Control device for a vehicle drive transmission

Abstract

A control device (30) that controls a vehicle drive transmission device (1) in which a gear change device (TM) that has a plurality of engagement devices (C1, B1, ...) and that selectively establishes one of a plurality of shift speeds with different gear ratios in accordance with an engagement state of the plurality of engagement devices (C1, B1, ...) is provided in a power transmission path (2) that connects a drive power source (3) and wheels (W), the control device (30) comprising: an engagement-side control section (46) that controls an engagement pressure for an engagement-side engagement device that is one of the plurality of engagement devices (C1, B1, ...) that is engaged to perform a shift in which a shift is made to a shift speed with a different gear ratio; a disengagement-side control section (47) that controls an engagement pressure for a disengagement-side engagement device that is one of the plurality of engagement devices (C1, B1, ...) that is disengaged to perform the shift; and an input torque changing section (48) that changes an input torque transmitted from a drive power source side to an input shaft (I) of the gear change device (TM) during shifting, characterized in that when the shift is executed, the engagement-side control section (46) executes a specific engagement pressure control during a torque phase control in which a distribution of torque transmission between the engagement-side engagement device and the disengagement-side engagement device is varied by the engagement-side control section (46) and the disengagement-side control section (47) by controlling the engagement pressures for the engagement-side engagement device and the disengagement-side engagement device, before an inertia phase control is executed in which a rotation of the input shaft (I) is varied to increase a speed difference for the disengagement-side engagement device and decrease a speed difference for the engagement-side engagement device, and immediately after starting the torque phase control, the engagement pressure for the engagement-side engagement device is increased by the engagement-side control section (46) at a variation rate higher than a constant variation rate.

Description

[0001] The present invention relates to a control device according to the preamble of claim 1, which controls a vehicle drive transmission device in which a gear change device having a plurality of engagement devices and selectively establishing one of a plurality of shift gears (shift stages) having different gear ratios in accordance with the engagement state of the plurality of engagement devices is provided in a power transmission path connecting a drive power source and wheels. STATE OF THE ART

[0002] A technology described in JP H09-331602 A, for example, is already known as the control device described above. In the technology described in JP H09-331602 A, in a gear change control in which the shift gear (shift stage) of a gear change device is switched from shift gears (shift stages) with different gear ratios, a torque down control in which an output torque from a driving force source is reduced is executed during an initial phase control in which the rotational speed on the input side of the gear change device is varied, as shown in Fig. 8, Fig. 9, etc. of JP H09 - 331 602 A.

[0003] To prevent fluctuations in output torque due to gear change control, it is necessary to consider not only control of the output torque from the drive power source but also control of an engagement pressure for an engagement-side engagement device that is engaged for shifting. However, in the technology according to JP H09-331602A, control of the engagement pressure for the engagement-side engagement device for preventing fluctuations in output torque is not specifically considered.

[0004] US 2011 / 0 106 355 A1 discloses a generic control device according to the preamble of claim 1, which controls a vehicle drive transmission device in which a gear change device having a plurality of engagement devices and selectively establishing one of a plurality of shift speeds having different gear ratios in accordance with an engagement state of the plurality of engagement devices is provided in a power transmission path connecting a drive power source and wheels, the control device comprising: an engagement-side control section that controls an engagement pressure for an engagement-side engagement device that is one of the plurality of engagement devices that is engaged to perform a shift in which a shift is made to a shift speed having a different gear ratio;a disengagement-side control section that controls an engagement pressure for a disengagement-side engagement device, which is one of the plurality of engagement devices that is disengaged to execute the shift; and an input torque changing section that changes an input torque transmitted from a drive power source side to an input shaft of the speed change device during the shift. SUMMARY OF THE INVENTION

[0005] It is the object of the present invention to improve a control device according to the preamble of claim 1, which controls a vehicle drive transmission device, such that it is capable of preventing fluctuations in output torque during shifting by appropriately controlling an engagement pressure for an engagement-side engagement device and an input torque transmitted from a drive power source to a gear change device.

[0006] The object of the present invention is achieved by a control device that controls a vehicle drive transmission device having the features of claim 1.

