JP5557026B2 - Shift control device - Google Patents

Description

  According to the present invention, an input member that is drivingly connected to a driving force source having at least a rotating electrical machine, an output member that is drivingly connected to a wheel, and a plurality of friction engagement elements are controlled to control the engagement and release. The present invention relates to a speed change control device for controlling a speed change mechanism that includes a speed change mechanism and a speed change mechanism that changes the rotational speed of the input member at a speed change ratio of each speed change speed and transmits it to the output member.

  As a shift control device for a hybrid vehicle including a rotating electrical machine as a driving force source, for example, a device described in Patent Document 1 below is already known. In this speed change control device, when the vehicle is decelerated, the regenerative torque is output to the rotating electrical machine, the vehicle is decelerated at a desired deceleration, and the vehicle is braked while recovering kinetic energy as electric energy, thereby improving fuel efficiency. I am trying.

  In the technique described in Patent Document 1, when a brake operation is performed by the vehicle driver's intention when an upshift is performed with the accelerator opening being equal to or less than a predetermined value, regenerative braking is performed by the rotating electrical machine. There is a case. In such a case, when the friction engagement element is replaced by an upshift, the rotational speed of the input member is greatly reduced due to a relatively large negative torque (regenerative torque) output by the rotating electrical machine and changes rapidly. There is a high possibility that a shift shock will occur. For this reason, the technique described in Patent Document 1 is configured to limit the magnitude of the negative torque output by the rotating electrical machine to a certain level or less when the rotating electrical machine performs regeneration. As a result, the rotational speed of the input member that is drivingly connected to the rotating electrical machine is rapidly reduced, and a shift shock is prevented from occurring in the vehicle.

  However, if the configuration is such that the magnitude of the regenerative torque is limited as in the technique described in Patent Document 1, the occurrence of a shift shock can be suppressed, but the energy that can be regenerated is reduced by that amount, so the energy efficiency is reduced. There is a problem that it ends up.

  Therefore, the rotational speed of the input member can be accurately controlled even when the driving force source including the rotating electrical machine outputs a negative torque according to the engagement state of the friction engagement element during the upshift control. It is desired to realize a simple control method, but the technique described in Patent Document 1 cannot cope with it.

JP 2008-94332 A

  Therefore, when the upshift control is being performed and the accelerator is in a low opening state, the control method is switched according to the engagement state of the friction engagement element, and the rotation speed of the input member can be accurately controlled. Therefore, there is a need for a transmission control device that can suppress transmission of torque shock to the wheel side as the engagement-side frictional engagement element is engaged.

According to the present invention, an input member that is drivingly connected to a driving force source having at least a rotating electrical machine, an output member that is drivingly connected to a wheel, and a plurality of friction engagement elements are controlled to be engaged and released. The shift control device for controlling the transmission includes: a transmission mechanism, wherein a transmission mechanism is switched, and the rotational speed of the input member is changed at a transmission ratio of each transmission stage and transmitted to the output member. A release-side hydraulic control unit that controls a hydraulic command of a release-side element that is a frictional engagement element on the released side, during the upshift control for switching to the gear stage having a small gear ratio, and the driving force A driving force increase control instructing unit for instructing a driving force increase control for increasing the driving force output from the power source, and a high accelerator opening that is greater than a low opening state determination value that is a predetermined determination value of the accelerator opening of the vehicle It said in the state a During Pushifuto control, when the accelerator opening of the vehicle is changed to the accelerator low opening state below the lower opening state determination value, disengagement element disengaged state the engagement pressure is below a predetermined value of the disengagement element A release determination unit that determines whether or not the release side element is in a release side element release state by the release determination unit, the release side hydraulic control unit sends a hydraulic command to the release side element when the release side element is not in a release side element release state. Control is performed according to a change in the rotational speed of the input member, and the driving force increase control instruction unit instructs the driving force increase control when the release determining unit determines that the element is in the released side release state. It is in.

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

According to the above characteristic configuration, when the upshift control is being performed and the accelerator opening is in a low accelerator opening state where the accelerator opening is equal to or less than a predetermined value, if the releasing element is not released, the releasing element is released. Even if the input member rotation speed is likely to decrease due to the low accelerator position, the input member rotation speed is controlled by controlling the hydraulic pressure command of the disengagement side element according to the change in the rotation speed of the input member. Can be accurately controlled. Therefore, it can suppress that a torque shock arises and is transmitted to the wheel side when engaging an engagement side element.
On the other hand, if the release side element is released when the upshift control is being performed and the accelerator opening is in a low accelerator state where the accelerator opening is equal to or smaller than a predetermined value, the hydraulic pressure command for the release side element is temporarily input to the input member. Even if the control is performed according to the change in the rotational speed, there is a possibility that the rotational speed of the input member cannot be controlled with good responsiveness because a delay occurs until the engagement pressure of the disengagement side element rises again. However, according to the above characteristic configuration, when it is determined that the disengagement element is in the disengaged state, the driving force increase control that increases the output torque of the driving force source before the engagement element is completely engaged. The control method is switched so as to give the instruction. Therefore, even in a situation where the rotational speed of the input member is likely to decrease due to the low accelerator opening state, the rotational speed of the input member can be controlled without controlling the hydraulic command of the release side element in accordance with the change in the rotational speed of the input member. Can be controlled with good responsiveness and accuracy. Therefore, it can suppress that a torque shock arises and is transmitted to the wheel side when engaging an engagement side element.

  Here, the drive force increase control instructing unit is in a state where the shift progress state, which is the progress state of the upshift control, is before the engagement side element that is the friction engagement element on the engaged side is completely engaged. It is preferable that the driving force increase control instruction is started when it is determined that the vehicle has progressed to a predetermined state.

  According to this configuration, since the timing for starting the instruction for increasing the driving force is determined based on the shift progress state, the output from the driving force source in a predetermined state before the engagement side element is completely engaged. The driving force to be increased can be increased. Therefore, the rotational speed of the input member when the engagement side element is completely engaged can be controlled with high accuracy, and the occurrence of torque shock can be suppressed.

  Here, the driving force increase control instruction unit is configured to instruct the driving force increase control on condition that the driving force output from the driving force source is equal to or less than a predetermined threshold value. Is preferred.

  Even when the accelerator opening is in the low accelerator opening state, if the driving force output from the driving force source is greater than the predetermined threshold before the engagement side element is fully engaged, When the driving force output from the force source is increased, the driving force increases more than necessary, and the control accuracy of the rotational speed of the input member is rather deteriorated. Further, since the driving force transmitted to the wheel side is significantly higher than the driving force commanded by the low opening degree of the accelerator, the feeling of pushing out of the vehicle is generated and deviates from the movement intended by the driver. According to the above configuration, even when the accelerator opening degree is in the accelerator low opening state, the driving force output from the driving force source has a predetermined threshold before the engagement side element is completely engaged. If the value is larger than the value, the driving force output from the driving force source is not increased, so that it is possible to suppress the deterioration of the control accuracy of the rotational speed of the input member, and the drivability of the vehicle deteriorates due to the feeling of pushing the vehicle. Can be suppressed.

  Further, the drive force increase control instruction unit increases the drive force so as to decrease the decrease rate of the rotational speed difference between the input and output members in the engagement side element that is the friction engagement element on the engaged side. It is preferable that the instruction is given.

  According to this configuration, since the instruction to increase the driving force is given so that the decreasing speed of the rotational speed difference between the input and output members of the engagement side element is reduced, the rotation speed between the input and output members of the engagement side element is reduced. Before and after the difference disappears, the amount of change in torque transmitted to the engagement side element can be reduced, and torque shock when the engagement side element is engaged can be reduced.

Further, the drive force increase control instructing unit reduces a difference in rotational speed between the input and output members in the engagement side element that is the friction engagement element on the engaged side before instructing the drive force increase control. It is preferable that the increase amount of the driving force is determined based on the speed.

  According to this configuration, even when the decreasing speed of the rotational speed difference between the input and output members of the engagement side element varies, the increase amount of the driving force can be determined based on the decreasing speed of the varied rotational speed difference. it can. Therefore, even if the reduction speed of the rotational speed difference fluctuates, it is possible to improve the control accuracy of the rotational speed difference reduction speed between the input and output members of the engagement side element. Torque shock can be reduced.

Further, after starting the driving force increase control , the engagement pressure of the engagement side element that becomes the friction engagement element on the engagement side is gradually increased to be completely engaged ,
It is preferable that a period in which the driving force is gradually decreased overlaps a period in which the engagement pressure of the engagement side element is gradually increased .

  According to this configuration, when the reduction speed of the rotational speed difference between the input and output members of the engagement side element is controlled by the driving force increase control, the engagement side element can be completely engaged, Torque shock when engaging the side element can be reduced.

  In addition, the driving force increase control instruction unit, after giving an instruction to increase the driving force, gradually outputs the driving force output from the driving force source to a target driving force when the driving force increase control is not performed. A configuration in which an instruction to decrease is performed is preferable.

  According to this configuration, after the engagement side element is engaged, the amount of change in the driving force transmitted to the wheel side can be reduced, and the occurrence of torque shock can be suppressed.

It is a schematic diagram which shows the structure of the vehicle drive device which concerns on embodiment of this invention. It is a block diagram which shows the structure of the transmission control apparatus which concerns on embodiment of this invention. It is a timing chart which shows the process of the transmission control apparatus which concerns on this embodiment of this invention. It is a timing chart which shows the process of the transmission control apparatus which concerns on this embodiment of this invention. It is a timing chart which shows processing different from this embodiment of the present invention. It is a flowchart which shows the process of the transmission control apparatus which concerns on this embodiment of this invention.

