic oil pump 32 can supply hydraulic pressure to the hydraulic control device 6. That is, the engagement pressure supplied to each hydraulic servo of the friction engagement element for shifting is adjustable by the hydraulic control device 6 based on the hydraulic pressure generated by the electric oil pump 32 and the mechanical oil pump (not shown). Pressure is adjusted.

  The electric oil pump 32 and the control unit 1 are driven using the power of the low voltage battery 26. The low voltage battery 26 is connected to a high voltage battery 24 via a DC / DC converter (step-down circuit) 25 and is configured to be supplied with electric power from the high voltage battery 24.

  On the other hand, the rear motor 20 is connected to a high voltage battery 24 via an inverter 23, and is configured to be capable of power running and regeneration. The rear motor 20 is drivingly connected to a gear box (Gear Box) 21 via a motor disconnection clutch CM. The gear box 21 incorporates a reduction gear mechanism with a predetermined reduction ratio (not shown) and a differential device, and when the motor disconnection clutch CM is engaged, the rotation of the rear motor 20 is reduced to the reduction gear of the gear box 21. While decelerating by the mechanism and absorbing the differential rotation of the left and right axles 82l and 82r by the differential device, it is transmitted to the left and right wheels 80rl and 80rr on the rear side.

  Next, the configuration of the automatic transmission 10 will be described with reference to FIG. The automatic transmission 10 is arranged on a transmission path between the internal combustion engine 2 (see FIG. 1) and the front left and right wheels 80fl and 80fr, and can be connected to the crankshaft of the internal combustion engine 2. The above-described torque converter 4 and the automatic transmission mechanism 5 are provided centering on the axial direction of the input shaft 8.

  The torque converter 4 includes a pump impeller 4a connected to the input shaft 8 of the automatic transmission 10, a turbine runner 4b to which rotation of the pump impeller 4a is transmitted via a working fluid, and the turbine runner 4b to the pump impeller 4a. The turbine runner 4b has a stator 4c that rectifies the returning oil and produces a torque increasing action, and the turbine runner 4b is provided with an input shaft (input) of the automatic transmission mechanism 5 disposed coaxially with the input shaft 8. Member) 12. The torque converter 4 is provided with a lock-up clutch 7, and when the lock-up clutch 7 is engaged, the rotation of the input shaft 8 of the automatic transmission 10 causes the input shaft of the automatic transmission mechanism 5 to rotate. 12 is transmitted directly.

  The stator 4c is fixed by the one-way clutch F in a state where the rotation of the turbine runner 4b is lower than the rotation of the pump impeller 4a, receives the reaction force of the oil flow, and generates a torque increasing action. When the rotation of the runner 4b is exceeded, the engine runs idle and the oil flow does not act in the negative direction.

  Further, the pump impeller 4a is driven and connected at its automatic transmission mechanism 5 side to a mechanical oil pump (not shown) disposed in a partition wall fixed to the mission case 9, that is, The drive shaft is linked to the internal combustion engine 2 via the input shaft 8.

  The automatic transmission mechanism 5 includes a planetary gear SP and a planetary gear unit PU on the input shaft 12. The planetary gear SP is a so-called single pinion planetary gear that includes a sun gear S1, a carrier CR1, and a ring gear R1, and has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.

  The planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R2 as four rotating elements. The long gearion PL meshed with the sun gear S2 and the ring gear R2 and the sun gear S3 This is a so-called Ravigneaux type planetary gear that has meshing short pinions PS that mesh with each other.

  The sun gear S1 of the planetary gear SP is fixed integrally with the transmission case 9, and the rotation is fixed. The ring gear R1 is rotated in the same rotation as the input shaft 12 (hereinafter referred to as “input rotation”). Further, the carrier CR1 is decelerated by decelerating the input rotation by the fixed sun gear S1 and the ring gear R1 that rotates, and the clutch (transmission friction engagement element) C-1 and the clutch C- 3 is connected.

  The sun gear S2 of the planetary gear unit PU is connected to a brake B-1 formed of a band brake so as to be freely fixed to the transmission case 9, and is connected to the clutch C-3. Thus, the decelerated rotation of the carrier CR1 can be freely input. The sun gear S3 is connected to the clutch C-1, so that the decelerated rotation of the carrier CR1 can be input.