[0007] Advantageous developments of the present invention are defined in the dependent claims.

[0008] According to the invention, the input torque changing section changes the input torque during shifting, and thus, it is possible to control variations in output torque transmitted from the gear change device to a wheel side in a period from before the start of shifting to after the end of shifting. In addition, when the distribution of torque transmission between the engagement-side engagement device and the disengagement-side engagement device is varied by the engagement-side control section and the disengagement-side control section by controlling the engagement pressures for the engagement-side engagement device and the disengagement-side engagement device, the output torque that matches the engagement pressure for the engagement-side engagement device in the slip engagement state is transmitted to the wheel side.When the distribution of torque transmission is varied, the engagement-side control section executes the specific engagement pressure control in which the engagement pressure for the engagement-side engagement device is varied at a constant variation rate or variation rate higher than the constant variation rate to which.

[0009] Time of starting the variation. Such specific engagement pressure control is achieved by varying the engagement pressure for the engagement-side engagement device based on the value of the input torque, which is changed by the input torque change range, after the end of the shift (hereinafter referred to as a "post-shift input torque"). By performing such specific engagement pressure control, fluctuations in the output torque during the shift can be prevented. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic diagram illustrating a schematic configuration of a vehicle drive transmission device and a control device according to an embodiment. Fig. 2 is a block diagram illustrating a schematic configuration of a control device according to a first embodiment. Fig. 3 is a skeleton diagram of a vehicle drive transmission device according to the first embodiment. Fig. 4 is an operation table of a gear change device according to the first embodiment. Fig. 5 is a timing chart according to a comparative example of the first embodiment. Fig. 6 is a timing chart according to the first embodiment. Fig. 7 is a flowchart according to the first embodiment. Fig. 8 is a timing chart according to a comparative example of a second embodiment. Fig. 9 is a timing chart according to the second embodiment. Fig. 10 is a flowchart according to the second embodiment. MODES FOR CARRYING OUT THE INVENTION 1. First Embodiment

[0010] A control device 30 for a vehicle drive transmission device 1 (hereinafter simply referred to as a “control device 30”) according to an embodiment will be described below with reference to the drawings. Fig. 1 is a schematic diagram illustrating a schematic configuration of the vehicle drive transmission device 1 and the control device 30 according to the embodiment. In the drawing, solid lines each indicate a driving force transmission path, dashed lines each indicate a working oil supply path, and dot-dash lines each indicate a signal transmission path. In the vehicle drive transmission device 1, a gear change device TM is provided in a power transmission path 2 connecting a driving power source 3 and wheels W. The gear change device TM includes a plurality of engagement devices C1, B1, ..., and selectively establishes one of a plurality of shift gears (gear stages) having different gear ratios in accordance with the engagement state of the plurality of engagement devices C1, B1, ....

[0011] In the embodiment, the driving force source 3 includes an internal combustion engine ENG and a rotating electric machine MG. The rotating electric machine MG, the gear change device TM, and the wheels W are provided in the power transmission path 2 connecting the internal combustion engine ENG and the wheels W, and are arranged in this order from the internal combustion engine ENG side. The rotating electric machine MG is drivably coupled to an input shaft I of the gear change device TM, and the internal combustion engine ENG is drivably coupled to the input shaft I via a first engagement device SSC. In this way, in the embodiment, the first engagement device SSC, the rotating electric machine MG, and the gear change device TM are provided in the power transmission path 2 connecting the internal combustion engine ENG and the wheels W, and are arranged in this order from the internal combustion engine ENG side.

[0012] The term "driveably coupled" used below refers to a state in which two rotating elements are coupled to each other in such a way that transmission of a driving force is enabled (allowed), which includes a state in which two rotating elements are coupled to rotate together with each other and a state in which the two rotating elements are coupled to each other via one or two or more transmission components in such a way that transmission of a driving force is enabled (allowed). Examples of such transmission components include various components that transmit rotation at a same speed or a changed speed, such as a shaft, a gear mechanism, a belt, and a chain. Additional examples of such transmission components include engagement devices that selectively transmit rotation and a driving force, such asa friction type engagement device and a mesh type engagement device.