  An embodiment of a shift control device 31 according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle drive device 1 according to the present embodiment. As shown in this figure, a vehicle equipped with the vehicle drive device 1 is a hybrid vehicle including an engine E as an internal combustion engine and a rotating electrical machine MG as a driving force source. In this figure, the solid line indicates the driving force transmission path, the broken line indicates the hydraulic oil supply path, and the alternate long and short dash line indicates the power supply path. As shown in this figure, the vehicle drive device 1 according to the present embodiment schematically includes an engine E and a rotating electrical machine MG as drive force sources, and the drive force of these drive force sources is converted to a torque converter TC and It is configured to transmit to the wheel Wh via the transmission 2. The transmission 2 includes an intermediate shaft M as an input member drivingly connected to the engine E and the rotating electrical machine MG, an output shaft O as an output member drivingly connected to the wheels Wh, and a plurality of friction engagement elements C1 and B1. .., And by controlling the engagement and disengagement of the plurality of friction engagement elements, a plurality of gear speeds are switched, and the rotation of the intermediate shaft M is shifted at the gear ratio of each gear speed and output. A transmission mechanism TM that transmits to the shaft O. The transmission control device 31 controls the transmission 2. In addition, the vehicle drive device 1 includes a hydraulic control device PC for supplying hydraulic oil of a predetermined hydraulic pressure to each part such as the torque converter TC and the speed change mechanism TM. The vehicle drive device 1 includes an input shaft rotational speed sensor Se1, an intermediate shaft rotational speed sensor Se2, and an output shaft rotational speed sensor Se3 that detect rotational speeds of the input shaft I, the intermediate shaft M, and the output shaft O. . The vehicle drive device 1 also includes a power control device 32 that controls the engine E and the rotating electrical machine MG.

  In such a configuration, the speed change control device 31 according to the present embodiment is configured so that the hydraulic pressure of the disengagement element that becomes the disengagement friction engagement element during the upshift control for switching to a gear position with a small gear ratio. A disengagement hydraulic control unit 41 for controlling the command, a driving force increase control instructing unit 42 for instructing a driving force increase control for increasing the driving force output from the driving force source, a vehicle under upshift control, and the vehicle A release determination unit 43 that determines whether the engagement pressure of the disengagement element is a disengagement element disengagement state in which the engagement pressure of the disengagement element is less than or equal to a predetermined value when the accelerator operation amount of the accelerator It is equipped with. Then, when the release determination unit 43 determines that the release control unit 31 is not in the release side element release state, the release side hydraulic control unit 41 responds to a change in the rotational speed of the intermediate shaft M by using the release side hydraulic control unit 41. It is characterized in that the driving force increase control instructing unit 42 instructs the driving force increase control when the release determining unit 43 determines that the element is in the releasing side element releasing state. doing. In the present embodiment, the control switching unit 44 provided in the transmission control device 31 determines whether the release side slip control and the driving force increase control instruction are in accordance with whether or not the release side element is released. Thus, the control method is switched. Hereinafter, the shift control device 31 according to the present embodiment will be described in detail.

1. Configuration of Drive Transmission System of Vehicle Drive Device First, the configuration of the drive transmission system of the vehicle drive device 1 according to the present embodiment will be described. As shown in FIG. 1, the vehicle drive device 1 includes an engine E and a rotating electrical machine MG as driving power sources for driving the vehicle, and a parallel system in which the engine E and the rotating electrical machine MG are connected in series. This is a drive device for a hybrid vehicle. In the present embodiment, the vehicle drive device 1 includes a torque converter TC and a speed change mechanism TM, and the torque converter TC and the speed change mechanism TM are used to change the rotational speeds of the engine E and the rotating electrical machine MG as driving force sources. The speed is changed and torque is converted and transmitted to the output shaft O.

  The engine E is an internal combustion engine that is driven by the combustion of fuel. For example, various known engines such as a gasoline engine and a diesel engine can be used. In this example, an output rotation shaft such as a crankshaft of the engine E is drivingly connected to the input shaft I via the transmission clutch EC. As a result, the input shaft I is selectively driven and connected to the engine E via the transmission clutch EC. The transmission clutch EC is a friction engagement element that is controlled by the power control device 32 to be engaged or released. It is also preferable that the output rotation shaft of the engine E is drivingly connected integrally with the input shaft I, or drivingly connected via another member such as a damper.

  The rotating electrical machine MG includes a stator MGa fixed to a case (not shown), and a rotor MGb that is rotatably supported on the radially inner side of the stator MGa. The rotor MGb of the rotating electrical machine MG is drivingly connected so as to rotate integrally with the input shaft I. That is, in the present embodiment, both the engine E and the rotating electrical machine MG are drivingly connected to the input shaft I. The rotating electrical machine MG is electrically connected to a battery (not shown) as a power storage device. The rotating electrical machine MG can perform a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply. It is possible. That is, the rotating electrical machine MG is powered by receiving electric power supplied from the battery, or stores the electric power generated by the rotational driving force transmitted from the engine E or the wheels Wh in the battery. Note that the battery is an example of a power storage device, and another power storage device such as a capacitor may be used, or a plurality of types of power storage devices may be used in combination. Hereinafter, power generation by the rotating electrical machine MG is referred to as regeneration, and negative torque output from the rotating electrical machine MG during power generation is referred to as regeneration torque. When the target output torque of the rotating electrical machine is a negative torque, the rotating electrical machine MG is in a state of outputting the regenerative torque while generating power by the rotational driving force transmitted from the wheel Wh.

  A torque converter TC is drivingly connected to the input shaft I. The torque converter TC is a device that transmits the rotational driving force of the input shaft I that is drivingly connected to the engine E and the rotating electrical machine MG as a driving force source to the speed change mechanism TM via the intermediate shaft M. The torque converter TC is provided between a pump impeller TCa as an input side rotating member that is drivingly connected to the input shaft I, and a turbine runner TCb as an output side rotating member that is drivingly connected to the intermediate shaft M. , And a stator TCc provided with a one-way clutch. The torque converter TC transmits driving force between the driving-side pump impeller TCa and the driven-side turbine runner TCb via hydraulic oil filled therein.

  Here, the torque converter TC includes a lockup clutch LC as a friction engagement element for lockup. The lock-up clutch LC connects the pump impeller TCa and the turbine runner TCb so as to rotate together in order to eliminate the rotational speed difference (slip) between the pump impeller TCa and the turbine runner TCb and increase the transmission efficiency. It is a clutch. Therefore, the torque converter TC directly transmits the driving force of the driving force source (input shaft I) without the hydraulic oil in the fully engaged state where the lockup clutch LC is not slipped. To the intermediate shaft M). In the present embodiment, the lock-up clutch LC is basically in a completely engaged state, which is an engaged state without slipping, and operates in a state where the input shaft I and the intermediate shaft M rotate integrally. Accordingly, in the present embodiment, the input shaft I and the intermediate shaft M rotate at basically the same rotational speed. The hydraulic fluid regulated by the hydraulic control device PC is supplied to the torque converter TC including the lockup clutch LC.

  The transmission 2 is drivingly connected to an intermediate shaft M as an output shaft of the torque converter TC. That is, the intermediate shaft M functions as an input shaft of the transmission 2. The transmission 2 is a stepped automatic transmission having a plurality of shift stages with different gear ratios. The transmission 2 includes a gear mechanism such as a planetary gear mechanism and a plurality of friction engagement elements B1, C1,. In this example, the plurality of friction engagement elements B1, C1,... Are engagement elements such as clutches and brakes each having a friction material. These friction engagement elements B1, C1,... Can continuously control increase / decrease in transmission torque capacity by controlling the engagement pressure by controlling the hydraulic pressure supplied. . As such a friction engagement element, for example, a wet multi-plate clutch or a wet multi-plate brake is preferably used. Here, the gear ratio is the ratio of the rotational speed of the input member to the rotational speed of the output member when each gear stage is formed in the speed change mechanism TM. In the present application, the rotational speed of the intermediate shaft M is defined as the speed of the output shaft O. The value divided by the rotation speed.

  The friction engagement element transmits torque between the input / output members by friction between the input / output members. The transmission torque capacity is the maximum torque that the friction engagement element can transmit by friction. When there is a rotational speed difference (slip) between the input and output members of the friction engagement element, a torque having a transmission torque capacity is transmitted from a member having a higher rotational speed to a member having a lower rotational speed. When there is no rotational speed difference (slip) between the input and output members of the friction engagement element, the friction engagement element has a torque acting on the input and output member of the friction engagement element with an upper limit of the transmission torque capacity. introduce. The magnitude of the transmission torque capacity changes in proportion to the engagement pressure of the friction engagement element. The engagement pressure is a pressure for pressing the input side friction plate and the output side friction plate against each other. In the present embodiment, the engagement pressure changes in proportion to the magnitude of the supplied hydraulic pressure. That is, in the present embodiment, the magnitude of the transmission torque capacity changes in proportion to the magnitude of the hydraulic pressure supplied to the friction engagement element.

  Each friction engagement element of the speed change mechanism TM includes a return spring, and is biased to the release side by the reaction force of the spring. When the force generated by the hydraulic pressure supplied to each friction engagement element exceeds the reaction force of the spring, a transmission torque capacity starts to be generated in each friction engagement element, and each friction engagement element is engaged from the released state. To change. The hydraulic pressure at which this transmission torque capacity begins to occur is called the stroke end pressure. Each friction engagement element is configured such that, after the supplied hydraulic pressure exceeds the stroke end pressure, the transmission torque capacity increases in proportion to the increase in the hydraulic pressure. Here, the released state is a state where no transmission torque capacity is generated in the friction engagement element, and the engagement state is a state where the transmission torque capacity is generated in the friction engagement element.

FIG. 1 schematically shows a first clutch C1 and a first brake B1 as an example of a plurality of friction engagement elements. By switching engagement or disengagement of the plurality of friction engagement elements, the rotation state of the plurality of rotation elements included in the gear mechanism is switched, and the gear position is switched.
When changing the gear position, one of the friction engagement elements engaged before the shift (hereinafter referred to as a release side element) is released, and the friction engagement element released before the shift is released. A so-called crossover shift is performed in which one of them (hereinafter referred to as an engagement side element) is engaged. In the following, when the shift stage formed in the transmission mechanism TM is shifted from a low speed stage having a large gear ratio to a high speed stage having a low gear ratio (for example, from the second speed stage to the third speed stage), an upshift is performed. Will be described.