  Further, the carrier CR2 is connected to a clutch C-2 to which the rotation of the input shaft 12 is input, and the input rotation can be freely input via the clutch C-2, and the one-way clutch F-1 and Connected to the brake B-2, rotation in one direction is restricted with respect to the transmission case via the one-way clutch F-1, and rotation can be fixed via the brake B-2. The ring gear R2 is connected to a counter gear (output member) 11, and the counter gear 11 is connected to wheels 80fl and 80fr via a countershaft 15 and a differential device D.

  In the hybrid vehicle 100 configured as described above, when the engine travels using the driving force of the internal combustion engine 2, the motor disconnection clutch CM shown in FIG. 1 is released, and the rear motor 20 has wheels 80rl and 80rr. It is made the state disconnected from. In the automatic transmission 10, the hydraulic control device 6 is electronically controlled by determining the optimum gear position by the control unit 1 according to the vehicle speed and the accelerator opening, and the first forward speed formed based on the shift determination. The driving force of the internal combustion engine 2 is shifted between the first to sixth forward speeds and the reverse speed, and the driving force of the internal combustion engine 2 is transmitted to the wheels 80fl and 80fr. Note that the first forward speed to the sixth forward speed and the reverse speed of the automatic transmission 10 are the clutches C-1 to C-3, brakes B-1 to B-2, The one-way clutch F-1 is actuated (engaged control), whereby the rotation transmission state of the automatic transmission mechanism 5 is changed and achieved.

  Further, when shifting from the engine running mode to the hybrid running, the motor disconnecting clutch CM shown in FIG. 1 is engaged, and the rear motor 20 is drivingly connected to the wheels 80rl and 80rr. Thereby, in addition to the driving force of the internal combustion engine 2, the driving force of the rear motor 20 is appropriately assisted or regenerated based on the accelerator opening (driver's driving force request), that is, the driving force of the internal combustion engine 2 and the rear motor 20. The hybrid vehicle 100 is driven using the driving force.

  When accelerating in the engine running mode by the driving force of the internal combustion engine 2, the motor disconnecting clutch CM is released, and the rear motor 20 is disconnected from the wheels 80rl and 80rr so as not to become running resistance. Also good. Even when the engine is running, it is preferable to improve the fuel efficiency by engaging the motor separating clutch CM and executing the regenerative braking with the rear motor 20 during deceleration.

  In EV traveling, the motor disconnection clutch CM shown in FIG. 1 is engaged, the rear motor 20 is drivingly connected to the wheels 80rl and 80rr, the internal combustion engine 2 is stopped, and the automatic transmission 10 is stopped. The clutches C-2 to C-3 and the brakes B-1 to B-2 are controlled to be released, so that the automatic transmission 10 is brought into a neutral state in which it can idle. As a result, the driving force of the rear motor 20 is appropriately powered or regenerated based on the accelerator opening (the driver's request for driving force), that is, the hybrid vehicle 100 travels using only the driving force of the rear motor 20.

  During the EV traveling, members (for example, the differential device D, the counter shaft 15, the counter gear 11, the planetary gear unit PU, etc.) that are drivingly connected to the wheels 80fl and 80fr of the automatic transmission mechanism 5 are rotated. At the same time, the mechanical oil pump 31 is stopped when the internal combustion engine 2 is stopped. Accordingly, during EV traveling, the lubricating oil is supplied to the lubrication part of the automatic transmission mechanism 5 by the electric oil pump 32.

Further, in the hybrid vehicle 100, during EV traveling, the mode switching means 43 of the control unit (TCU) 1 described in detail later, for example, has a predetermined vehicle speed, as in Patent Document 1 (Japanese Patent Laid-Open No. 2010-223399). When it is determined that the vehicle speed is lower than the first vehicle speed, it is switched to the first mode, and the clutch C-1 is set in preparation for transition from EV traveling to hybrid traveling or engine traveling. Engagement control is performed. On the other hand, if the mode switching means 43 of the control unit (TCU) 1 to be described later determines that the vehicle speed is equivalent to the sixth forward speed from the fourth forward speed based on, for example, that the vehicle speed is equal to or higher than a predetermined vehicle speed. The mode is switched to release control of the clutch C-1. Incidentally, the engagement and disengagement control of the clutch C1 during the EV traveling, the engagement pressure P _C1 of the clutch C1 is pressurized freely regulated by the hydraulic control device 6 on the basis of the oil pressure of the electric oil pump 32 Executed by.

