JP2012066673A - Speed change control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a speed change control device capable of regulating regenerative torque variation so that hydraulic control can be sufficiently responsive in a speed change process.SOLUTION: The speed change control device includes: an input torque calculation part 65 for calculating positive torque and negative torque that are input into an input member from a rotary electric machine whose torque output is controlled by a drive force source control unit; a negative torque limitation value setting part 64 for setting a negative torque increased amount limitation value for limiting an increased amount of the negative torque in the negative direction; and a speed change time torque management part 63 for providing a torque output limiting command to the drive force source control unit so that the rotary electric machine will output torque limited by the negative torque increased amount limitation value if negative torque is calculated by the input torque calculation part 65 during the speed change process.

Description

  According to the present invention, an input member that is driven and connected to a driving force source having at least a rotating electrical machine, an output member that is driven and connected to a wheel, and a plurality of shift stages are formed according to the engagement state of the plurality of friction engagement elements. And 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.

  As the shift control apparatus as described above, motor control means capable of controlling the output torque of the motor, shift control means for controlling various shifts in the transmission, and input torque calculation means for calculating the total torque input to the input shaft Are described in Patent Document 1 below. In this device, the motor control means controls the output torque of the motor so that the total torque becomes a predetermined torque, preferably zero, during the control of various speed changes by the speed change control means, thereby reducing the speed change shock and driving performance. We are trying to improve. As described above, reducing the total torque to zero during the shift is effective in reducing the shift shock, but also causes a disadvantage that the regenerative torque cannot be obtained.

On the other hand, as an example of a transmission used in a hybrid vehicle that uses both an engine and a rotating electric machine as a driving force source, for example, a device described in Patent Document 2 below is known. In such a hybrid vehicle transmission, an off-up shift, which is an upshift due to accelerator off, may be performed. In this case as well, in general, a change-over shift is performed, and the release side element is completely released relatively quickly in the initial stage of the shift operation, and the engaged friction engagement element is in the half-engaged state. It is gradually engaged while slipping. The rotating electrical machine is configured to be able to generate regenerative torque (negative torque) based on a vehicle deceleration request.
Here, in the case of a normal vehicle having only an engine as a driving force source, or in the case where the rotating electrical machine does not output regenerative torque even in a hybrid vehicle, negative torque acting on the input member during off-up shift is generated. Even if the shift control is small and is accompanied by a general change gear shift, the rotational speed of the input member is only decelerated by the frictional force of each part in the engine, and the change is gradual. Therefore, there is almost no problem that a shift shock occurs when the engagement side element that is to be engaged is engaged. However, in the transmission for a hybrid vehicle disclosed in Patent Document 2, when an upshift is performed in a state where the accelerator opening is equal to or less than a predetermined value, a brake operation is performed according to the intention of the vehicle driver. Regenerative braking may be performed. In such a case, when the normal change gear shift as described above is performed, the rotational speed of the input member is greatly reduced due to the relatively large negative torque (regenerative torque) output by the rotating electrical machine and changes rapidly. However, there is a high possibility that a shift shock will occur. Therefore, the apparatus described in Patent Document 2 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 drive-coupled to the rotating electrical machine is rapidly reduced, and the shift shock is prevented from occurring in the vehicle. However, in the hydraulic control according to the regenerative torque fluctuation during the shift, when the regenerative torque becomes large during the shift, the hydraulic control is not in time and a shift shock occurs.

JP 2003-182405 A (paragraph number [0006-0026], FIG. 4) JP 2008-094332 A (paragraph number [0049-0092], FIG. 9)

  Therefore, a shift control device that can regulate regenerative torque fluctuations so that the hydraulic control can sufficiently respond in the shift process is desired.

A plurality of shift stages are formed according to engagement states of an input member that is driven and connected to at least a driving force source having a rotating electrical machine, an output member that is driven and connected to a wheel, and a plurality of friction engagement elements, A speed change control device according to the present invention for controlling a speed change mechanism comprising: a speed change mechanism that changes the rotational speed of a member at a gear ratio of each speed stage and transmits the speed change speed to the output member. An input torque calculator for calculating positive torque and negative torque input to the input member;
A negative torque limit value setting unit for setting a negative torque increase amount limit value for limiting an increase amount of the negative torque in the negative direction;
When the negative torque is calculated by the input torque calculation unit during the shift process from the first shift stage to the second shift stage, the driving force source control unit that controls the driving force source controls the drive. A shift time torque management unit for giving a torque output limit command for limiting an increase amount of the negative torque output from the force source in the negative direction based on the negative torque increase amount limit value set by the negative torque limit value setting unit; It has.

  According to this characteristic configuration, when the output torque of the driving force source is a negative torque (regenerative torque) during the shift process, the amount of increase in the negative direction of the negative torque input from the driving force source to the input member is reduced. The driving force source is controlled by the driving force source control unit so as to be limited by a predetermined negative torque increase limit value. In the present invention, the negative torque value itself is not set to a predetermined value, for example, zero, but the increase amount of the negative torque is limited to the predetermined value, so that the torque fluctuation is maintained within a range in which the hydraulic control can sufficiently respond. And the shift shock is reduced.

The “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.
“Drive coupling” refers to a state in which two rotating elements are coupled so as to be able to transmit a driving force, and the two rotating elements are coupled so as to rotate integrally, or the two rotation elements. It is used as a concept including a state in which 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.

  In the shift process, regarding the reduction of shift shock, the first half of the process in which the two corresponding friction engagement elements are engaged and released and the second half of the process in which the engagement friction engagement element is completely engaged are important. is there. In the first half of the process and the second half of the process, the rotational speed of the input member that changes in the speed change process is also different, and the power transmission behavior is also different. In view of this, the negative torque increase amount limit value includes a first negative torque increase amount limit value and a second negative torque increase limit value having a looser value than the first negative torque increase limit value. The shift process is divided into at least a first stage and a second stage in the order of progress of the shift process. In the first stage, the first negative torque increase limit value is used, and in the second stage. The second negative torque increase limit value is used, and the first stage is a process in a section from the time when negative torque is generated in the shift process to the end of the rotation change of the input member, and the second stage is It is also preferable to employ a configuration that is a process in a section from the end of the rotation change of the input member to the end of the shift process. In the second half of the speed change process, the rotational change of the input member is almost eliminated as the engaging friction engagement element shifts to the complete engagement. By setting the negative torque increase amount limit value so as to weaken the limit due to, more regenerative torque can be secured while suppressing the shift shock. Furthermore, the first stage defined as described above is a section in which the fluctuation of the negative torque tends to be large, and limiting the increase amount of the negative torque to a predetermined value in this section is within a range of good responsiveness. Useful for performing hydraulic control. By making the process in the section after the end of the rotation change of the input member for the shift process, which is a remarkable feature as the final stage of the shift process, the second stage, the increase amount of the negative torque is increased. This can be beneficial in that it can be limited differently than in one step.