  The speed change mechanism TM shifts the rotational speed of the intermediate shaft M at a predetermined speed ratio set for each shift speed, converts the torque, and transmits the torque to the output shaft O. The torque transmitted from the transmission device TM to the output shaft O is distributed and transmitted to the left and right wheels Wh via the differential device DF. In this example, the vehicle drive device 1 has a uniaxial configuration in which the intermediate shaft M and the output shaft O are arranged coaxially. In this example, the input shaft I, the intermediate shaft M, and the output shaft O are all arranged coaxially.

2. Configuration of Hydraulic Control System Next, the hydraulic control system of the vehicle drive device 1 described above will be described. As shown in FIG. 1, the hydraulic control system serves as a hydraulic source for sucking hydraulic oil stored in an oil pan (not shown) and supplying hydraulic oil to each part of the vehicle drive device 1. Two types of electric pumps 24 are provided. The mechanical pump 23 is drivingly connected to the input shaft I via the pump impeller TCa of the torque converter TC, and is driven by the rotational driving force of one or both of the engine E and the rotating electrical machine MG. The electric pump 24 is an oil pump that operates by the driving force of the electric motor 25 for driving the pump. The electric motor 25 that drives the electric pump 24 is electrically connected to a low-voltage battery (not shown), and receives a supply of electric power from the low-voltage battery to generate a driving force. The electric pump 24 is a pump for assisting the mechanical pump 23, and operates in a state where a necessary amount of oil is not supplied from the mechanical pump 23 such as when the vehicle is stopped or traveling at a low speed.

  In addition, the hydraulic control system includes a hydraulic control device PC for adjusting the hydraulic pressure of the hydraulic oil supplied from the mechanical pump 23 and the electric pump 24 to a predetermined pressure. Although detailed explanation is omitted here, the hydraulic control device PC drains from the regulating valve by adjusting the opening of one or more regulating valves based on the signal pressure from the linear solenoid valve for hydraulic regulation. The hydraulic oil pressure is adjusted to one or more predetermined pressures by adjusting the amount of hydraulic oil. The hydraulic oil adjusted to a predetermined pressure is supplied to the lock-up clutch LC, the torque converter TC, and the plurality of friction engagement elements C1, B1,. The

3. Configuration of Control Device The vehicle drive device 1 includes a transmission control device 31 and a power control device 32. The transmission control device 31 and the power control device 32 are configured to exchange information with each other and to perform control in a coordinated manner. Hereinafter, each control device will be described.

3-1. Power Control Device The power control device 32 includes an engine control unit 33, a rotating electrical machine control unit 34, a transmission clutch control unit 35, and an integrated control unit 36 that performs control by integrating these control units. The engine control unit 33, the rotating electrical machine control unit 34, the transmission clutch control unit 35, and the integrated control unit 36 are configured to exchange information with each other.

3-1-1. Integrated Control Unit The integrated control unit 36 is a functional unit that performs control for integrating various torque controls performed on the engine E, the rotating electrical machine MG, and the transmission clutch EC.
The integrated control unit 36 outputs the driving force output from the driving force source of the engine E and the rotating electrical machine MG to the input shaft I and transmitted to the intermediate shaft M in accordance with the accelerator opening, the vehicle speed, the amount of charge of the battery, and the like. A target output torque that is a target value of the engine, a target output torque is allocated to each driving force source, an engine target output torque and a rotating electrical machine target output torque are calculated, and a target transmission torque capacity of the transmission clutch EC is calculated, It is a functional unit that commands them to the other control units 33 to 35. The sum of the engine target output torque and the rotating electrical machine target output torque is the target output torque.

  The integrated control unit 36 calculates a driver required output torque that is a driver required value of the output torque output from the driving force source to the input shaft I based on the accelerator opening, the vehicle speed, the amount of charge of the battery, and the like. The requested output torque is allocated to each driving force source, and the engine target output torque and the rotating electrical machine target output torque are calculated. In the present embodiment, the driver request output torque is configured to change with a delay with respect to the change in the accelerator opening.

  In the present embodiment, the integrated control unit 36 sets the driver request output torque as the target output torque and sets the engine target output torque when the shift control device 31 has not commanded the drive force increase by the drive force increase control described later. The rotary electric machine target output torque is commanded to the engine control unit 33 and the rotary electric machine control unit 34 as they are.

  On the other hand, the integrated control unit 36 performs the driving force increase control when the driving force increase control is instructed from the transmission control device 31. In this embodiment, when the driving force increase is instructed from the speed change control device 31, the integrated control unit 36 sets the increased target output torque instructed from the speed change control device 31 as the target output torque, and drives the driving force. Increase control is performed. Alternatively, when the torque increase amount is instructed from the transmission control device 31, the integrated control unit 36 may set a value obtained by adding the torque increase amount to the driver request output torque as the target output torque. In this embodiment, the torque increase amount increased from the driver request output torque to the increased target output torque is allocated to the rotating electrical machine MG, and the rotating electrical machine target output torque is increased by the torque increase amount. In the rotating electrical machine MG, the response delay of the actual output torque with respect to the target output torque is smaller than that of the engine E. According to this embodiment, since the torque increase amount is allocated to the rotating electrical machine MG, even if the torque increase amount changes stepwise, the output torque output to the input shaft I and the intermediate shaft M is increased with high responsiveness. be able to. Therefore, the controllability of the rotation speed of the intermediate shaft M can be improved, and the occurrence of torque shock due to gear shifting can be prevented.

  The integrated control unit 36 outputs the engine target output torque and the rotating electrical machine target output torque commanded to each driving force source, the target output torque that is the sum of them, the driver request output torque, and the actual driving force source. The actual output torque of the engine and the actual output torque of the rotating electrical machine, and the driving force source output torque, which is the sum of them, are transmitted to the shift control device 31.

3-1-2. Engine Control Unit The engine control unit 33 is a functional unit that controls the operation of the engine E. In the present embodiment, the engine control unit 33 sets the engine target output torque commanded from the integrated control unit 36 as a torque command value, and controls the engine E so that the engine E outputs the torque command value torque. The engine control unit 33 is configured to transmit information on the actual output torque actually output from the engine E to the integrated control unit 36. The engine control unit 33 may calculate and transmit information on the actual output torque based on the torque command value, or may estimate the torque that the engine E is actually outputting, and use the estimated torque for the engine E. It may be transmitted as information of actual output torque.

3-1-3. Rotating electrical machine control device The rotating electrical machine control unit 34 is a functional unit that controls the operation of the rotating electrical machine MG. The rotating electrical machine control unit 34 sets the rotating electrical machine target output torque commanded from the integrated control unit 36 as a torque command value, and controls the rotating electrical machine MG so that the rotating electrical machine MG outputs the torque of the torque command value. Note that during regenerative power generation such as when the accelerator opening is small and the vehicle is decelerated, the rotating electrical machine target output torque is set to be negative. Thus, the rotating electrical machine MG generates power by outputting a regenerative torque in the negative direction while rotating in the positive direction. The rotating electrical machine control unit 34 is configured to transmit information on the actual output torque actually output from the rotating electrical machine MG to the integrated control unit 36. The rotating electrical machine control unit 34 may calculate and transmit information on the actual output torque based on the torque command value, or the torque actually output by the rotating electrical machine MG from the current flowing through the rotating electrical machine MG or the like. The estimated torque may be transmitted as information on the actual output torque of the rotating electrical machine MG.

3-1-4. Transmission clutch control unit The transmission clutch control unit 35 is a functional unit that controls the transmission clutch EC. Here, the transmission clutch control unit 35 controls the engagement or disengagement of the transmission clutch EC by controlling the hydraulic pressure supplied to the transmission clutch EC based on the target transmission torque capacity commanded from the integrated control unit 36. . In the present embodiment, the transmission clutch EC is controlled to a completely engaged state, which is basically an engaged state without slipping.

3-2. Next, the configuration of the shift control device 31 according to the present embodiment will be described. As shown in FIG. 2, the transmission control device 31 functions as a core member that controls the operation of the transmission 2. The speed change control device 31 includes an arithmetic processing unit such as a CPU as a core member, and also includes a RAM (random access memory) configured to be able to read and write data from the arithmetic processing unit, and an arithmetic processing unit. It has a storage device such as a ROM (Read Only Memory) configured to be able to read data (not shown). The function units 41 to 45 of the speed change control device 31 are configured by software (program) stored in a ROM or the like, hardware such as a separately provided arithmetic circuit, or both.

The vehicle drive device 1 includes sensors Se <b> 1 to Se <b> 5, and electric signals output from the sensors are input to the shift control device 31. The transmission control device 31 calculates detection information of each sensor based on the input electrical signal.
The input shaft rotation speed sensor Se1 is a sensor for detecting the rotation speed of the input shaft I. The transmission control device 31 detects the rotational speed of the input shaft I based on the input signal of the input shaft rotational speed sensor Se1. The intermediate shaft rotation speed sensor Se2 is a sensor for detecting the rotation speed of the intermediate shaft M. The transmission control device 31 detects the rotation speed of the intermediate shaft M based on the input signal of the intermediate shaft rotation speed sensor Se2. The output shaft rotation speed sensor Se3 is a sensor for detecting the rotation speed of the output shaft O. The transmission control device 31 detects the rotational speed on the output side of the transmission 2 based on the input signal of the output shaft rotational speed sensor Se3. Further, since the rotation speed of the output shaft O is proportional to the vehicle speed, the shift control device 31 calculates the vehicle speed based on the input signal of the output shaft rotation speed sensor Se3.
The accelerator opening sensor Se4 is a sensor for detecting the accelerator opening by detecting the operation amount of the accelerator pedal operated by the driver. The shift control device 31 detects the accelerator opening based on the input signal of the accelerator opening sensor Se4. The shift position sensor Se5 is a sensor for detecting a selection position (shift position) of the shift lever. The shift control device 31 detects which travel range such as “drive range”, “second range”, “low range”, or the like is designated by the driver based on the input information from the shift position sensor Se5.