[0013] A hybrid vehicle includes the control device 30 that controls the vehicle drive transmission device 1. The control device 30 according to the embodiment includes a rotating electric machine control unit 32 that controls the rotating electric machine MG, a power transmission control unit 33 that controls the gear change device TM and the first engagement device SSC, and a vehicle control unit 34 that integrates these control devices to control the vehicle drive transmission device 1. The hybrid vehicle further includes an internal combustion engine control device 31 that controls the internal combustion engine ENG.

[0014] As in Fig. As shown in Fig. 2, the control device 30 includes functional portions such as a gear change control portion 43. The gear change control portion 43 has an engagement-side control portion 46, a disengagement-side control portion 47, and an input torque change portion 48. The engagement-side control portion 46 controls the engagement pressure for an engagement-side engagement device, which is an engagement device that is engaged to execute a shift in which a shift is made to a shift gear (shift stage) with a different gear ratio. The disengagement-side control portion 47 controls the engagement pressure for an engagement-side engagement device, which is an engagement device that is disengaged to execute the shift.The input torque changing section 48 changes an input torque transmitted from the drive power source 3 side to the input shaft I of the speed change device during shifting. When the distribution of torque transmission between the engagement-side engagement device and the disengagement-side engagement device is varied by the engagement-side control section 46 and the disengagement-side control section 47 by controlling the engagement pressures for the engagement-side engagement device and the disengagement-side engagement device during shifting, the engagement-side control section 46 executes specific engagement pressure control in which the engagement pressure for the engagement-side engagement device is varied at a constant variation rate or a variation rate higher than the constant variation rate at the time of starting the variation (see ). Fig. 6).

[0015] The vehicle drive transmission device 1 and the control device 30 according to the embodiment are described in detail below. 1-1. Design of the vehicle drive transmission device 1

[0016] First, the configuration of the vehicle drive transmission device 1 of the hybrid vehicle according to the embodiment will be described. As shown in Fig. As shown in Figure 1, the hybrid vehicle is a parallel-type hybrid vehicle including the internal combustion engine ENG and the rotating electric machine MG as the vehicle driving power source 3, and in which the internal combustion engine ENG and the rotating electric machine MG are drivably coupled in series with each other. The hybrid vehicle includes the gear change device TM that transmits rotation of the internal combustion engine ENG and the rotating electric machine MG, which is transmitted to the input shaft I, to an output shaft O at the changed speed and with a converted torque.

[0017] The internal combustion engine ENG is a thermal engine powered by fuel combustion. Various internal combustion engines known in the art, such as gasoline engines and diesel engines, can be used as the internal combustion engine ENG. In the example, an engine output shaft Eo, such as a crankshaft, of the internal combustion engine ENG is selectively drivably coupled via the first engagement device SSC to the input shaft I, which is drivably coupled to the rotating electric machine MG. That is, the internal combustion engine ENG is selectively drivably coupled to the rotating electric machine MG via the first engagement device SSC, which is a friction engagement device.The engine output shaft Eo is provided with a damper (not shown) and is designed to transmit rotation to the wheel W side, damping fluctuations in output torque and rotational speed due to intermittent combustion of the engine ENG.

[0018] The rotating electric machine MG has a stator St fixed to a casing CS that houses the vehicle drive transmission device 1, and a rotor Ro rotatably supported at a radially inner position corresponding to the stator (see Fig. 3). The rotor Ro of the rotating electric machine MG is drivably coupled to rotate integrally with the input shaft I. The rotating electric machine MG is electrically connected to a battery serving as a power storage device via an inverter that performs DC / AC conversion. The rotating electric machine MG can operate as a motor (electric motor) supplied with electric current to generate power, and as a generator (electric generator) supplied with power to generate electric power. That is, the rotating electric machine MG performs a power operation using electric current supplied from the battery via the inverter, or generates electric power using rotational driving force transmitted from the internal combustion engine ENG or the wheels W. The generated electric power is stored in the battery via the inverter.