  Here, in the automatic transmission mechanism 5, a transition is made from the second rotation state in the second mode (clutch C-1 is released) to the first rotation state in the first mode (clutch C-1 is engaged). The case where it does is demonstrated along FIG.2 and FIG.7.

  During EV traveling, when the control unit 1 is switched to the second mode, that is, for example, traveling that is determined to correspond to the fourth forward speed to the sixth forward speed, dragging of each clutch or brake during high speed traveling is prevented. In order to release all the clutches and brakes (clutch C-1, clutch C-2, clutch C-3, brake B-1, brake B-2), and automatic transmission mechanism 5 is neutral. Control to be in a state.

  In the neutral state of the second mode, the brake B-1 is arranged to surround a drum-like member (not shown) due to the characteristics of a band brake. It is characterized by being easily dragged by the member. When the brake B-1 is dragged, the rotation of the sun gear S2 substantially stops with respect to the rotation state of the ring gear R2 interlocked with the rotation of the wheels 80fl and fr as shown in the velocity diagram shown in FIG. The sun gear S3 rotates at a higher speed than the rotation of the ring gear R2. At this time, the clutch C-2 also slightly drags, so that the carrier CR1 and the ring gear R1 are slightly rotated in the planetary gear SP.

  Assuming that the neutral mode of the second mode is switched to the first mode and the clutch C-1 is suddenly engaged, for example, the rotational state inside the automatic transmission mechanism 5 changes, and first the rotational speed of the sun gear S2 is changed to the clutch. It descends as shown by arrow A by the engagement of C-1. Then, since the sun gear S2 and the carrier CR1 are drivingly connected by the engagement of the clutch C-1 (see FIG. 2), the rotational speed of the carrier CR1 rapidly increases as indicated by the arrow B, and then the rotational speed of the sun gear S2. As the speed decreases, the rotational speed of the carrier CR1 also decreases slightly.

  Accordingly, the planetary gear unit PU also changes its rotational state and causes inertia torque. In particular, in the planetary gear SP, when the rotational speed is increased and then lowered as indicated by the arrow B, a shock of shock is generated.

  Hereinafter, the control for reducing the occurrence of the rolling shock caused by the engagement of the clutch C-1 and the configuration of the control unit 1 that performs the control will be described with reference to FIGS.

  As shown in FIG. 4, the control unit (TCU) 1 includes an engagement control means 41, an elapsed time measurement means 42, a mode switching means 43, an input rotation detection means 44, a vehicle speed detection means 46, and the like. The control unit 1 includes an input shaft rotation sensor 60 that detects the rotation speed of the input shaft 12 and an output shaft rotation (vehicle speed) sensor 61 that detects the rotation speed of the counter gear 11 (or the counter shaft 15). And are connected.

  As shown in FIG. 5, the control unit 1 starts the mode switching control when the EV traveling is in progress (S11). First, when the vehicle speed detection means 46 determines that the vehicle speed V of the vehicle 100 is equal to or higher than a predetermined vehicle speed V1 (for example, 30 km / h) based on the detection signal of the output shaft rotation (vehicle speed) sensor 61 (Yes in S12). In response to this, the mode switching means 43 selects switching to the second mode (S22), controls to release the clutch C-1 (S23), and ends the process (S24).

Next, for example, when the vehicle speed detection means 46 determines that the vehicle speed V of the vehicle 100 is less than the predetermined vehicle speed V1 at time t1 shown in FIG. 6 (No in S12), the mode switching means 43 is received accordingly. Selects switching to the first mode (S13). Then, the engagement control means 41 first starts to increase the engagement pressure (instruction _{value) P C1} of the clutch C1 (S14), performs fast fill control, the hydraulic pressure (not shown) of the clutch C1 A so-called rattling operation is performed to fill the servo with oil and increase the actual engagement pressure P _C1-R , temporarily lowering the engagement pressure (command value) P _C1 and maintaining it at the standby pressure.