  As shown in FIG. 2, the shift control device 31 includes a shift control unit 40, a release-side hydraulic control unit 41, a driving force increase control instruction unit 42, a release determination unit 43, and lower-level functional units of the shift control unit 40. A control switching unit 44 is provided.

  In the present embodiment, the transmission control device 31 also includes a lockup clutch control unit 45 that is a functional unit that controls the lockup clutch LC. The lockup clutch control unit 45 controls the engagement or disengagement of the lockup clutch LC by controlling the hydraulic pressure supplied to the lockup clutch LC via the hydraulic control device PC. In the present embodiment, the lock-up clutch control unit 45 controls the lock-up clutch LC to a fully engaged state that is an engagement state without slipping at least in a power-off state so as to increase the regenerative power generation efficiency. It is configured. Therefore, the target output torque and the driving force source output torque output from the driving force source to the input shaft I are equal to the torque transmitted to the intermediate shaft M.

3-2-1. Shift Control Unit The shift control unit 40 is a functional unit that performs shift control for switching the shift stage of the transmission mechanism TM. The shift control unit 40 determines a target shift stage in the transmission mechanism TM based on sensor detection information such as a vehicle speed, an accelerator opening, and a shift position, and determines to switch the shift stage when the target shift stage is changed. . Then, after determining that the gear position is to be switched, the shift control unit 40 controls the hydraulic command of each friction engagement element B1, C1,... Provided in the transmission mechanism TM via the hydraulic control device PC. Then, each friction engagement element is engaged or released, and the shift speed formed in the speed change mechanism TM is switched to the target shift speed.

  In the present embodiment, the shift control unit 40 refers to a shift map stored in a memory (not shown) and determines a target shift stage. The shift map is a map that defines the relationship between the accelerator opening and the vehicle speed and the target shift stage in the speed change mechanism TM. A plurality of upshift lines and a plurality of downshift lines are set in the shift map. When the vehicle speed and the accelerator opening change and the upshift line or the downshift line is crossed on the shift map, the shift control unit 40 Determines that a new target gear position in the speed change mechanism TM is determined and the gear position is switched. Further, the shift control unit 40 may determine that the target shift speed is changed to switch the shift speed even when the shift position is changed. For example, the target gear position may be changed when it is detected that the second range or the low range has been changed. Note that the upshift means switching from a low speed stage having a large gear ratio to a high speed stage having a small gear ratio. Further, the downshift means switching from a high speed stage having a small gear ratio to a low speed stage having a large gear ratio.

  The shift control unit 40 switches the shift speed in the speed change mechanism TM by controlling the hydraulic pressure command of the plurality of friction engagement elements C1, B1,... According to the new target shift speed. Specifically, the shift control unit 40 instructs the target hydraulic pressure (command pressure) of each friction engagement element to the hydraulic control device PC, and the hydraulic control device PC sets the hydraulic pressure of the commanded target hydraulic pressure (command pressure). Supply to each friction engagement element. At this time, the shift control unit 40 releases the disengagement side element and engages the engagement side element. For example, when an upshift is performed, the shift control unit 40 releases the release-side element that is one of the friction engagement elements that form the low speed stage, and 1 of the friction engagement elements that forms the high speed stage. Upshift control is performed to engage one engagement side element. Hereinafter, a case where upshift control is performed as the shift speed switching control will be described.

3-2-2. Driving force increase control and release side slip control The shift control unit 40 increases the driving force output from the release side hydraulic control unit 41 that controls the hydraulic command of the release side element and the driving force source during the upshift control. A driving force increase control instructing unit 42 for instructing driving force increase control, and a release-side element when upshift control is being performed and the accelerator opening is in an accelerator low opening state equal to or lower than a low opening state determination value. The release determination unit 43 determines whether or not the engagement pressure of the release side element is in the release side element release state that is equal to or less than the release side determination value, and the release determination unit 43 determines that the engagement pressure is not in the release side element release state. The release side control unit 41 is caused to perform release side slip control for controlling the release side element hydraulic pressure command according to the change in the rotation speed of the intermediate shaft M, and the release determination unit 43 determines that the release side element is in the release state. Drive when And a control switching unit 44 that causes the force increase control instruction unit 42 to instruct driving force increase control. In the following, the processing of the functional units 41 to 44 according to the present embodiment will be described based on examples of time charts shown in FIGS.

  The time chart shown in FIG. 3 shows an example of processing when the release determination unit 43 determines that the release side element is released when the upshift control is being performed and the accelerator is in the low opening state. Show. That is, when the upshift control is started at time t11 in FIG. 3 and the upshift control is in progress, and the accelerator opening is equal to or lower than the low opening state determination value at time t14, the accelerator low opening state is established. The release determination unit 43 determines that the release side element is in a release side element release state in which the engagement pressure of the release side element is equal to or less than the release side determination value.

  The time chart shown in FIG. 4 shows that when the release determination unit 43 is performing the upshift control and the accelerator is in the low opening state, the engagement pressure of the release side element is larger than the release side determination value, and the release side An example of processing when it is determined that the element is not released is shown. That is, when the upshift control is started at time t31 in FIG. 4 and the upshift control is in progress, and the accelerator opening is equal to or lower than the low opening state determination value at time t32, the accelerator low opening state is established. The release determination unit 43 determines that the engagement pressure of the release side element is greater than the release side determination value and is not in the release side element release state.

  The release determination unit 43 determines that the upshift control is performed when the accelerator opening is equal to or lower than the low opening state determination value before the upshift control is started. Since it is in the middle and the accelerator is in a low opening state, it is determined whether or not the release side element is released. Since this determination time is a start time of upshift control and is in a state before the release of the release side element, the engagement pressure of the release side element becomes larger than the release side determination value, and the release determination unit 43 It is determined that the side element is not released.

3-2-3. When performing driving force increase control during upshift control First, as shown in the example of FIG. 3, release is performed when the release determination unit 43 is performing upshift control and the accelerator is in a low opening state. A case where it is determined that the side element is released will be described.

3-2-3-1. Power-on upshift control The shift control unit 40 performs a series of upshift control sequences when the target shift stage is changed from a shift stage having a large gear ratio to a gear stage having a small gear ratio and an upshift is determined. Start (time t11). In the example shown in FIG. 3, when the upshift is started, the accelerator opening is in an accelerator high opening state larger than the low opening state determination value, and the output torque from the driving force source is at least larger than zero. Thus, the shift control unit 40 starts power-on upshift control.

3-2-3-2. Pre-control phase When the power-on upshift control is started, the shift control unit 40 shifts the control phase from the normal control phase to the pre-control phase (time t11). The pre-control phase is a phase in which the engagement pressures of the release side element and the engagement side element of the speed change mechanism TM are changed in advance. In the present embodiment, after shifting to the pre-control phase (time t11), the speed change control unit 40 is applied to the engagement side element in order to start generating a transmission torque capacity in the engagement side element of the speed change mechanism TM. Control for changing the supplied hydraulic pressure to a predetermined engagement-side preliminary pressure is started. In this example, this engagement side preliminary pressure is set to a pressure that is smaller than the stroke end pressure of the engagement side element by a predetermined pressure. Here, the “stroke end pressure” is an engagement pressure immediately before the friction engagement element generates a transmission torque capacity. As shown in the example of FIG. 3, the speed change control unit 40 temporarily sets a command pressure higher than the engagement side preliminary pressure after the start of the engagement side preliminary pressure control, and performs control to accelerate the rise of the actual pressure. Is going.

  After shifting to the pre-control phase, the transmission control unit 40 changes the hydraulic pressure supplied to the release-side element of the transmission mechanism TM from the complete engagement pressure to the release-side preliminary pressure that is set according to the driving force source output torque. Decrease. Here, the disengagement side preliminary pressure is larger by a predetermined pressure than the direct connection limit pressure, which is the minimum oil pressure at which the disengagement side element can transmit the drive force source output torque output from the drive force source to the wheel Wh side. Is set. The complete engagement pressure is a hydraulic pressure that does not cause the friction engagement element to slip even when the driving force source output torque is the sum of the maximum output torques of the engine E and the rotating electrical machine MG as the driving force source.

3-2-3-3. Torque control phase The shift control unit 40 shifts the control phase from the pre-control phase to the torque control phase when a predetermined period has elapsed after the start of the pre-control phase (time t12).
In the torque control phase of power-on upshift control, the torque relationship is shifted from the low speed stage to the high speed stage, but the rotational speed relation remains unchanged and remains at the low speed stage rotation speed. The engagement side element is slid while transmitting torque by friction, and the release side element is released. That is, in the torque control phase, the rotational speed relationship remains the same as the low speed stage, and there is no change, and only the torque sharing is shifted from the low speed stage to the high speed stage.

  The shift control unit 40 gradually increases the supply hydraulic pressure of the engagement side element from the engagement side preliminary pressure to the direct coupling limit pressure after the transition to the torque control phase (time t12). Here, the direct coupling limit pressure of the engagement side element is the minimum hydraulic pressure at which the engagement side element can transmit the driving force source output torque, which is the output torque transmitted from the driving force source to the intermediate shaft M, to the wheel Wh side. And is set according to the driving force source output torque. On the other hand, after shifting to the torque control phase, the shift control unit 40 decreases the supply hydraulic pressure of the disengagement side element from the disengagement side preliminary pressure by a predetermined pressure stepwise and then gradually decreases to zero. In this example, the time when the supply hydraulic pressure of the disengagement element reaches the stroke end pressure of the disengagement element is set to substantially coincide with the time when the supply oil pressure of the engagement side element reaches the direct coupling limit pressure.