Specific and preferable settings of the first negative torque increase amount limit value and the second negative torque increase amount limit value that are selectively used as the speed change process progresses are shown below.
First, the first negative torque increase limit value is a hydraulic pressure command of an engagement side element that is an engagement side frictional engagement element or a hydraulic pressure command of a release side element that is a release side frictional engagement element in the shift process. It is preferable to set based on the increase amount of the negative torque allowed according to the hydraulic response determined from the actual hydraulic pressure. In the first half of the speed change process, it is necessary to supply hydraulic pressure with high responsiveness to the frictional engagement element on the engagement side or the frictional engagement element on the release side. With this setting, the shift shock is suppressed without requiring excessive responsiveness.
Further, the second negative torque increase limit value is a required torque command value at the end of the rotation change between the end of the rotation change of the input member in the shift process and the end of the shift process, It is preferable to set based on the amount of increase in negative torque necessary to eliminate the difference from the torque command value when the first negative torque increase amount limit value is limited at the end of the rotation change. By this preferable setting of the second torque limit value, a state in which the rotating electrical machine outputs torque according to the torque command value when the rotary electric machine has not performed the limit by the first negative torque increase limit value by the end of the shift process. It can be. Therefore, normal control can be performed after the end of the speed change process, and the speed change can be completed without causing the driver to feel uncomfortable.

  In a preferred embodiment of the present invention, a torque acceleration calculation unit that calculates a negative torque acceleration based on the negative torque calculated over time by the input torque calculation unit is provided, and the negative torque increase amount limit value is provided. Is handled as the upper limit of negative torque acceleration. Further, this negative torque increase amount limit value may include a lower limit value of the negative torque acceleration as necessary. The increase amount of the event that changes with time can be calculated in various forms such as a difference operation, a differential operation, and a vector operation. When measured values or estimated values that are the basis of computation are input at predetermined time intervals, it is accurate to handle the amount of increase with the acceleration obtained by dividing the deviation by time, and various program packages can be used. Therefore, it is convenient in terms of cost.

It is a schematic diagram which shows the structure of the transmission control apparatus which concerns on this embodiment. It is a functional block diagram which shows the structure of the AT control unit which concerns on this embodiment. It is a time chart for demonstrating the negative torque acceleration restriction | limiting in the upshift process at the time of the negative torque which concerns on this embodiment. It is a time chart for demonstrating the negative torque acceleration restriction | limiting in the downshift process at the time of the negative torque which concerns on this embodiment. It is a time chart for demonstrating the negative torque acceleration restriction | limiting in the upshift process, shifting to the positive torque via the negative torque from the positive torque which concerns on this embodiment. It is explanatory drawing for determining the 1st torque limit value which concerns on this embodiment. It is a flowchart which shows the negative torque acceleration limitation process sequence in the upshift process at the time of the negative torque which concerns on this embodiment.

  Embodiments of the present invention will be described with reference to the drawings. In this embodiment, a case where the shift control device according to the present invention is applied to a control device for a transmission mechanism for a hybrid vehicle will be described as an example. FIG. 1 is a schematic diagram showing configurations of a drive transmission system, a shift control system, and a hydraulic control system of a vehicle drive device including a shift control device according to the present embodiment. As shown in this figure, the vehicle drive device according to this embodiment schematically includes an engine 11 and a rotating electrical machine 13 as drive force sources, and the drive force of these drive force sources is converted to a torque converter 14 and a speed change. It is configured to transmit to the wheel 16 via the device 20. The vehicle drive device also includes a hydraulic circuit 30 for supplying hydraulic oil of a predetermined hydraulic pressure to each part such as the torque converter 14 and the transmission 20. Control of the transmission 20 including generation of a control signal for the hydraulic circuit 30 is performed by an automatic transmission (hereinafter abbreviated as AT) control unit 6. The AT control control unit 6 corresponds to the shift control device in the present invention.

[Configuration of Drive Transmission System of Vehicle Drive Device]
First, the configuration of the drive transmission system of the vehicle drive device according to the present embodiment will be described. As shown in FIG. 1, the vehicle drive device includes an engine 11 and a rotating electric machine 13 as a driving force source for driving the vehicle, and is used for a parallel hybrid vehicle in which the engine 11 and the rotating electric machine 13 are connected in series. It becomes the drive device. At this time, the engine 11 is arranged upstream of the power transmission from the rotating electrical machine 13, and a power shut-off clutch 12 is interposed between the engine 11 and the rotating electrical machine 13. The transmission 20 receives the power output from the engine 11 and the rotating electrical machine 13 as it is or after shifting it as necessary, and outputs it to the differential gear mechanism 15. The power transmission shaft group responsible for power transmission in the transmission 20 includes the rotating electrical machine 13, the torque converter 14, and a substantial transmission element group (a clutch and a brake as a friction engagement element for transmission, a one-way clutch or a gear group). Between the transmission mechanism 20A composed of an input member 21 that transmits power between them (hereinafter, simply referred to as the input side when expressing power transmission behavior), and between the transmission element group and the differential gear mechanism 15. Can be divided into output members 22 (hereinafter, simply referred to as the output side when the power transmission behavior is expressed). That is, the input member 21 is drivingly connected to the driving force source, and the output member 22 is drivingly connected to the wheel 16 via the differential gear mechanism 15. The transmission mechanism 20A performs transmission power transmission with a change in the rotational speed and torque between the input member 21 and the output member 22.

The engine 11 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 11 is transmitted to the downstream side via the cutoff clutch 12.

  The rotating electrical machine 13 is known per se, and includes a stator fixed to a case (not shown) and a rotor that is rotatably supported on the radially inner side of the stator. The rotor of the rotating electrical machine 13 is coupled so as to rotate integrally with a shaft that connects the cutoff clutch 12 and the torque converter 14. The rotating electrical machine 13 is connected to a battery 52 serving as a power storage device via an inverter unit 51. The rotating electrical machine 13 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. That is, the rotating electrical machine 13 has a function of receiving power supplied from the battery 52 and running, or storing in the battery 52 the power generated by the rotational driving force transmitted from the engine 11 and the wheels 16. Note that the battery 52 is an example of a power storage device, and other power storage devices such as capacitors may be used, or a plurality of types of power storage devices may be used in combination.

  In this vehicle drive device, the rotational driving force of both the engine 11 and the rotating electrical machine 13 is transmitted to the wheels 16 to drive the vehicle. At that time, the rotating electrical machine 13 can be in either a state in which a driving force is generated by the electric power supplied from the battery 52 or a state in which electric power is generated by the rotational driving force of the engine 11 depending on the state of charge of the battery 52. Further, when the vehicle is decelerated (when a deceleration request is made), the rotating electrical machine 13 is in a state of generating power by the rotational driving force transmitted from the wheels 16 by generating regenerative torque. The electric power generated by the rotating electrical machine 13 is stored in the battery 52. When the vehicle is stopped, the shut-off clutch 12 is released, and the engine 11 and the rotating electrical machine 13 are stopped.