If the standby pressure by lowering the engagement pressure (instruction value) P _C1, based on the detection signal of the input shaft rotation sensor 60, the change in the rotational speed variation (the input rotation speed Nin of the input rotation detecting means 44 the input shaft 12 ) Is monitored (detected), and the engagement control means 41 determines whether or not the input shaft rotation change after starting the change of the engagement pressure is equal to or greater than the predetermined change amount ΔNinA (S15).

When the input shaft rotational speed change is not predetermined change amount ΔNinA more (No in S15), the engagement control means 41, the engagement pressure from the time t2 shown in FIG. 6 (command _value) sweep-up of the _{P C1} (i.e., gradually increases (Change) is started (S16), and it is determined whether or not the engagement of the clutch C-1 is completed (S17). When the engagement of the clutch C-1 is completed (Yes in S18), that is, the engagement of the clutch C-1 is completed without the occurrence of the above-described swing shock (inertia shock). Switching to the mode ends (S24).

On the other hand, for example, the engagement pressure even during sweep up (instruction _{value) P C1,} at the time t3 shown in FIG. 6, if the input shaft speed change is a predetermined change amount ΔNinA more (Yes in S15), first, and starts measuring the elapsed timer by elapsed time measurement unit 42 (S18), Subsequently, interrupt the sweep-up of the engagement pressure (instruction _{value) P C1,} the change in engagement pressure (instruction _{value) P C1} to 0, i.e. the engagement pressure (instruction value) P _C1 starts control for maintaining a constant so as not to change (S19). Thereby, the actual engagement pressure P _C1-R is also maintained at a constant pressure so as not to increase, that is, the progress of the engagement of the clutch C-1 is stopped.

  When the input shaft rotation change becomes equal to or greater than the predetermined change amount ΔNinA, the input rotation detection unit 44 detects the rotation acceleration Ninα of the input shaft 12, and the engagement control unit 41 detects the rotation acceleration Ninα at this time. The predetermined time TA is set to be longer as the magnitude of the rotational acceleration Ninα is larger. After all, this predetermined time TA is set to a time after changing the direction of the input shaft rotation change (time after changing from the increasing direction to the decreasing direction).

Then, the engagement control means 41, the elapsed timer is maintained until the above predetermined time TA, the constant that is waiting until a predetermined time TA has elapsed engagement pressure (instruction value) as P _C1 does not change ( When the elapsed timer becomes equal to or greater than the predetermined time TA at time t4 shown in FIG. 6 (that is, when the predetermined time TA elapses after the input shaft rotation change becomes equal to or greater than the predetermined change amount ΔNinA) (Yes in S20). since the input shaft rotation change should converge to cancel the maintaining of the engagement pressure (instruction value) P _C1, increases the engagement completion pressure (S21). As a result, the actual engagement pressure P _C1-R is rapidly increased, that is, the engagement of the clutch C-1 is completed, and the switching to the first mode is finished (S24).

As described above, according to the control unit 1 of the automatic transmission 10, when the engagement control unit 41 is switched from the second mode to the first mode, the hydraulic control device 6 is instructed to engage the clutch C-1. When the pressure P _C1 is gradually changed (increased) and the clutch C-1 is engaged, the change in the rotation speed of the input shaft 12 (input rotation speed Nin) becomes equal to or greater than the predetermined change amount ΔNinA. Since the degree of change of the engagement pressure P _C1 is set to 0 and the magnitude of the engagement pressure P _C1 is maintained, it is possible to prevent the transition of the rotation state in the automatic transmission mechanism 5 from proceeding and Reduction can be achieved, and it is possible to prevent the passenger from feeling uncomfortable.

The engagement control means 41, after the direction of rotation speed change of the input shaft 12 becomes opposite, so releases the maintenance of the size of the engagement pressure P _C1, transition of the rotational states of the automatic speed change mechanism 5 after traveling is accommodated in the clutch can resume the engagement of the C1, it is possible to prevent that the sway-back shock occurs after release of the maintenance of the engagement pressure P _C1.