  When the supply hydraulic pressure of the release side element is gradually decreased, the supply hydraulic pressure (command pressure in this example) as the engagement pressure of the release side element becomes equal to or less than the release determination value (time t13). Here, in this embodiment, the release determination value is set to the stroke end pressure of the release side element, and when the supply hydraulic pressure (command pressure) of the release side element becomes equal to or less than the release determination value, This is the end point, which almost coincides with the start point of the inertia control phase. Alternatively, the release determination value may be set to a pressure that is smaller or larger by a predetermined pressure than the stroke end pressure of the release-side element.

3-2-3-4. Inertia control phase The shift control unit 40 shifts the control phase from the torque control phase to the inertia control phase when the supply hydraulic pressure (command pressure) of the engagement side element reaches the direct coupling limit pressure (time t13).
In the inertia control phase of the power-on upshift control, when the supply hydraulic pressure of the engagement side element is made larger than the direct coupling limit pressure, it is transmitted from the intermediate shaft M to the wheel Wh side by friction between the input and output members of the engagement side element. The transmission mechanism transmission torque, which is the torque to be transmitted, is made larger than the magnitude of the driving force source output torque, which is the output torque transmitted from the driving force source to the intermediate shaft M (after time t13). Since the torque greater than the driving force source output torque is transmitted to the wheel Wh side by the engagement side element, the total torque (intermediate shaft action torque) acting on the input member side (intermediate shaft M) becomes a negative torque. The rotational speed on the input member side of the side element is decreased to the rotational speed on the output member side, and the state is shifted to a state where there is no rotational speed difference (slip) between the input / output members of the engagement side element. The decreasing speed of the rotational speed on the input member side is proportional to the magnitude of the total torque (intermediate shaft acting torque) that becomes negative torque, and inversely proportional to the inertia (moment of inertia) on the input member side.

  The shift control unit 40 gradually increases the supply hydraulic pressure of the engagement side element from the direct coupling limit pressure after the transition to the inertia control phase (time t13). Thereby, the magnitude of the total torque, which is a negative torque acting on the intermediate shaft M, increases, and the decrease speed of the rotational speed of the intermediate shaft M increases. In the example of FIG. 3, this is not shown because the power-off state occurs in the middle of the inertia control phase (time t <b> 14). However, in normal power-on upshift control, the shift control unit 40 has a rotational speed of the intermediate shaft M. When approaching the target rotational speed of the high speed stage, which is the speed stage after the shift, the supply hydraulic pressure of the engagement side element is reduced, and the transmission torque capacity of the engagement side element is reduced to reduce the transmission torque. As a result, the magnitude of the total torque, which is a negative torque, is decreased to decrease the decrease rate of the rotation speed of the intermediate shaft M, and when the rotation speed of the intermediate shaft M reaches the target rotation speed of the high speed stage. The acceleration at the rotational speed of the intermediate shaft M is controlled so as to coincide with the acceleration at the target rotational speed at the high speed stage. Here, the target rotational speed of the intermediate shaft M at each gear stage is set to a rotational speed obtained by multiplying the rotational speed of the output shaft O by the gear ratio of each gear stage.

3-2-3-5. Power-off during power-on upshift control In the example shown in FIG. 3, the process proceeds to the inertia control phase, and the supply hydraulic pressure (command pressure) as the engagement pressure of the disengagement side element decreases below the disengagement determination value ( After time t13), the accelerator opening is lowered to a low opening state determination value or less (time t14).
When the accelerator opening decreases below the low opening state determination value, the driver request output torque calculated based on the accelerator opening decreases to a negative torque. Therefore, in the example illustrated in FIG. 3, the power-off state is changed during the power-on upshift control. In the present embodiment, the driver request output torque is configured to change with a delay with respect to the change in the accelerator opening. In the example shown in FIG. After the degree falls below the low opening state determination value, it falls with a delay. Further, when the accelerator opening decreases below the low opening state determination value, the rotating electrical machine target output torque is set to a negative torque, and the rotating electrical machine MG performs regenerative power generation.

  The transmission control unit 40 always calculates the direct connection limit pressure of the engagement side element according to the driving force source output torque, and changes the supply hydraulic pressure of the engagement side element according to the change of the driving force source output torque. It is configured as follows. Therefore, when the driving force source output torque decreases, the shift control unit 40 decreases the supply hydraulic pressure of the engagement side element (after time t14). As the supply hydraulic pressure of the engagement side element decreases, transmission mechanism transmission torque, which is torque transmitted from the intermediate shaft M to the wheel Wh side due to friction of the engagement side element, also decreases.

  When the driving force source output torque becomes negative torque, the total torque (intermediate shaft action torque) acting on the input member side (intermediate shaft M) of the engagement side element is changed from the intermediate shaft M to the wheel Wh by the friction of the engagement side element. The sum of the negative torque acting on the intermediate shaft M as a reaction of the transmission mechanism transmission torque transmitted to the side and the negative torque of the driving force source output torque becomes a negative torque. When the rotational speed of the intermediate shaft M approaches the target rotational speed of the high speed stage, the transmission control unit 40 reduces the magnitude of the negative torque generated by the transmission mechanism transmission torque by reducing the supply hydraulic pressure of the engagement side element. However, since the driving force source output torque is a negative torque, the total torque remains a negative torque, and the total torque cannot be controlled to a desired value as in the normal power-on upshift control described above. In this example, the disengagement element is in the disengaged state, and disengagement side slip control is performed to increase the supply hydraulic pressure of the disengagement element and increase the positive torque that acts on the intermediate shaft M from the disengagement element. In order to achieve this, it is necessary to increase the supply hydraulic pressure of the release side element by supplying a preliminary pressure to the release side element. For this reason, even if it is configured to start the release side slip control of the release side element after the release side element is released, there is a possibility that the total torque cannot be controlled to a desired value with sufficient response. In response to such a problem, in the present embodiment, an instruction for driving force increase control, which will be described in detail below, is given.

3-2-3-6. Problem in the case of not instructing the driving force increase control Before the description of the driving force increase control, unlike the present embodiment, the problem that occurs in the case of not instructing the driving force increase control is an example shown in FIG. This will be described in more detail using. Until time t25 in FIG. 5, the same control as before time t15 in FIG. 3 is performed.
When the rotational speed of the intermediate shaft M approaches the target rotational speed of the high speed stage (from time t24 to time t25), the hydraulic pressure supplied to the engagement side element is reduced to reduce the magnitude of the negative torque due to the transmission mechanism transmission torque. Even if the driving force source output torque is negative torque, the total torque remains negative torque and the rotational speed of the intermediate shaft M decreases. Further, when the rotational speed of the intermediate shaft M is sufficiently close to the target rotational speed of the high speed stage (time t25), the supply hydraulic pressure of the engagement side element is fully engaged in order to fully engage the engagement side element without slipping. Control to increase to the combined pressure has started. Therefore, the magnitude of the total torque that becomes a negative torque further increases. For this reason, the rotational speed of the intermediate shaft M overshoots downward with respect to the target rotational speed of the high speed stage (time t26 to time t28).

  When the rotation speed of the intermediate shaft M is higher than the target rotation speed of the high speed stage (before time t26), the rotation speed of the input member of the engagement side element is higher than the rotation speed of the output member of the engagement side element. The torque of the transmission torque capacity is transmitted from the input member of the mating element to the output member. When the rotation speed of the intermediate shaft M is lower than the target rotation speed of the high speed stage (after time t26), the rotation speed of the input member of the engagement side element becomes lower than the rotation speed of the output member of the engagement side element, and torque The direction of transmission is reversed, and torque of the transmission torque capacity is transmitted from the output member of the engagement side element to the input member. Therefore, as shown in the vicinity of time t26 in FIG. 5, the sign of the transmission mechanism transmission torque, which is the torque transmitted from the intermediate shaft M to the wheel Wh side due to the friction of the engagement side element, reverses and changes stepwise. Therefore, a torque shock is transmitted to the wheel Wh.

  As the supply hydraulic pressure of the engagement side element is further increased (after time t26), the transmission torque capacity of the engagement side element is increased and the magnitude of the negative torque of the transmission mechanism transmission torque is increased. When the transmission mechanism transmission torque falls below the driving force source output torque (time t27), the total torque acting on the intermediate shaft M (intermediate shaft acting torque) becomes positive torque, and the rotational speed of the intermediate shaft M starts to increase. When the rotational speed of the intermediate shaft M increases to the target rotational speed of the high speed stage (time t28), the rotational speed difference (slip) between the input / output members of the engagement side element disappears, and the engagement side element outputs the driving force source output. The torque is directly transmitted to the wheel Wh side as transmission mechanism transmission torque. At this time, the transmission mechanism transmission torque, which is lower than the driving force source output torque, increases stepwise up to the driving force source output torque, so that a torque shock is transmitted to the wheel Wh (time t28). Further, since the rotational speed of the intermediate shaft M falls below the target rotational speed of the high speed stage and then increases again to the target rotational speed of the high speed stage, the supply hydraulic pressure (transmission torque capacity) of the engagement side element is greatly increased. ing. Therefore, the change amount of the transmission mechanism transmission torque is increased, and the torque shock is increased. Further, the upshift control period is extended by the period during which the rotational speed of the intermediate shaft M overshoots the target rotational speed of the high speed stage.

  Therefore, unlike the present embodiment, when the instruction for increasing the driving force is not given, the rotational speed of the intermediate shaft M overshoots the target rotational speed of the high speed stage downward and is transmitted to the wheel Wh side. There is a problem that the torque shock to be increased and the upshift control period is delayed. In order to solve such a problem, in the present embodiment, an instruction for driving force increase control described in detail below is given.

3-2-3-7. Execution of Driving Force Increase Control Instruction Due to Change to Power-off In the example shown in FIG. 3, after the supply hydraulic pressure (command pressure) as the engagement pressure of the disengagement side element decreases below the disengagement determination value (time t13) The accelerator opening has decreased below the low opening state determination value (time t14). Therefore, in this example, the release determination unit 43 is engaged in the release side element when the upshift control is being performed and the accelerator opening is equal to or lower than the low opening state determination value and the accelerator is in the low opening state. It is determined that the resultant pressure is in the released element release state where the resultant pressure is equal to or less than the released side determination value (time t14).