[0019] The gear change device TM is drivably coupled to the input shaft I, to which the drive shaft 3 is drivably coupled. In the embodiment, the gear change device TM is a stepped automatic gear change device that provides a plurality of shift gears (shift stages) with different gear ratios. To establish the plurality of shift gears, the gear change device TM includes a gear mechanism such as a planetary gear mechanism and the plurality of engagement devices C1, B1, .... The gear change device TM transmits rotation of the input shaft I to the output shaft O at the changed speed in accordance with the gear ratio of each shift gear and with the converted torque.The torque transmitted from the gear change device TM to the output shaft O is distributed and transmitted to two axles AX, a left and a right, via an output differential gear device DF to be transmitted to the wheels W drivably coupled to the axles AX. The term "gear ratio" refers to the ratio of the rotational speed of the input shaft I to the rotational speed of the output shaft O in a case where each shift stage is established in the gear change device TM. The term "gear ratio" used below corresponds to a value obtained by dividing the rotational speed of the input shaft I by the rotational speed of the output shaft O. That is, the rotational speed of the output shaft O is obtained by dividing the rotational speed of the input shaft I by the rotational speed of the input shaft I.In addition, the torque transmitted from the gear change device TM to the output shaft O is obtained by multiplying a torque transmitted from the input shaft I to the gear change device TM by the gear ratio.

[0020] In the example shown in the operating table of Fig. As shown in Figure 4, the gear change device TM provides six shift gears (gear stages) (a first gear 1st, a second gear 2nd, a third gear 3rd, a fourth gear 4th, a fifth gear 5th, and a sixth gear 6th) with different gear ratios (speed reduction ratios) as forward shift gears (forward shift stages). To establish the shift gears, the gear change device TM includes gear mechanisms including a first planetary gear mechanism PG1 and a second planetary gear mechanism PG2, and six engagement devices C1, C2, C3, B1, B2, and OWC. Switching between the six shift gears is achieved by selectively engaging the plurality of engagement devices C1, B1, ... by changing the rotational state of each rotating element of the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 by controlling engagement and disengagement of the plurality of engagement devices C1, B1, ...performed (carried out, made) exclusively with the one-way clutch OWC. In addition to the six gears described above, the gear change device TM also provides a reverse gear (reverse gear stage Rev).

[0021] In Fig. 4, the symbol "◯" indicates that the respective engagement device is in the engaged state, and the presence of "no symbol" indicates that the respective engagement device is in the disengaged state. The symbol "◯" indicates that the engagement device is in the engaged state with engine braking in operation or the like. In addition, the symbol "Δ" indicates that the engagement device is in the disengaged state in the case where the engagement device is rotated in one direction, and that the engagement device is in the engaged state in the case where the engagement device is rotated in the other direction.

[0022] The first gear (1st) is established by engaging the first clutch C1 and the one-way clutch OWC. When engine braking or the like is operating, the first gear is established by engaging the first clutch C1 and the second brake B2. The second gear (2nd) is established by engaging the first clutch C1 and the first brake B1. The third gear (3rd) is established by engaging the first clutch C1 and the third clutch C3. The fourth gear (4th) is established by engaging the first clutch C1 and the second clutch C2. The fifth gear (5th) is established by engaging the second clutch C2 and the third clutch C3. The sixth gear (6th) is established by engaging the second clutch C2 and the first brake B1. The reverse gear (Rev) is established by engaging the third clutch C3 and the second brake B2.The shift gears form a sequence of first gear, second gear, third gear, fourth gear, fifth gear, and sixth gear when arranged in the descending order of the gear ratio (speed reduction ratio) between the input shaft I (of the internal combustion engine ENG) and the output shaft O.

[0023] As in Fig. As shown in Fig. 3, the first planetary gear mechanism PG1 is a single-pinion type planetary gear mechanism having three rotating elements, that is, a carrier C1 supporting a plurality of pinion gears P1, a sun gear S1, and a ring gear R1, each meshing with the pinion gears P1. The second planetary gear mechanism PG2 is a Ravigneaux type planetary gear mechanism having four rotating elements, that is, two sun gears including a first sun gear S2 and a second sun gear S3, a ring gear R2, and a common carrier CA2 supporting a long pinion gear P2 meshing with both the first sun gear S2 and the ring gear R2, and a short pinion gear P3 meshing with the long pinion gear P2 and the second sun gear S3.