  A torque converter 14 is disposed immediately after the input member 21 of the transmission 20. The torque converter 14 transmits the rotational driving force from the engine 11 and the rotating electrical machine 13 as a driving force source to the transmission element group of the transmission mechanism 20A while changing the torque as necessary. As is well known, the torque converter 14 is not shown, but a pump impeller as an input side rotating member, a turbine runner as an output side rotating member, and a stator provided therebetween. And. The torque converter 14 transmits driving force between the pump impeller and the turbine runner via the hydraulic oil filled therein.

  The torque converter 14 is equipped with a lock-up clutch that connects the pump impeller and the turbine runner so as to rotate together in order to eliminate the rotational difference (slip) between the pump impeller and the turbine runner and increase transmission efficiency. However, the illustration is omitted. When the lockup clutch is engaged, the torque converter 14 directly transmits the driving force of the engine 11 and / or the rotating electrical machine 13 as a driving force source to the transmission element group of the transmission mechanism 20A without passing through the hydraulic oil. . In the present embodiment, basically, the lockup clutch of the torque converter 14 may be regarded as being engaged. However, when downshifting the gear position during normal travel, the lock-up clutch is released in order to suppress the occurrence of shock (shift shock) due to the shift operation in the vehicle. The hydraulic control for the torque converter 14 including the lockup clutch is performed through the hydraulic circuit 30.

  The speed change mechanism 20A is configured as a stepped automatic transmission having a plurality of speed stages. In the present embodiment, the speed change mechanism 20A has four speed stages (first speed stage, different speed ratios). 2nd speed, 3rd speed, and 4th speed). In order to configure these shift speeds, the transmission mechanism 20A includes a gear mechanism such as a planetary gear mechanism and a plurality of friction engagement elements. FIG. 1 schematically shows a clutch C1 and a brake B1 as an example of a plurality of friction engagement elements. The four shift speeds are switched by hydraulic pressure controlled through the hydraulic circuit 30 to engage and release the plurality of friction engagement elements.

  When changing the gear position, one of the friction engagement elements engaged before the shift is released and one of the friction engagement elements released before the shift is engaged. Combine. As a result, the rotational states of the plurality of rotating elements of the gear mechanism are switched, and the shift stage before the shift (first shift stage) is shifted to the shift stage after the shift (second shift stage). The transmission mechanism 20A shifts the rotational speed of the power on the input side at a predetermined speed ratio set for each gear stage, converts the torque, and transmits it to the differential gear device 15 as output power.

[Hydraulic control system]
Next, the hydraulic control system of the vehicle drive device described above will be described. The hydraulic control system uses the hydraulic circuit and the hydraulic control function unit of the AT control unit 6 as core components. The control signal generated by the AT control unit 6 is converted into a hydraulic device drive signal by the hydraulic device driver 33 and sent to an electric oil pump (hereinafter abbreviated as EOP) 31 and a valve unit 32 that constitute the hydraulic circuit 30. The hydraulic circuit 30 incorporates a mechanical pump (not shown) that operates with the driving force of the engine 11 and / or the rotating electrical machine 13 or both. However, the mechanical pump is not driven while the engine 11 and the rotating electrical machine 13 are stopped, for example, when the vehicle is stopped due to its power configuration. The EOP 31 has a role of assisting the mechanical pump under such circumstances.

  The hydraulic circuit 30 adjusts the amount of hydraulic oil drained 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. The hydraulic oil adjusted to a predetermined pressure has a required level of hydraulic pressure, and the plurality of friction engagement elements C1, B1,... Of the cutoff clutch 12, the lockup clutch, the torque converter 14, and the speed change mechanism 20A. To be supplied.

  Here, the pressure oil supplied from the hydraulic circuit 30 to the plurality of friction engagement elements C1, B1,... Of the speed change mechanism 20A is individually supplied through the hydraulic circuit 30 including the valve unit 32. The valve unit 32 adjusts the valve opening degree in response to a drive signal sent from the AT control unit 6 via the hydraulic device driver 33, thereby obtaining a hydraulic pressure value (command pressure) calculated by the AT control unit 6. Is realized by the friction engagement elements C1, B1,.

[Configuration of control unit]
In FIG. 1, in addition to the AT control unit 6 described above, an engine control unit 4 that controls the engine 11, a rotation control unit 5 that controls the rotating electrical machine 13, and a brake pedal operation displacement are detected as control units related to the vehicle drive system. A brake control unit 7 that performs brake control based on a signal from a brake pedal sensor 95 is shown. These control units are connected by an in-vehicle LAN 100 and can exchange data with each other. Each control unit includes an arithmetic processing unit such as a CPU as a core member, and is configured to be able to read and write data from the arithmetic processing unit, and to receive data from the arithmetic processing unit. It has a storage device such as a ROM (Read Only Memory) configured to be readable (not shown). Various functions are created by software (program) stored in the ROM or the like, hardware such as a separately provided arithmetic circuit, or both.

  The engine control unit 4 determines an engine operating point and performs processing for controlling the engine 11 to operate at the engine operating point. Here, the engine operating point is a control command value that represents a control target point of the engine 11, and is determined by the rotational speed and torque. More specifically, the engine operating point is a command value that represents a control target point of the engine 11 that is determined in consideration of the vehicle required output (determined based on the vehicle required torque and the engine speed) and the optimum fuel consumption. It is determined by the rotational speed command value and the torque command value.

The rotating electrical machine control unit 5 is a functional unit that performs operation control of the rotating electrical machine 13 via the inverter 51. The rotating electrical machine control unit 5 determines a rotating electrical machine operating point and performs a process of controlling the rotating electrical machine 13 to operate at the rotating electrical machine operating point. Here, the rotating electrical machine operating point is a control command value representing a control target point of the rotating electrical machine 13 and is determined by the rotational speed and torque. More specifically, the rotating electrical machine operating point is a command value that represents a control target point of the rotating electrical machine 13 determined in consideration of the vehicle required output and the engine operating point, and is based on the rotational speed command value and the torque command value. Determined. The rotating electrical machine control unit 5 also performs control to switch between a state in which the rotating electrical machine 13 generates a driving force by the electric power supplied from the battery 52 and a state in which the rotating electrical machine 13 generates power by the rotational driving force of the engine 11 or the like.
In this specification, the engine control unit 4 and the rotating electrical machine control unit 5 are integrated and referred to as a driving force source control unit.

  Here, when the torque command value is positive, the rotating electrical machine 13 outputs a driving torque in the same direction as the rotational direction to generate a driving force, and when the torque command value is negative, the rotating electrical machine 13 is set in the rotational direction. Generates power by outputting regenerative torque in the opposite direction. In any case, the output torque (including drive torque and regenerative torque) of the rotating electrical machine 13 is determined by the torque command value from the rotating electrical machine control unit 5. In the present embodiment, information on the torque command value of the rotating electrical machine 13 determined by the rotating electrical machine control unit 5 is also transmitted to the AT control unit 6. The brake control unit 7 inputs a detection signal of a brake pedal sensor 95 that detects an operation amount of the brake pedal, and evaluates the detection signal to control the hydraulic brake system. Further, the brake control unit 7 sends brake operation data to the rotating electrical machine control unit 5 based on the detection signal of the brake pedal sensor 95, and realizes brake control in cooperation with the regenerative torque of the rotating electrical machine 13.