When the release determining unit 43 determines that the release side element is released, the control switching unit 44 does not perform the release side slip control of the release side element on the release side hydraulic control unit 41, and the driving force increase control is performed. The control is switched so that the instruction unit 42 instructs the driving force increase control (time t14). As described above, since the disengagement element is disengagement, it is necessary to increase the supply oil pressure of the disengagement element in order to perform disengagement slip control by increasing the supply oil pressure of the disengagement element above the stroke end pressure. . Therefore, even if the release side slip control is started after the release side element is released, the positive torque acting on the intermediate shaft M from the release side element cannot be increased with sufficient response. There is. For this reason, the control switching unit 44 performs control switching so as to instruct driving force increase control that can increase the positive torque acting on the intermediate shaft M with high responsiveness.
When the control switching is performed so that the control switching unit 44 instructs the driving force increase control, the driving force increase control instructing unit 42 outputs from the driving force source before the engagement side element is completely engaged. The driving force increase control for increasing the driving force to be performed is instructed. In the present embodiment, the driving force increase control instruction unit 42 calculates the amount of increase in the driving force, and instructs the power control device 32 to increase the driving force by instructing the power control device 32 to increase the driving force. An instruction for force increase control is given.

3-2-3-8. In this embodiment, the driving force increase control instruction unit 42 determines in advance that the shift progress state, which is the progress state of the upshift control, is before the engagement-side element is fully engaged. When it is determined that the vehicle has progressed to the predetermined state, the driving force increase control instruction is started. In this example, the shift control unit 40 sets the shift progress state to 0% when the rotation speed of the intermediate shaft M matches the target rotation speed of the low speed stage, and 100 when the rotation speed matches the target rotation speed of the high speed stage. It is calculated by normalizing at a rate that becomes%. When the driving force increase control instruction unit 42 determines that the shift progress state is equal to or greater than the increase start determination value (for example, 90%) set to a predetermined ratio, the driving force increase control instruction unit 42 starts an instruction for driving force increase control (time). t15). Alternatively, when it is determined that the difference rotational speed W, which is the rotational speed difference obtained by subtracting the target rotational speed of the high speed stage from the rotational speed of the intermediate shaft M, is equal to or less than a predetermined value, an instruction for increasing the driving force is issued. You may make it start.

  Further, in the present embodiment, the driving force increase control instructing unit 42 is provided on the condition that the driving force output from the driving force source is not more than a predetermined threshold in addition to the determination of the shift progress state. As a result, an instruction for driving force increase control is started. In this example, the driving force increase control instruction unit 42 is on condition that the driving force source output torque is equal to or less than the increase start determination torque. Here, the increase start determination torque is the differential rotation against the negative torque acting on the intermediate shaft M as a reaction of the transmission mechanism transmission torque that is the torque transmitted from the intermediate shaft M to the wheel Wh side by the engagement side element. It is set to a positive torque (for example, 100 [N]) that can decrease the decreasing speed of the speed W (the decreasing speed of the rotational speed of the intermediate shaft M). Since the magnitude of the transmission mechanism transmission torque changes in accordance with the transmission torque capacity of the engagement side element, the driving force increase control instruction unit 42 determines the transmission torque capacity of the engagement side element based on the supply hydraulic pressure of the engagement side element. And the transmission torque capacity may be set to the increase start determination torque.

  On the other hand, when the driving force source output torque is larger than the increase start determination torque, the reduction speed of the differential rotation speed W (the reduction speed of the rotation speed of the intermediate shaft M) can be reduced without increasing the driving force. Does not start an increase control instruction.

3-2-3-9. Start of Driving Force Increase Control Instruction When the driving force increase control instruction unit 42 starts the driving force increase control instruction, the driving force increase control instruction unit 42 decreases the reduction speed of the rotational speed difference between the input and output members in the engagement side element. A control instruction for increasing the driving force output from the driving force source is issued. In the present embodiment, the driving force increase control instruction unit 42 increases the driving force output from the driving force source so as to decrease the decreasing speed of the differential rotation speed W in accordance with the decreasing speed of the differential rotation speed W. Is calculated. More specifically, the drive force increase control instruction unit 42 calculates a decrease speed of the differential rotational speed W before increasing the drive force, and is a value obtained by multiplying the decrease speed by the inertia on the input member side of the engagement side element. To increase torque. Here, the torque increase amount is an increase amount from the driver request output torque. Further, the inertia on the input member side of the engagement side element includes the gear mechanism on the input member side of the engagement element in the speed change mechanism TM, the intermediate shaft M, the torque converter TC, the input shaft I, the rotating electrical machine MG, the engine E, and the like. This is the sum of the inertia of each rotating member rotating integrally with the intermediate shaft M. Note that the inertia on the input member side is based on the sum of the inertia of each rotating member that rotates integrally with the intermediate shaft M, which changes according to the engagement state of the transmission clutch EC and the engagement state of the lockup clutch LC. Configured to be changed. Alternatively, the drive force increase control instructing unit 42 increases a torque increase amount by a predetermined value or a value obtained by multiplying or decreasing a value obtained by multiplying the decrease speed of the differential rotation speed W by the inertia on the input member side of the engagement side element. May be set. Alternatively, a value obtained by subtracting the target reduction speed from the reduction speed of the calculated differential rotational speed W may be set as the torque increase amount by multiplying the inertia on the input member side of the engagement side element. Alternatively, the driving force increase control instruction unit 42 includes a map in which a torque increase amount is set in advance according to the decrease speed of the differential rotation speed W, and calculates the torque increase amount based on the decrease speed of the differential rotation speed W and the map. It may be. Alternatively, the driving force increase control instruction unit 42 calculates the transmission torque capacity of the engagement side element based on the supply hydraulic pressure of the engagement side element, similarly to the setting of the increase start determination torque described above, and from the calculated transmission torque capacity A value obtained by subtracting the driver request output torque may be set as the torque increase amount.

  When the torque increase amount is a positive value, the driving force increase control instruction unit 42 instructs the power control device 32 to set a value obtained by adding the torque increase amount to the driver requested output torque as the increase target output torque (time t15). . Note that the driving force increase control instruction unit 42 may directly instruct the power control device 32 of the torque increase amount. At this time, the driving force increase control instruction unit 42 may designate a driving force source (in this example, the rotating electrical machine MG) that increases the driving force. As described above, the power control device 32 increases the output torque of the rotating electrical machine MG with good responsiveness. As a result, the driving force source output torque can be increased to a positive torque having the same magnitude as the negative torque acting on the intermediate shaft M as a reaction of the transmission mechanism transmission torque. Therefore, immediately before the rotational speed of the intermediate shaft M reaches the target rotational speed of the high speed stage, the decreasing speed of the differential rotational speed W can be decreased to near zero. Therefore, in the present embodiment, unlike the case of not instructing the driving force increase control shown in FIG. 5, the rotation speed of the intermediate shaft M overshoots the target rotation speed of the high speed stage downward. In addition, the acceleration of the rotational speed of the intermediate shaft M when the rotational speed of the intermediate shaft M reaches the target rotational speed of the high speed stage can be made closer to the acceleration of the target rotational speed of the high speed stage. Further, when the supply hydraulic pressure of the engagement side element is increased to the full engagement pressure, the rotational speed difference (slip) between the input / output members of the engagement side element is eliminated when the supply hydraulic pressure of the engagement side element is low. (Time t16). Therefore, the amount of change in the transmission mechanism transmission torque before and after the rotation speed difference disappears (before and after time t16) can be reduced, and the occurrence of torque shock can be suppressed. Further, the extension of the upshift control period can be suppressed.

  In the present embodiment, the driving force increase control instruction unit 42 is configured to limit the torque increase amount to the upper limit by the increase amount limit value, and adds a value obtained by adding the upper limit limit torque increase amount to the driver request output torque. The power control device 32 is instructed as an increase target output torque. This upper limit restricts the upper limit even when the torque increase amount becomes larger than the increase amount necessary for reducing the decrease speed of the differential rotation speed W due to a calculation error of the decrease speed of the differential rotation speed W or the like. It is possible to suppress an increase in the period until the differential rotation speed W increases and the upshift is completed, and it is possible to suppress an increase in torque transmitted to the wheel Wh side.

3-2-3-10. End of Driving Force Increase Control Instruction The driving force increase control instruction unit 42 gives an instruction to increase the driving force output from the driving force source, and then reaches the target driving force when the driving force increase control is not performed. An instruction to gradually decrease the driving force output from the driving force source is given, and the driving force increase control instruction is terminated.
In the present embodiment, as described above, after calculating the torque increase amount based on the decrease speed and inertia of the differential rotation speed W, the torque increase amount is decreased to zero with a predetermined torque decrease gradient (after time t15). Alternatively, the magnitude of the torque decrease gradient may be configured so that the decrease gradient of the increase target output torque is larger (for example, twice) than the decrease gradient of the driver request output torque. Then, when the torque increase amount decreases to zero, the driving force increase control instruction unit 42 ends the instruction to the power control device 32 and ends the instruction of the driving force increase control (time t18). Thus, after the engagement side element is completely engaged, after the decrease speed of the differential rotational speed W is once decreased by increasing the drive force, the increase amount of the drive force is gradually decreased. The differential rotational speed W can be gradually decreased to zero by gradually increasing the decreasing speed of the rotational speed W. Further, since the increase amount of the driving force is gradually decreased, the amount of change in the transmission mechanism transmission torque transmitted from the intermediate shaft M to the wheel Wh can be reduced, and the occurrence of torque shock can be suppressed. .