In particular, the engagement control means 41 maintains the magnitude of the engagement pressure P _C1 when the elapsed time after the change in the rotational speed of the input shaft 12 exceeds the predetermined change amount ΔNinA reaches the predetermined time TA. Therefore, the magnitude of the engagement pressure P _C1 is reversed after the direction in which the rotational speed of the input shaft 12 changes is reversed without actually monitoring the change in the rotational speed of the input shaft 12 by the input rotation detection means 44. Can be released, and in particular, it is not necessary to detect the fine rotation speed by the input rotation detection means 44.

The engagement control means 41, the predetermined time TA, since the set based on the rotation acceleration Ninα of the input shaft 12 when started keeping the size of the engagement pressure P _C1, after a predetermined time TA, reliably The direction in which the rotational speed of the input shaft 12 changes can be reversed, and the magnitude of the engagement pressure P _C1 can be reliably determined after the direction in which the rotational speed of the input shaft 12 changes is reversed. Release of maintenance can be performed.

The mode switching means 43 switches to the first mode when the vehicle speed V becomes less than the predetermined vehicle speed V1, and switches to the second mode when the vehicle speed V1 is equal to or higher than the predetermined vehicle speed V1, so that the clutch particularly during the inertia running of the vehicle 100 When C-1 is engaged, a back shock is easily transmitted to the occupant, but when the change in the rotational speed of the input shaft 12 exceeds a predetermined change amount ΔNinA, the engagement pressure P _C1 is increased. Therefore, the transition of the rotation state in the automatic transmission mechanism 5 can be suppressed, the shock of the backlash can be reduced, and it is possible to prevent the passenger from feeling uncomfortable.

  In the above-described embodiment, the neutral state is switched from the second mode to the first mode, and the reduction shock is reduced when the clutch C-1 is engaged. However, on the contrary, even when the first mode is switched to the second mode and the clutch C-1 is released, a shock may be generated due to sudden release. That is, it is conceivable to reduce the shock by decreasing the degree of gradually decreasing the engagement pressure.

  Further, in the present embodiment, when the change in the rotation speed of the input member exceeds a predetermined change amount, the degree of change in the engagement pressure is set to 0 and the magnitude of the engagement pressure is maintained. As described above, it goes without saying that the effect of reducing the shock can be obtained only by reducing the degree of change in the engagement pressure at least.

  Further, in the present embodiment, the description has been made only for determining whether the progress of the rotation state transition in the automatic transmission mechanism 5 has stopped by the elapse of the predetermined time TA. Thus, the change in the rotational speed of the input shaft 12 may be actually monitored.

  In the present embodiment, the clutch C-1 is engaged / released by switching between the first mode and the second mode, and the degree of change in the engagement pressure of the clutch C-1 is described. In the automatic transmission, the frictional engagement elements for shifting other than the clutch C-1 are engaged / released by switching between the first mode and the second mode. In some cases, the present invention can be similarly applied if the shock can be reduced by reducing the degree of change in the engagement pressure of the frictional engagement element for shifting.

Further, in the present embodiment, the engagement pressure of the clutch C1 (command value) as a method of increase in P _C1, once the engagement pressure stepped down to the standby pressure after raising the (command value) It has been described to perform the fast fill for the signal outputs a rectangular wave (between the time t1 in FIG. 6 to the time point t2), not limited thereto, as it is not increased once the engagement pressure (instruction value) P _C1 Control that commands the standby pressure may also be used.

  Further, in the present embodiment, the case where the automatic transmission 10 is applied to the rear motor type hybrid vehicle 100 has been described as an example. However, the present invention is not limited to this, and the neutral state during EV traveling is provided without being limited to this. As long as it is a hybrid vehicle that switches between the first mode (engaged state of the frictional engagement element for shifting) and the second mode (released state of the frictional engagement element for shifting), The present invention can be applied. For example, there is a front motor type hybrid vehicle in which front wheels are driven by a motor and rear wheels are driven by an engine and an automatic transmission. Needless to say, the hybrid vehicle is a concept including a plug-in hybrid vehicle that can run on EV by charging.

  In the present embodiment, the automatic transmission 10 is a multi-stage automatic transmission that achieves the sixth forward speed and the reverse speed. However, the present invention is not limited to this. The present invention can be applied even to a multi-stage transmission with a lower speed.