  The AT control unit 6, which is a core component of the present invention, includes an input-side rotational speed sensor 93 that detects the rotational speed on the input side of the transmission 20, a torque converter 14, and a transmission element group subsequent to the torque converter 14. An intermediate rotational speed sensor 94 for detecting the rotational speed of the vehicle, a vehicle speed sensor (output-side rotational speed sensor) 92 corresponding to the output-side rotational speed of the transmission 20, and an accelerator for detecting the accelerator opening by detecting the operation amount of the accelerator pedal. An opening detection sensor 91 and the like are connected.

  As shown in FIG. 2, the AT control unit 6 is divided into a friction engagement element control module 6A, a management module 6B, an evaluation module 6C, and a data input / output unit 6D for the sake of simplicity. However, the classification does not limit the present invention, and can be freely changed according to the program specifications and the like. The friction engagement element control module 6A generates a command pressure for controlling the hydraulic pressure of a friction engagement element such as a brake or a clutch constituting the speed change mechanism 20A. Since the command pressure generation algorithm is well known, description thereof is omitted here. For example, a command pressure is generated based on a command pressure table mapped for each friction engagement element, and data input / output is performed. It sends out to the hydraulic equipment driver 33 via the part 6D. The data data input / output unit 6D is an input / output interface of the AT control unit 6, and inputs signals from the various sensors described above, outputs control signals to the hydraulic device driver 33, etc. Input and output data.

  The frictional engagement element control module 6A generates a control signal for hydraulic control of each frictional engagement element related to the shift process. Here, for the sake of simplicity, the friction engagement element control module 6A A first control unit 60 for controlling the friction engagement element (engagement side element) to be engaged and a second control unit for controlling the friction engagement element (release side element) to be released It is divided into 61 for convenience.

  The management module 6B constructs a function for managing the setting and execution of various shift control processes in this vehicle. In particular, as a functional unit related to the present invention, a shift command generating unit 61, a shift process executing unit 62, a shift An hour torque management unit 63 and a negative torque limit value setting unit 64 are included. The shift command generation unit 61 determines a target shift stage in the transmission mechanism 20A based on the accelerator opening of the vehicle, the vehicle speed, and the like, and controls the operation of the valve unit 32 according to the determined target shift stage, thereby shifting the speed. A shift command for switching the gear position of the mechanism 20A is generated. In order to generate such a target shift speed, a shift map 60 schematically shown is referred to. A plurality of upshift lines and a plurality of downshift lines are set in a shift map 60 shown as a relationship line between the vehicle speed and the accelerator opening. Here, due to the space of the drawing, the downshift line and the upshift line between the first speed stage and the second speed stage, and the downshift line and the upshift line between the second speed stage and the third speed stage. Although only shown, the transmission mechanism 20A of this embodiment has four shift stages from 1st to 4th.

  When the target shift speed in the transmission mechanism 20A is determined, a shift command corresponding to the determined target shift speed is generated, and finally the corresponding friction engagement element is engaged by receiving the hydraulic pressure supply. A target shift stage is formed. When the vehicle speed and the accelerator opening change and the upshift line or the downshift line is crossed on the shift map 60, the shift command generation unit 61 determines a new target shift stage based on the accelerator opening and the vehicle speed of the vehicle. Then, a shift command corresponding to the determined target shift stage is generated. Based on the shift command generated by the shift command generation unit 61, the shift process execution unit 62 releases one of the friction engagement elements engaged before the shift, and is released before the shift. Managing the execution of a shifting process that engages one of the friction engagement elements present. For example, when the shift speed in the speed change mechanism 20A is upshifted from the third speed to the fourth speed, the first clutch C1 is released and the first brake B1 is engaged, and the speed is changed to the first speed. When downshifting from the fourth speed to the third speed, the first brake B1 is released and the first clutch C1 is engaged. Here, as described above, the control signal to the friction engagement element is generated in the friction engagement element control module 6A.

  The shift torque management unit 63 has a driving force source for a driving force source control unit (the engine control unit 4 and the rotating electrical machine control unit 5) that controls the driving force source (the engine 11 and / or the rotating electrical machine 13). It has a function of giving a torque output limit command for limiting the amount of increase in the negative torque to be output based on the negative torque increase amount limit value set by the negative torque limit value setting unit 64. Here, the description will be made assuming that the torque management unit 63 during shifting gives a torque output restriction command to the rotating electrical machine control unit 5. The shift torque management unit 63 performs the shift process (from the first shift stage to the second shift stage) performed when the calculated value of the torque input from the driving force source to the input member 21 is negative torque. Based on the calculated value of the torque, a torque output restriction command for restricting the increase amount of the input negative torque to a predetermined value is generated. The shift torque management unit 63 uses the negative torque increase limit value set by the negative torque limit value setting unit 64 when generating this torque output limit command. By the torque output restriction command based on the negative torque increase amount restriction value, the amount of increase in the negative direction of the negative torque input from the driving force source to the input member 21 is restricted.

  The negative torque increase amount limit value set by the negative torque limit value setting unit 64 is an upper limit value of the increase amount in the negative direction of the negative torque input to the input member 21 from the driving force source. Here, the lower limit value of the increase amount is set to zero. The negative torque increase amount limit value includes a first negative torque increase amount limit value and a second negative torque increase limit value having a value that is looser than the first negative torque increase limit value. The shifting process at the time of negative torque as described above is classified into at least a first stage and a second stage in the order of progress of the shifting process. The shift torque management unit 63 generates a torque output limit command using the first negative torque increase limit value in the first stage and using the second negative torque increase limit value in the second stage. In the present embodiment, the first negative torque increase amount limit value is a hydraulic response determined from the actual hydraulic pressure with respect to the hydraulic command of the engagement side element or the hydraulic pressure command of the release side element that is the frictional engagement element on the engagement side in the shift process. Is set based on the amount of increase in negative torque allowed. The second negative torque increase limit value is limited by the first negative torque increase limit value at the end of the rotation change from the end of the rotation change of the input member 21 to the end of the shift process in the shift process. Is based on the amount of increase in negative torque necessary to eliminate the difference between the torque command value when not performing the torque change and the torque command value when performing the limitation by the first negative torque increase limit value at the end of the rotation change. Is set.

  The evaluation module 6C has a function of calculating and evaluating the state of transmission power (speed, torque, rotational speed, etc.) handled in the speed change process based on input signals from various sensors and data received from other control modules. . In particular, functions relating to the present invention include an input torque calculation unit 65, a torque acceleration calculation unit 65a, a rotation evaluation unit 66, an engagement side transmission torque estimation unit 67, and a release side engagement pressure estimation unit 68.