3-2-3-11. Complete engagement of the engagement side element The speed change control unit 40 determines the engagement pressure (command pressure) of the engagement side element when the drive force increase control instruction unit 42 starts an instruction of drive force increase control. Control to increase to the combined pressure is started. In the present embodiment, the shift control unit 40 sets the supply hydraulic pressure (command pressure) of the engagement side element to a predetermined value when the driving force increase control instruction unit 42 starts an instruction for driving force increase control (after time t15). After gradually increasing with the inclination of (time t15 to t17), it is increased stepwise to the full engagement pressure (time t17). As described above, since the engagement pressure of the engagement side element is gradually increased, the decrease speed of the differential rotation speed W is decreased by the increase of the driving force, and then the decrease speed of the differential rotation speed W is gradually increased. It is possible to shift the engagement side element to the fully engaged state, which is an engaged state without slipping, while gradually decreasing the rotational speed W to zero. Alternatively, the shift control unit 40 performs control to increase the engagement pressure of the engagement side element to the full engagement pressure when the magnitude of the differential rotation speed W becomes a predetermined value or less (for example, 50 rpm or less). You may make it start.

  The shift control unit 40 ends the series of upshift control when the engagement pressure (command pressure) of the engagement side element increases to the complete engagement pressure and the instruction for the drive force increase control is completed.

3-2-4. When the release side slip control is performed during the upshift control Next, as shown in the example of FIG. 4, when the release determination unit 43 is performing the upshift control and is in the accelerator low opening state, The case where it is determined that the release side element is not released will be described.

3-2-4-1. Power-on Upshift Control The shift control unit 40 starts a series of upshift control sequences (time t31) when it is determined that an upshift is performed, similarly to the case shown in FIG. In the example shown in FIG. 4 also, when the upshift is started, the accelerator opening is in an accelerator high opening state larger than the low opening state determination value, and the shift control unit 40 performs power-on upshift control. Start.

3-2-4-2. Pre-control phase When the power-on upshift control is started, the shift control unit 40 shifts the control phase from the normal control phase to the pre-control phase and starts control of the pre-control phase as in the case shown in FIG. (Time t31). The shift control unit 40 starts control to change the supply hydraulic pressure of the engagement side element to a predetermined engagement side preliminary pressure. Further, the shift control unit 40 decreases the supply hydraulic pressure of the release side element from the complete engagement pressure to the release side preliminary pressure. The disengagement side preliminary pressure is set to be larger by a predetermined pressure than the direct connection limit pressure, which is the minimum oil pressure at which the disengagement side element can transmit the drive force source output torque output from the drive force source to the wheel Wh side. .

3-2-4-3. Execution of Release Side Slip Control by Change to Power Off In the example shown in FIG. 4, during the pre-control phase, the accelerator opening is equal to or less than the release side determination value, and the accelerator is in a low opening state (time t32). That is, before the engagement pressure of the disengagement side element becomes equal to or less than the disengagement side determination value, the accelerator opening becomes equal to or less than the disengagement side determination value, and the accelerator is in a low accelerator position. Therefore, in this example, the release determination unit 43 is engaged in the release side element when the upshift control is being performed and the accelerator opening is equal to or lower than the low opening state determination value and the accelerator is in the low opening state. It is determined that the resultant pressure is greater than the release-side determination value and is not in the release-side element release state (time t32).
When it is determined by the release determination unit 43 that the release-side element is not released, the control switching unit 44 does not instruct the drive force increase control instruction unit 42 to perform drive force increase control, and the release side hydraulic control unit 41. The control is switched so that the release side slip control for controlling the hydraulic command of the release side element according to the change in the rotational speed of the intermediate shaft M is performed (time t32). That is, in this example, since the power-off state is entered before the release-side element enters the release state, the release-side slip control is performed without releasing the release-side element, and the rotational speed of the intermediate shaft M is increased to the high speed stage. When the target rotational speed approaches, the supply hydraulic pressure of the release side element is increased to increase the positive torque that acts on the intermediate shaft M from the release side element. Even when the driving force source output torque becomes negative torque, the release side hydraulic control unit 41 can control the total torque acting on the intermediate shaft M to a desired value by changing the engagement pressure of the release side element. The release-side hydraulic control unit 41 feedback-controls the hydraulic command of the release-side element in accordance with the change in the rotation speed of the intermediate shaft M, so that the rotation speed of the intermediate shaft M is lower than the target rotation speed of the high speed stage. Suppresses overshooting to the side. In this example, the release side hydraulic control unit 41 feeds back the hydraulic command of the release side element so that the decrease speed of the differential rotation speed W decreases as the rotation speed of the intermediate shaft M approaches the target rotation speed of the high speed stage. Control. For example, the release-side hydraulic control unit 41 is configured so that the deviation between the target value of the reduction speed of the differential rotation speed W set in advance according to the differential rotation speed W and the actual reduction speed of the differential rotation speed W decreases. In addition, the hydraulic pressure command of the release side element is feedback controlled. Here, the target value of the decrease speed of the differential rotation speed W is set so as to decrease as the differential rotation speed W decreases. As described above, the differential rotational speed W is a rotational speed difference obtained by subtracting the target rotational speed of the high speed stage from the rotational speed of the intermediate shaft M.

3-2-4-4. Release side slip control The shift control unit 40 shifts the control phase from the pre-control phase to the inertia control phase when executing the release-side slip control when a predetermined period has elapsed after the start of the pre-control phase (time t33). ). In the inertia control phase of the release side slip control, by reducing the supply hydraulic pressure of the release side element below the direct coupling limit pressure, the negative torque transmitted from the intermediate shaft M to the wheel side by the friction between the input and output members of the release side element is reduced. The magnitude of the transmission mechanism transmission torque is reduced from the magnitude of the negative torque driving force source output torque transmitted from the driving force source to the intermediate shaft M (after time t33). Since the negative torque having a magnitude smaller than the driving force source output torque is transmitted to the wheel Wh side by friction (slip) of the disengagement side element, the total torque (intermediate shaft acting torque) acting on the input member side (intermediate shaft M) Becomes negative torque, and the rotational speed of the intermediate shaft M can be reduced to the target rotational speed of the high speed stage. Here, the magnitude of the total torque (intermediate shaft acting torque) that becomes a negative torque can be increased in proportion to the amount of decrease from the direct connection limit pressure in the supply hydraulic pressure of the disengagement side element. Further, the reduction speed of the rotation speed of the intermediate shaft M is proportional to the magnitude of the total torque (intermediate shaft action torque) that becomes negative torque, and the inertia (moment of inertia) of each rotating member that rotates integrally with the intermediate shaft M. Inversely proportional to Therefore, the release side hydraulic control unit 41 increases or decreases the decrease speed of the differential rotational speed W by increasing or decreasing the amount of decrease from the direct connection limit pressure in the supply hydraulic pressure of the release side element.

  After shifting to the inertia control phase (time t33), the release side hydraulic control unit 41 decreases the supply hydraulic pressure of the release side element from the release side preliminary pressure to the direct connection limit pressure stepwise, and then gradually decreases from the direct connection limit pressure. Let As a result, a rotational speed difference (slip) occurs between the input and output members of the release side element, and the magnitude of the total torque that is a negative torque acting on the intermediate shaft M is increased. Decrease speed increases. The release side hydraulic control unit 41 maintains the supply hydraulic pressure of the engagement side element at the engagement side preliminary pressure. When the rotational speed of the intermediate shaft M approaches the target rotational speed of the high speed stage (time t34), the release-side hydraulic control unit 41 gradually increases the supply hydraulic pressure of the release-side element. Thereby, the magnitude of the total torque that becomes a negative torque is gradually reduced, and the reduction speed of the differential rotational speed W is reduced. Therefore, the release side hydraulic control unit 41 matches the acceleration of the rotational speed of the intermediate shaft M with the acceleration of the target rotational speed of the high speed when the rotational speed of the intermediate shaft M reaches the target rotational speed of the high speed. Thus, the supply hydraulic pressure of the release side element is increased. When the rotational speed of the intermediate shaft M reaches the target rotational speed of the high speed stage (time t35), the release side hydraulic control unit 41 gradually decreases the supply hydraulic pressure of the release side element to zero to release the release side slip. End control.

3-2-4-5. Complete engagement of the engagement side element The speed change control unit 40 fully engages the engagement pressure (command pressure) of the engagement side element when the rotation speed of the intermediate shaft M reaches the target rotation speed of the high speed stage. Start control to increase pressure. In the present embodiment, the shift control unit 40 fully engages the supply hydraulic pressure (command pressure) of the engagement side element when the rotation speed of the intermediate shaft M reaches the target rotation speed of the high speed stage (time t35). Step up to pressure. Alternatively, the shift control unit 40 performs control to increase the engagement pressure of the engagement side element to the full engagement pressure when the magnitude of the differential rotation speed W becomes a predetermined value or less (for example, 50 rpm or less). You may make it start.

  As described based on the example shown in FIG. 4, when the release side slip control is performed when it is determined that the release side element is not released, the rotation speed of the intermediate shaft M becomes lower than the target rotation speed of the high speed stage. And the acceleration of the rotational speed of the intermediate shaft M coincides with the acceleration of the target rotational speed of the high speed stage when the rotational speed of the intermediate shaft M reaches the target rotational speed of the high speed stage. You can Further, the supply hydraulic pressure of the engagement side element can be increased to the full engagement pressure in a state where there is no rotational speed difference between the input / output members of the engagement side element. Therefore, the change amount of the transmission mechanism transmission torque when the engagement side element is completely engaged can be reduced, and the occurrence of torque shock can be suppressed. Further, the extension of the upshift control period can be suppressed.

3-2-5. Upshift Control Flowchart Next, the upshift control process in the shift control unit 40 will be described with reference to the flowchart of FIG. First, when it is determined that an upshift is to be performed, the shift control unit 40 starts a series of upshift control (step # 11: Yes). When the upshift control is started, the release determination unit 43 determines whether the accelerator opening is in the accelerator low opening state that is equal to or lower than the low opening state determination value (step # 12). When it is determined that the accelerator is in the low opening state (step # 12: Yes), the release determination unit 43 determines that the engagement pressure of the release side element is greater than the release side determination value and is not in the release side element release state. Then, the control switching unit 44 switches the control to perform the release side slip control instead of the instruction of the driving force increase control (step # 22). Then, the release-side hydraulic control unit 41 starts a series of release-side slip control without releasing the release-side element (step # 23). If the shift control unit 40 determines that the upshift control has ended after a series of disengagement side slip control has ended (step # 24: Yes), the upshift control process ends.