  Further, in the present embodiment, the description has been given of switching to the first mode and engaging the frictional engagement element for shifting when the first forward speed or the third forward speed is determined during EV traveling. The case where the frictional engagement element for shifting is engaged during EV traveling is not limited to the first forward speed or the third forward speed, for example, between the fourth forward speed and the fifth forward speed or forward The engagement / release (the first mode and the second mode) of the frictional engagement element for shifting may be switched at a timing such as between the fifth speed and the sixth forward speed.

1 Hybrid vehicle automatic transmission control device (control unit)
2 Internal combustion engine 5 Automatic transmission mechanism 6 Hydraulic control device 10 Automatic transmission for hybrid vehicle (automatic transmission)
11 Output member (counter gear)
12 Input member (input shaft)
20 Rotating electric machine (motor)
32 Electric oil pump 41 Engagement control means 42 Elapsed time measurement means 43 Mode switching means 44 Input rotation detection means 46 Vehicle speed detection means 80fl, 80fr Wheel C-1 Friction engagement element (clutch) for shifting
Nin Input member rotation (input rotation speed)
Rotational acceleration _{P C1} engagement pressure TA predetermined time V vehicle speed V1 predetermined vehicle speed NinA predetermined change amount Ninα input member

Claims (6)

An input member drivingly connected to the internal combustion engine, an output member drivingly connected to the wheels, an automatic transmission mechanism capable of shifting the rotation of the input member and outputting it to the output member, and driving while the internal combustion engine is stopped Based on the hydraulic oil pressure of the electric oil pump, the friction engagement element for shifting that can be engaged with the hydraulic pressure generated by the electric oil pump and the rotation transmission state of the automatic transmission mechanism, and the hydraulic pressure of the electric oil pump. And a hydraulic control device capable of adjusting the engagement pressure of the frictional engagement element for speed change, and is controlled to a neutral state during EV traveling in which the internal combustion engine is stopped and the vehicle is driven by the driving force of the rotating electrical machine. In a control device for an automatic transmission for a hybrid vehicle in which the output member is rotated by wheels,
Input rotation detection means for detecting the rotation speed of the input member;
During the EV travel, a first mode in which the frictional engagement element for shifting is engaged to set the automatic transmission in a neutral state, and the automatic transmission is set in a neutral state by releasing the frictional engagement element for shifting. Mode switching means for switching between the second mode and
When the first mode and the second mode are switched, the hydraulic control device is instructed to gradually change the engagement pressure of the shift friction engagement element to engage the shift friction engagement element. Engagement control means for engaging or releasing, and
The engagement control means reduces the degree of change in the engagement pressure when the change in the rotation speed of the input member after starting the change in the engagement pressure exceeds a predetermined change amount.
A control device for an automatic transmission for a hybrid vehicle. The engagement control means sets the degree of change in the engagement pressure to 0 and maintains the magnitude of the engagement pressure when the change in the rotation speed of the input member becomes equal to or greater than the predetermined change amount.
The control device for an automatic transmission for a hybrid vehicle according to claim 1. The engagement control means cancels the maintenance of the magnitude of the engagement pressure after the direction in which the rotation speed of the input member changes is reversed.
The control device for an automatic transmission for a hybrid vehicle according to claim 2. An elapsed time measuring means for measuring an elapsed time after the change in the rotation speed of the input member becomes equal to or greater than the predetermined change amount;
The engagement control means releases the maintenance of the magnitude of the engagement pressure when the elapsed time reaches a predetermined time.
The control apparatus for an automatic transmission for a hybrid vehicle according to claim 2 or 3, The engagement control means sets the predetermined time based on the rotational acceleration of the input member when the maintenance of the magnitude of the engagement pressure is started.
The control apparatus for an automatic transmission for a hybrid vehicle according to claim 4. Equipped with vehicle speed detection means for detecting the vehicle speed,
The mode switching means switches to the first mode when the vehicle speed becomes less than a predetermined vehicle speed, and switches to the second mode when the vehicle speed becomes equal to or higher than the predetermined vehicle speed.
The control apparatus for an automatic transmission for a hybrid vehicle according to any one of claims 1 to 5.

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