  The input torque calculation unit 65 calculates a positive torque and a negative torque input to the input member 21 from the driving force source. Specifically, the input torque calculation unit 65 calculates the torque input to the input member 21 based on the torque command values of the engine 11 and the rotating electrical machine 13 and the transmission torque capacity of the clutch 12. The torque acceleration calculation unit 65a calculates a torque acceleration as an example of an increase amount of the input torque based on the torque calculated over time by the input torque calculation unit 65. Therefore, in this embodiment, the amount of increase in negative torque, which plays an important role in the present invention, is handled as negative torque acceleration.

  The rotation evaluation unit 66 evaluates the rotation speed of the input member 21 of the transmission 20. At that time, the change in the rotational speed of the input member 21 is derived based on, for example, the rotational speed of the output member 22 of the transmission 20 and the speed ratio of the shift speed (first shift speed) that is the transmission source. The first speed is derived based on the rotational speed of the input member 21 at the first gear, the rotational speed of the output member 22 of the transmission 20, and the gear ratio of the gear (second gear) that is the shift destination. It is derived from the rotational speed difference between the rotational speeds of the input member 21 at the second speed.

First, before explaining the process of limiting the increase amount of the input negative torque in the shift process at the time of negative torque using the time chart, the basics of the upshift transmission process from the first shift stage to the second shift stage will be described. The typical behavior. In the speed change process, the speed change process execution unit 62 performs, for example, a release side hydraulic control for the release side element as shown by the release side hydraulic curve in FIG. 3 and an engagement as shown by the engagement side hydraulic curve in FIG. Engagement-side hydraulic control for the side element is executed. The core of the release side hydraulic control is control for maintaining the release side element in the slip state throughout the shift process, and includes control steps of standby control, change rate control, rotation speed control, and release control.
Further, the core of the engagement side hydraulic control is control for changing the engagement side hydraulic pressure so as to appropriately change the rotation speed of the input member 21 throughout the entire speed change process. It is executed through each control step of the engagement control.
The speed change process is a period in which the engagement side hydraulic pressure is set to the complete engagement pressure from the time when the release side hydraulic pressure is lowered below the complete engagement pressure. Such a shift process is shown in FIGS. 3 to 5 as a period from the shift control start time to the shift control end time. The complete engagement pressure of each engagement element is a hydraulic pressure at which each engagement element is constantly in a complete engagement state (a state without slip).
In addition, this is a period from when the disengagement side element starts slipping to when the input side rotation member and the output side rotation member on both sides of the engagement side element are synchronized.

[Release side hydraulic control]
In the standby control, when an upshift of the target shift stage is requested based on the accelerator opening and the vehicle speed of the vehicle, the release side hydraulic pressure is set to a holding pressure corresponding to the input torque to the input member 21 until a predetermined time elapses. . The waiting time at this time is monitored by an internal timer.
When a certain time elapses after an upshift request, change rate control is executed next. In this change rate control, the release-side hydraulic pressure is reduced at a change rate corresponding to the magnitude of the output torque of the rotating electrical machine 5 (input torque to the input member 21). In this example, when the rotating electrical machine 5 is outputting negative torque (regenerative torque), the absolute value of the rate of change that decreases the release side hydraulic pressure is smaller as the output torque is smaller (the regenerative torque is larger). As the output torque increases (the regenerative torque decreases), the absolute value of the rate of change that decreases the disengagement hydraulic pressure is increased. During this time, the disengagement element remains in a semi-engaged state that is not fully engaged or disengaged. As a result, the driving force is transmitted while both the engaging members of the disengagement element are maintained in the slip state having a predetermined rotational speed difference.

During the execution of the shift process, the shift process execution unit 62 monitors the progress of the shift operation.
The degree of progress of the speed change operation is an index that indicates how much the speed change has progressed in the speed change process. The shift progress degree is derived based on the rotation speed detected by the intermediate shaft rotation speed sensor 94, the actual rotation speed of the output member 22 detected by the output shaft rotation speed sensor 92, and the gear ratio of each gear stage before and after the shift. Is done.
The change rate control is executed up to the switching point, with the time when the degree of progress reaches a predetermined ratio as the switching point. For example, the change point control is executed up to the switching point when the speed change operation has progressed 50% (the degree of progress is 50%). When the speed change operation proceeds 50% and reaches the switching point, the rotation speed control is executed next. In this rotational speed control, the release side hydraulic pressure is changed so that the rotational speed of the input member 21 becomes the target rotational speed at each point in the speed change process.

  Further, a target rotational acceleration (target rotational speed change rate) at each time point is derived from the target rotational speed. Since the target rotational speed at each time point is set to draw a temporal trajectory represented by a quadratic curve, the absolute value of the target rotational acceleration at each time point gradually decreases linearly toward the end point of the shifting operation. And finally set to zero. In the release side hydraulic control, the release side hydraulic pressure is changed so that the actual rotational acceleration of the input member 21 follows the target rotational acceleration at each time point. The target rotational acceleration at each point in the speed change process is compared with the actual rotational acceleration. If there is a deviation between them, the actual rotational acceleration of the input member 21 changes in a direction to cancel the deviation. Change the release side hydraulic pressure. During this period, the disengagement element is maintained in a semi-engaged state that is not completely engaged and disengaged as described above, and is maintained in a slip state. The rotational speed control is executed until the rotational speed difference between the target rotational speed and the actual rotational speed of the input member 21 becomes a predetermined value or less after switching from the change rate control.

(Engagement side hydraulic control)
In the engagement side oil pressure control, first, before entering a substantial shift process, a reference oil pressure change amount serving as a reference for changing the engagement side oil pressure is determined. Here, the reference oil pressure change amount is an oil pressure change amount required to change the rotation speed of the input member 21 at a predetermined target rotation acceleration. The reference hydraulic pressure change amount is derived as a product of the target rotational acceleration and a predetermined coefficient. Here, the target rotational acceleration of the input member 21 is a change in rotational speed that represents a difference between a preset target shift time that represents the target time required for switching the gear position and the rotational speed of the input member 21 before and after the gear shift. It is determined based on the width. That is, the target rotational acceleration of the input member 21 is derived as a divided value obtained by dividing the rotational speed change width by the target shift time.

In the engagement side hydraulic control, based on the derived target rotational acceleration, the hydraulic pressure (engagement side hydraulic pressure) for the engagement side element is changed so that the actual rotational acceleration of the input member 21 follows the target rotational acceleration. First engagement control is executed. In order to execute such first engagement control, a predetermined change set in advance according to the degree of progress of the shift process and the output torque of the rotating electrical machine 5 is based on the engagement side hydraulic pressure at the start of the shift process. The engagement side hydraulic pressure is changed based on the coefficient and the reference hydraulic pressure change amount. The relationship between the degree of progress of the speed change process and the output torque of the rotating electrical machine 5 and the change coefficient is set in the map table.
Under the condition that the output torque of the rotating electrical machine 5 is maintained at a constant value throughout the speed change process, the change coefficient increases as the speed change process progresses in the first stage of the speed change process. In the last stage, the value is set to be smaller as the shift process proceeds.