  On the other hand, when it is determined that the accelerator is not in the low opening state (step # 12: No), the shift control unit 40 starts power-on upshift control (step # 13). The release determination unit 43 determines whether or not the accelerator opening degree is lower than the low opening state determination value after the power-on upshift control is started (step # 14). When it is determined that the accelerator opening is not in the accelerator low opening state (step # 14: No), the release determination unit 43 repeats until a series of upshift control ends (step # 15: No). It is determined in step # 14 whether the accelerator is in a low opening state. On the other hand, if the series of upshift control is completed (step # 15: Yes) while the accelerator opening is not in the low accelerator position (step # 14: No), the upshift control process is terminated.

  On the other hand, when it is determined that the accelerator opening is in the accelerator low opening state (step # 14: Yes), the release determination unit 43 releases the engagement pressure of the release side element below the release side determination value. It is determined whether or not the side element is released (step # 16). When it is determined that the disengagement side element is in the disengaged state (step # 16: Yes), the control switching unit 44 performs control switching that instructs the driving force increase control instead of the disengagement side slip control ( Step # 17). Then, the driving force increase control instruction unit 42 advances the shift progress state to a predetermined state, the driving force output from the driving force source becomes a predetermined value or less, and the start condition for the driving force increase control is satisfied. (Step # 18). If it is determined that the driving force increase control instruction start condition is not satisfied (step # 18: No), the driving force increase control is continued until a series of upshift control is completed (step # 20: No). Instructing unit 42 repeatedly determines whether or not the start condition of the instruction for increasing the driving force in step # 18 is satisfied.

  On the other hand, when it is determined that the start condition of the driving force increase control instruction is satisfied (step # 18: Yes), the driving force increase control instruction unit 42 is output from the driving force source as described above. A series of driving force increase control instructions for increasing the driving force is started (step # 19). If the shift control unit 40 determines that the upshift control has ended after a series of driving force increase control instructions have been completed (step # 21: Yes), the upshift control process ends.

  On the other hand, when it is determined that the disengagement side element is not released (step # 16: No), the control switching unit 44 performs the control switching for performing the disengagement side slip control instead of the instruction of the driving force increase control ( Step # 22). Then, the release-side hydraulic control unit 41 starts a series of release-side slip control without releasing the release-side element (step # 23). If the shift control unit 40 determines that the upshift control has ended after a series of disengagement side slip control has ended (step # 24: Yes), the upshift control process ends.

[Other Embodiments]
(1) In the above embodiment, the case where the shift control device 31 includes the control units 40 to 45 has been described as an example. However, the embodiment of the present invention is not limited to this. In other words, the transmission control device 31 may be integrated with any one or more of the engine control unit 33, the rotating electrical machine control unit 34, the transmission clutch control unit 35, and the integrated control unit 36. It is one of the preferred embodiments of the invention.

(2) In the above embodiment, the case where the vehicle drive device 1 includes the rotating electrical machine MG and the engine E as drive power sources has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the vehicle drive device 1 only needs to include at least one rotating electrical machine MG as a driving force source. For example, the vehicle driving apparatus 1 may be configured not to include the engine E or may be configured to include two rotating electrical machines MG. This is also a preferred embodiment of the present invention.

(3) In the above embodiment, the case where the vehicle drive device 1 includes the torque converter TC has been described as an example. However, the embodiment of the present invention is not limited to this. That is, it is also one of the preferred embodiments of the present invention that the vehicle drive device 1 is configured not to include the torque converter TC but to integrally drive and connect the input shaft I and the intermediate shaft M. Alternatively, the vehicle drive apparatus 1 includes a clutch similar to the transmission clutch EC instead of the torque converter TC, and selectively engages or releases between the input shaft I and the intermediate shaft M by the clutch. You may make it comprise. In this case, at least in the power-off state, the clutch is brought into a fully engaged state, which is an engaged state without slipping.

(4) In the above embodiment, when the shift control unit 40 performs an upshift, the engagement pressure of the release side element at the low speed stage is controlled and released, and the engagement of the engagement side element at the high speed stage is engaged. The case where engagement is performed by controlling the pressure has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the disengagement element at the low speed stage is constituted by a one-way clutch that is in a disengaged state even if the engagement pressure is not controlled, and the shift control unit 40 controls the engagement pressure of the engagement element at the high speed stage. It is also one of the preferred embodiments of the present invention that the upshift can be performed only by engaging. In this case, the release determination unit 43 determines that the release side element is released when the upshift control is being performed and the accelerator is in a low opening state, and the control switching unit 44 performs the driving force increase control. It is determined that instructions are given.

(5) In the above embodiment, the driving force increase control instruction unit 42 is output from the driving force source so as to decrease the decreasing speed of the differential rotational speed W in accordance with the decreasing speed of the differential rotational speed W. The case where the amount of increase in driving force is calculated has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the driving force increase control instruction unit 42 sets the increase amount of the driving force output from the driving force source to a fixed value in the driving force increase control instruction without depending on the decreasing speed of the differential rotational speed W. Configuration is also one of the preferred embodiments of the present invention.

(6) In the above embodiment, as an example, the integrated control unit 36 allocates the torque increase amount commanded from the transmission control device 31 to the rotating electrical machine MG and increases the rotating electrical machine target output torque by the torque increasing amount. explained. However, the embodiment of the present invention is not limited to this. That is, the integrated control unit 36 may allocate the torque increase amount commanded from the transmission control device 31 to the engine E and increase the engine target output torque only by the torque increase amount. Even in this case, if the speed change control device 31 is configured to set the driving force increase timing in consideration of the responsiveness to the target output torque of the engine E, the rotational speed of the intermediate shaft M can be set with good timing. And the occurrence of torque shock due to gear shifting can be prevented.

  According to the present invention, an input member that is drivingly connected to a driving force source having at least a rotating electrical machine, an output member that is drivingly connected to a wheel, and a plurality of friction engagement elements are controlled to control the engagement and release. Preferably used in a speed change control device for controlling a speed change mechanism having a speed change mechanism and a speed change mechanism that changes the rotational speed of the input member at a speed change ratio of each speed change speed and transmits it to the output member. can do.

MG: rotating electrical machine E: engine (internal combustion engine)
EC: Transmission clutch TM: Transmission mechanism Wh: Wheel W: Differential rotation speed I: Input shaft M: Intermediate shaft (input member)
O: Output shaft (output member)
PC: Hydraulic control device Se1: Input shaft rotational speed sensor Se2: Intermediate shaft rotational speed sensor Se3: Output rotational speed sensor Se4: Accelerator opening sensor Se5: Shift position sensor TC: Torque converter LC: Lock-up clutch 1: Vehicle drive Device 2: Transmission device 31: Transmission control device 32: Power control device 33: Engine control unit 34: Rotating electric machine control unit 35: Transmission clutch control unit 36: Integrated control unit 40: Transmission control unit 41: Release side hydraulic control unit 42 : Driving force increase control instruction unit 43: Release determination unit 44: Control switching unit 45: Lock-up clutch control unit

Claims (7)

An input member that is drivingly connected to a driving force source having at least a rotating electrical machine, an output member that is drivingly connected to a wheel, and the engagement and release of a plurality of friction engagement elements are controlled to switch a plurality of shift stages. A speed change control device for controlling a speed change mechanism comprising: a speed change mechanism that changes the rotational speed of the input member at a gear ratio of each shift speed and transmits the speed to the output member;
A release side hydraulic control unit that controls a hydraulic command of a release side element that is a friction engagement element to be released during upshift control for switching to the gear stage having a small speed ratio;
A driving force increase control instruction unit for instructing a driving force increase control for increasing the driving force output from the driving force source;
During the upshift control in the accelerator high opening state where the accelerator opening of the vehicle is larger than the low opening state determination value which is a predetermined determination value, the accelerator opening of the vehicle is equal to or less than the low opening state determination value. A release determining unit that determines whether or not the engagement pressure of the disengagement element is a disengagement element disengagement state that is equal to or less than a predetermined value when changed to a low opening state;
When the release determination unit determines that the release-side element is not released, the release-side hydraulic control unit controls a hydraulic command for the release-side element according to a change in the rotation speed of the input member, and the release determination A shift control device in which the driving force increase control instructing unit instructs the driving force increase control when it is determined by the unit that the element is in the disengaged side element release state.   The driving force increase control instructing unit determines in advance that the shift progress state, which is the progress state of the upshift control, is before the engagement side element that is the friction engagement element to be engaged is completely engaged. The shift control device according to claim 1, wherein when it is determined that the vehicle has progressed to a state, an instruction for the driving force increase control is started.   The driving force increase control instructing unit instructs the driving force increase control on the condition that the driving force output from the driving force source is equal to or less than a predetermined threshold value. The shift control device described.   The driving force increase control instructing unit is an instruction to increase the driving force so as to decrease the decreasing speed of the rotational speed difference between the input and output members in the engagement side element serving as the friction engagement element on the engaged side. The control device according to any one of claims 1 to 3, wherein: The driving force increase control instructing unit is configured to reduce the rotational speed difference between the input and output members in the engagement side element serving as the friction engagement element on the engaged side before instructing the driving force increase control. The shift control device according to any one of claims 1 to 4, wherein an increase amount of the driving force is determined based on the driving force. After starting the driving force increase control , the engagement pressure of the engagement side element that becomes the friction engagement element on the engagement side is gradually increased and completely engaged ,
The speed change control apparatus according to any one of claims 1 to 5 , wherein a period in which the driving force is gradually reduced overlaps a period in which the engagement pressure of the engagement side element is gradually increased .   The driving force increase control instructing unit gradually decreases the driving force output from the driving force source to the target driving force when the driving force increasing control is not performed after giving the instruction to increase the driving force. The shift control apparatus according to any one of claims 1 to 6, wherein an instruction is given.

Images