  That is, in the engagement side hydraulic control, a change coefficient determined based on the degree of progress of the shift process and the output torque of the rotating electrical machine 5 with reference to the engagement side hydraulic pressure at the start of the rotation change of the input member 21 during the shift process. And the engagement side hydraulic pressure is changed based on the reference hydraulic pressure change amount. For example, a multiplication value obtained by multiplying the reference oil pressure change amount and the change coefficient G is derived as the change amount of the engagement side oil pressure in accordance with the degree of progress of the shift process and the output torque of the rotating electrical machine 5, and this is input. By adding to the engagement-side hydraulic pressure at the start of the rotation change of the member 21, the command value of the engagement-side hydraulic pressure at each point in the speed change process can be determined. In the engagement side oil pressure control, the actual engagement side oil pressure is changed so as to follow the command value of the engagement side oil pressure determined in this way. As a result, the engagement side hydraulic pressure has a larger change width as the absolute value of the negative torque (regenerative torque) output from the rotating electrical machine 5 is smaller, and increases, is fixed, decreases, is fixed, and slowly increases as the shift process proceeds. It changes in the form. Note that the engagement-side hydraulic pressure at the start of the rotation change of the input member 21 is a pressure immediately before the start of engagement that can quickly engage the engagement-side element by slightly increasing the engagement-side hydraulic pressure. is there. Such first engagement control is executed in synchronization with a decrease in the release side hydraulic pressure by the release side hydraulic control.

By the way, the smaller the absolute value of the negative torque (regenerative torque) output by the rotating electrical machine 5 is, the lower the rotational speed of the input member 21 becomes slower by maintaining the disengagement side element in the slip state, and the shift time becomes more variable. May be longer. If the shift time becomes long and extended, the shift feeling may deteriorate. In this regard, by adopting the configuration in which the engagement side hydraulic pressure is controlled according to the engagement side reference hydraulic pressure as described above, the rotation speed of the input member 21 that tends to become slow by maintaining the disengagement side element in the slip state is reduced. Is easily assisted by a change in the engagement side oil pressure, and the shifting operation can be appropriately terminated within the target shifting time.
The first engagement control is executed until the rotational speed difference between the post-switching target rotational speed and the rotational speed of the input member 21 is equal to or less than a predetermined value as long as the special shift control transition condition is satisfied.

  When the rotational speed difference after the shift speed change is equal to or less than a predetermined value, the second engagement control is executed next. In the second engagement control, the engagement-side hydraulic pressure is controlled so that the difference in rotational speed is equal to or less than a predetermined value and the engagement-side element is brought into a complete engagement state. In the present embodiment, by the second engagement control, the engagement side hydraulic pressure is increased to the full engagement pressure at once. This completes the shift process.

Next, the limitation on the acceleration (increase amount) of the negative torque in the upshift process at the time of the negative torque shown in FIG. 3 by the shift torque management unit 63 and the negative torque limit value setting unit 64 will be described.
The time chart shown here includes a driving force source torque (input torque to the input shaft 21) aging curve, a driving force source torque (input torque to the input shaft 21) aging curve, and a negative torque increase amount. The limit value (acceleration), the input member rotation speed change curve, the release-side hydraulic pressure change curve, and the engagement-side hydraulic pressure change curve are included. The horizontal axis of the time chart is the time passage, and the time passage in the speed change process is divided into a first stage and a second stage. The first stage is a process in a section from the time when negative torque is generated in the speed change process until the end of the rotation change of the input member 21. The second stage is a process in a section from the end of the rotation change of the input member 21 to the end of the speed change process.

  As acceleration limitation by the shift torque management unit 63 and the negative torque limit value setting unit 64, a first negative torque increase limit value is given when the driving force source torque (hereinafter referred to as input torque) becomes negative torque. Is done. This first negative torque increase limit value is determined according to the hydraulic response determined from the actual hydraulic pressure with respect to the hydraulic pressure command of the engagement side element or the hydraulic pressure command of the release side element, which is the frictional engagement element on the engagement side in the shift process. This is a value set based on the allowable increase in negative torque. The application of the first negative torque increase limit value is performed during the first stage process. During the subsequent second stage process, a second negative torque increase limit value is applied. As apparent from the drawing, the second negative torque increase amount limit value is a value that is looser than the first negative torque increase amount limit value. More specifically, the second negative torque increase amount limit value is the first negative torque increase amount at the end of the rotation change between the end of the rotation change of the input member 21 in the shift process and the end of the shift process. The difference between the torque command value corresponding to the required negative torque required when the limit value is not limited and the torque command value when the limit is set by the first negative torque increase limit value at the end of the rotation change. This is a value set based on the amount of increase in negative torque necessary for elimination.

For comparison, this time chart shows changes over time in the driving force source torque when the negative torque limit is not performed by the first negative torque increase limit value and the second negative torque increase limit value (conventional). A curve, a driving force source torque acceleration change curve, and an input member rotation speed change curve are indicated by a one-dot chain line. As is clear from this, by giving the first negative torque increase amount limit value, the negative torque acceleration is limited, and the change in the driving force source torque with time in the first stage of the shift process is not accompanied by a large fluctuation (tilt). It extends. In addition, in the second stage of the speed change process, the change in the driving force source torque with time is smoothly realized by giving the second negative torque increase amount limit value, which smoothly leads to the driving force source torque generated when the speed change is completed.
By realizing such a drive force source torque change curve over time, it is understood that the required curve over time of the engagement-side oil pressure becomes gentle, and the response of normal oil pressure control is sufficiently in time.

Hereinafter, a time chart of the shifting process of the upshift at the time of negative torque will be specifically described as time passes. In the time chart shown in FIG. 3, first, there is a shift command at time t01, and shift control is monitored. In the time interval t01 to t02, the release side hydraulic pressure that is lowered together with the gear shift command is further gradually lowered, and the engagement side hydraulic pressure is also increased to the preparation hydraulic pressure. At time t02, the input torque (driving force source torque) to the input shaft 21 becomes negative torque. When negative torque is generated, the upper limit value of the acceleration of torque in the negative direction is set to the first negative torque increase limit value. From time t02, at time t03 when the rotation speed of the input member 21 begins to change, the acceleration of the negative torque is limited to the first negative torque increase limit value, so the curve indicating the input torque of the input member 21 is gentle. Decrease with gradient (increase negative torque). It can be understood from FIG. 3 that the gradient is remarkably reduced as compared with the time-dependent change curve (one-dot chain line) when the limitation by the first negative torque increase amount limit value is not performed. In the time interval t03 to t04, the negative torque further increases and coincides with the negative torque limit value at the time t04. The negative torque limit value is a requested negative torque value required as a torque input from the rotating electrical machine 13 to the input member 21 so that the rotating electrical machine 13 generates a braking force (or regenerative force). is there. The request | requirement of generation | occurrence | production of the braking force (or regenerative force) here by the rotary electric machine 13 is a request | requirement for making the rotary electric machine 13 generate | occur | produce at least one part of the braking force commanded by the driver | operator. Such a request is, for example, when a brake operation is performed by the driver's intention while the vehicle is traveling, or when a downshift is performed with the accelerator opening being equal to or less than a predetermined value according to the driver's instruction, etc. Occurs.
If the negative torque matches the negative torque limit value, then torque control is performed so that the negative torque does not increase above the negative torque limit value. When there is no change in the rotational speed of the input member 21 at time t05, the negative torque acceleration limitation using the second negative torque increase limit value is performed instead of the negative torque acceleration limitation using the first negative torque increase limit value. At the same time, torque control by the negative torque limit value is completed, so that the input torque (driving force source torque) to the input shaft 21 increases under the negative torque acceleration limit by the second negative torque increase limit value. When it is considered by the timer or the like that the timing of the shifting process has been reached at time t06, the release side hydraulic pressure is lowered to the release pressure, and the engagement side hydraulic pressure is raised to the complete engagement pressure. At the same time, the input torque to the input shaft 21 reaches a torque suitable for the second gear. Further, the acceleration limitation of the negative torque by the second negative torque increase amount limit value is also ended, and this shift process is ended.

  FIG. 4 is a time chart showing the effect of limiting the negative torque acceleration (increase) in the downshift process during negative torque. As is clear from FIG. 4, the input member rotation speed change curve is different from the time chart of FIG. 3 in that the input member rotation speed change curve is shown to increase (rotation speed increase) as the speed change process proceeds. Other than that, it is substantially the same. From this, it can be understood that limiting the acceleration of the negative torque using the first negative torque increase limit value and the second negative torque increase limit value described above is also effective for the downshift process.

  Furthermore, the present invention is also effective in the shift process under the situation where the negative torque acceleration (increase amount) is limited and the negative torque and the positive torque are mixed. This will be described with reference to the time chart of FIG. This time chart shows the effect of limiting the negative torque acceleration in the upshift process while the driving force source torque shifts from the positive torque to the negative torque through the negative torque. The negative torque acceleration limitation here is performed for a period from the time when the input torque to the input member 21 shifts from the positive torque to the negative torque until the time when the torque returns to the positive torque again. Again, as is apparent from the respective curves when the negative torque acceleration restriction drawn for comparison is not performed, the fluctuation of the input torque is reduced. As a result, it can be understood that the required time curve of the engagement side oil pressure is gentle, and the response of normal oil pressure control is sufficient.

As described above, the first negative torque increase limit value is the hydraulic response determined from the actual hydraulic pressure with respect to the hydraulic command of the engagement side element or the hydraulic pressure command of the release side element that is the frictional engagement element on the engagement side in the shift process. Is set based on the amount of increase in negative torque allowed. This will be described with reference to the time chart of FIG. This time chart shows an example in which the response of the actual hydraulic pressure of the engagement side element is taken into consideration. In addition, this time chart includes a driving force source torque (input torque to the input shaft 21) temporal change curve and a progress curve of the engagement side hydraulic pressure command value.
When negative torque acceleration restriction is not performed, the negative torque increases in a negative direction with a steep slope. For example, the inclination reaches -2000 Nm / sec. In order to follow such a large torque fluctuation, the engagement side hydraulic pressure command value also shows a sharp rise in the initial stage. The actual hydraulic pressure on the engagement side has a delay (for example, 100 msec) with respect to the sudden rise of the engagement side hydraulic pressure command value, thereby generating a shift shock. On the other hand, when the negative torque acceleration limit of the level corresponding to the first negative torque increase limit value is performed, the negative torque fluctuation is suppressed to, for example, about −500 Nm / sec. The combined hydraulic pressure command value also increases with a gentle slope in the initial stage. Thereby, the delay of the actual hydraulic pressure with respect to the engagement side hydraulic pressure command value is suppressed, and the shift shock is suppressed. Therefore, the first negative torque increase limit value is appropriately set to a value that can realize hydraulic control in which a delay does not cause a shift shock with respect to the actual hydraulic pressure command value on the engagement side. It becomes.

  When setting the first negative torque increase limit value, it is preferable to consider the response of the actual hydraulic pressure of the disengagement side element. That is, it is necessary to consider the actual hydraulic pressure response of the engagement side element in the downshift and the release side element in the upshift. Accordingly, the first negative torque increase limit value in the downshift is allowed according to the hydraulic response determined from the actual hydraulic pressure with respect to the hydraulic pressure command of the engagement side element which is the engagement side frictional engagement element in the shift process. It is set based on the amount of increase in negative torque. Further, the first negative torque increase limit value in the upshift is a negative torque that is allowed according to the hydraulic response determined from the actual hydraulic pressure with respect to the hydraulic pressure command of the release side element that is the release side frictional engagement element in the shift process. It is set based on the amount of increase. Even when setting the first negative torque increase amount limit value in consideration of the actual hydraulic response of the disengagement side element, by the same method as in the case of considering the actual hydraulic response of the engagement side element described above, A value can be set. In addition, when the rotational change of the input shaft is controlled by both the disengagement side element and the engagement side element, it is desirable to consider the response of both actual hydraulic pressures. In such an embodiment, the first negative torque increase limit value is the amount of increase in negative torque that is allowed according to the hydraulic response determined from the actual hydraulic pressure with respect to the hydraulic pressure command of the disengagement side and engagement side frictional engagement elements. Is set based on

Next, an example of a negative torque limiting process procedure in the speed change process will be described with reference to the flowchart of FIG.
First, it is determined whether or not to start the shift control (shift process) based on the shift command generated by the shift command generation unit 61 (# 02). When the shift control is not started (# 02 No branch), this routine ends. When the shift control is started (# 02 Yes branch), it is first determined whether or not the input torque input to the input member 21 is detected by the input torque calculator 65 as a negative torque (# 04). If this input torque is a positive torque, the negative torque limit is not performed and the routine ends. If the input torque is a negative torque, the negative torque limit value setting unit 64 determines whether the negative torque tends to increase based on the calculation result in the torque acceleration calculation unit 65a (# 06). . Since the present invention is characterized by limiting the amount of increase in negative torque, if the negative torque does not tend to increase (# 06 No branch), this routine ends.

  If the negative torque tends to increase (# 06 Yes branch), the negative torque limit value setting unit 64 sets the first negative torque increase amount limit value, and the shift torque management unit 63 generates a torque output limit command. Torque acceleration is limited (# 08). If the negative torque does not increase in the negative direction after the start of the negative torque limit using the first negative torque increase limit value (# 10 No branch), this routine ends. If the negative torque has increased in the negative direction under the negative torque acceleration limit using the first negative torque increase limit value (Yes in # 10 branch), has the change in the rotational speed of the input member 21 been completed? It is determined by the rotation evaluation unit 66 (# 12). Here, if it is determined that the change in the rotational speed of the input member 21 is still continuing (# 12 No branch), whether or not the absolute value of the calculated negative torque exceeds the limit value is determined as the torque management during shifting. It is determined by the unit 63 (# 14). If the absolute value of the negative torque does not exceed the limit value (# 14 No branch), the process returns to step # 08 to continue the negative torque acceleration limit using the first negative torque increase limit value. If the absolute value of the negative torque exceeds the limit value (# 14 Yes branch), so-called negative torque limit control (a limit based on the negative torque value rather than the negative torque acceleration limit) is set so that the negative torque becomes equal to or less than the limit value. Control) is performed in parallel with the negative torque acceleration limitation by the shift torque management unit 63 (# 16). Thereafter, the process returns to step # 12.

If it is determined in step # 12 that the change in the rotational speed of the input member 21 has ended (# 12 Yes branch), the process for the first stage is regarded as the end and a timer for the second stage is set ( # 18). In the second stage process, a negative torque limit value setting unit 64 sets a second negative torque increase amount limit value, a torque output limit command is generated by the shift torque management unit 63, and torque acceleration is limited ( # 20).
Furthermore, if the negative torque does not increase in the negative direction after the start of the negative torque limit using the second negative torque increase amount limit value (# 22 No branch), this routine ends. If the negative torque has increased in the negative direction under the negative torque limit using the second negative torque increase limit value (# 22 Yes branch), the timer passage determination is performed. If it is not determined by the timer that the predetermined time has elapsed from the end of the rotation change (# 24 No branch), the process returns to step # 20 and the negative torque limit using the second negative torque increase limit value is continued again. When the timer determines that a predetermined time has elapsed since the end of the rotation change (# 24 Yes branch), the second-stage process is also considered complete, and this routine ends.

  As one of the effects of the present invention, control for changing the torque input from the rotating electrical machine 13 to the input member 21 to the target negative torque required for the rotating electrical machine 13 in order to generate a braking force by the rotating electrical machine 13. It is effective for suppressing shocks when a shift is performed before or after the start of the shift.

[Other Embodiments]
(1) In the above embodiment, torque acceleration, which is a change per hour of negative torque, is employed as the negative torque increase amount in the negative direction. Instead, various forms of increase amounts are employed. can do. Examples of the amount of increase in other forms include a calculated value calculated by difference calculation, differentiation calculation, vector calculation, etc., a change amount obtained by a unit amount other than time, or an acceleration change per time.
(2) In the above embodiment, the processes of the first stage and the second stage are continuous, but an intermediate process may be sandwiched between the processes of the first stage and the second stage. Also, the shift process is not divided into two stages, but one negative torque increase limit value is set as a whole, or the shift process is divided into three or more stages, and different negative torque increase limit values are set. You may do it. Various ways of dividing the speed change process are possible within the scope of the present invention.
(3) The first negative torque increase limit value or the second negative torque increase limit value may be determined experimentally or empirically in addition to the method described above, or may be a plurality of values. May be prepared so that it can be selected depending on the operating conditions.
(4) In the above embodiment, a hybrid vehicle equipped with both the engine 11 and the rotating electrical machine 13 is exemplified as a driving force source. However, the present invention is applied to an electric vehicle equipped with only the rotating electrical machine 13 as a driving force source. Is also applicable.

  According to the present invention, an input member that is driven and connected to a driving force source having at least a rotating electrical machine, an output member that is driven and connected to a wheel, and a plurality of shift stages are formed according to the engagement state of the plurality of friction engagement elements. And a transmission control device for controlling a transmission including a transmission mechanism that changes the rotational speed of the input member at a gear ratio of each gear and transmits the transmission to the output member. .

11: engine 13: rotating electrical machine 20: transmission 20A: transmission mechanism 21: input member 22: output member 30: hydraulic circuit 32: valve unit 6: AT control unit 6A: friction engagement element control module 6B: management module 6C: Evaluation module 61: shift command generation unit 62: shift process execution unit 63: shift torque management unit 64: negative torque limit value setting unit 65: input torque calculation unit 65a: torque acceleration calculation unit 66: rotation evaluation unit 67: engagement Side transmission torque estimation unit 68: Release side engagement pressure estimation unit C1: Brake or clutch (friction engagement element)
B1: Brake or clutch (friction engagement element)

Claims (5)

A plurality of shift stages are formed according to engagement states of an input member that is driven and connected to at least a driving force source having a rotating electrical machine, an output member that is driven and connected to a wheel, and a plurality of friction engagement elements, A speed change control device for controlling a speed change mechanism comprising: a speed change mechanism that changes the rotational speed of a member at a gear ratio of each speed stage and transmits the speed change speed to the output member;
An input torque calculator for calculating positive torque and negative torque input to the input member from the driving force source;
A negative torque limit value setting unit for setting a negative torque increase amount limit value for limiting an increase amount of the negative torque in the negative direction;
When the negative torque is calculated by the input torque calculation unit during the shift process from the first shift stage to the second shift stage, the driving force source control unit that controls the driving force source controls the drive. A shift time torque management unit for giving a torque output limit command for limiting an increase amount of the negative torque output from the force source in the negative direction based on the negative torque increase amount limit value set by the negative torque limit value setting unit; ,
A shift control device comprising: The negative torque increase amount limit value includes a first negative torque increase amount limit value and a second negative torque increase amount limit value that is looser than the first negative torque increase amount limit value. It is divided into at least a first stage and a second stage in the order of the speed change process, the first negative torque increase limit value is used in the first stage, and the second negative torque increase amount is used in the second stage. Limit value is used,
The first stage is a process in a section from the time when negative torque is generated in the shift process to the end of rotation change of the input member, and the second stage is from the end of rotation change of the input member to the shift process. The speed change control device according to claim 1, wherein the speed change control device is a process in a section until the end of.   The first negative torque increase limit value is an actual value corresponding to a hydraulic pressure command of an engagement side element that is an engagement side frictional engagement element or a hydraulic pressure command of a release side element that is a release side frictional engagement element in the shift process. The speed change control device according to claim 2, wherein the speed change control device is set based on an increase amount of a negative torque allowed in accordance with a hydraulic response determined from a hydraulic pressure.   The second negative torque increase amount limit value is a required torque command value at the end of the rotation change and the rotation change between the end of the rotation change of the input member in the shift process and the end of the shift process. 4. The method according to claim 2, wherein the negative torque increase amount is set based on an increase amount of a negative torque necessary to eliminate a difference from a torque command value when the first negative torque increase amount limit value is limited at the time of termination. 5. Shift control device. 2. A torque acceleration calculation unit that calculates a negative torque acceleration based on a negative torque calculated over time by the input torque calculation unit, wherein the negative torque increase limit value is an upper limit value of the negative torque acceleration. 5 to 4. The transmission control device according to any one of claims 1 to 4.

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