[0024] The sun gear S1 of the first planetary gear mechanism PG1 is fixed to a housing CS, which serves as a non-rotating member. The carrier C1 is drivably coupled by the third clutch C3 to selectively rotate together with the second sun gear S3 of the second planetary gear mechanism PG2, is drivably coupled by the first clutch C1 to selectively rotate together with the first sun gear S2 of the second planetary gear mechanism PG2, and is selectively held stationary with respect to the housing CS by the first brake B1. The ring gear R1 is drivably coupled to selectively rotate together with the input shaft I.

[0025] The first sun gear S2 of the second planetary gear mechanism PG2 is drivably coupled by the first clutch C1 to selectively rotate integrally with the carrier C1 of the first planetary gear mechanism PG1. The carrier C2 is drivably coupled by the second clutch C2 to rotate integrally with the input shaft I and is selectively held stationary with respect to the case CS, which serves as a non-rotating member, by the second brake B2 or by the one-way clutch OWC. The one-way clutch OWC selectively makes the carrier CA2 stationary with respect to the case CS by inhibiting rotation in one direction. The ring gear R2 is drivably coupled to rotate integrally with the output shaft O.The second sun gear S3 is drivably coupled by the third clutch C3 to selectively rotate together with the carrier CA1 of the first planetary gear mechanism PG1, and is selectively held stationary with respect to the case CS by the first brake B1.

[0026] In the embodiment, the plurality of engagement devices C1, C2, C3, B1, and B2 of the gear change device TM, except for the one-way clutch OWC, are each a friction engagement device. Specifically, the clutches and brakes are multi-plate clutches and multi-plate brakes operated by hydraulic pressure. The engagement state of the engagement devices C1, C2, C3, B1, and B2 is controlled by hydraulic pressure supplied from a hydraulic control device PC. The first engagement device SSC is also a friction engagement device.

[0027] A friction engagement device transmits torque between engagement components of the friction engagement device through friction between the engagement components. When there is a speed difference (slippage) between the engagement components of a friction engagement device, torque (slippage torque) corresponding to the magnitude of the transmission torque capability is transmitted from a higher-speed component to a lower-speed component through dynamic friction. When there is no speed difference (slippage) between the engagement components of a friction engagement device, torque up to the magnitude of the transmission torque capability is transmitted between the engagement components of the friction engagement device through static friction.The term "transmission torque capacity" refers to the magnitude of maximum torque that can be transmitted by a friction engagement device through friction. The magnitude of the transmission torque capacity is varied in proportion to the engagement pressure for the friction engagement device. The term "engagement pressure" refers to a pressure (or force) that presses an input-side engagement member (friction member) and an output-side engagement member (friction member) against each other. In the embodiment, the engagement pressure is varied in proportion to the magnitude of the supplied hydraulic pressure. That is, in the embodiment, the magnitude of the transmission torque capacity is varied in proportion to the magnitude of the hydraulic pressure supplied to the friction engagement device.

[0028] Each of the friction engagement devices includes a return spring and is urged to be disengaged by the reaction force of the spring. When a force generated by the hydraulic pressure supplied to a hydraulic cylinder of the friction engagement device exceeds the reaction force of the spring, the friction engagement device starts generating a transmission torque capacity to bring the friction engagement device from the disengaged state to the engaged state. The hydraulic pressure at which the torque transmission capacity starts to be generated is referred to as a "stroke end pressure." Each of the friction engagement devices is designed such that the transmission torque capacity of the friction engagement device is increased in proportion to an increase in a supplied hydraulic pressure after the hydraulic pressure exceeds the stroke end pressure.The friction engagement devices may not be provided with a return spring and may be designed to be controlled in accordance with a difference between hydraulic pressures applied to both sides of a piston of the hydraulic cylinder.

[0029] In the exemplary embodiment, the term "engaged state" refers to a state in which an engagement device generates a transmission torque capacity. The engaged state includes a slipping engagement state and a direct engagement state. The term "disengaged state" refers to a state in which an engagement device does not generate a transmission torque capacity. The term "slipping engagement state" refers to an engagement state in which there is a speed difference (slipping) between the engagement components of an engagement device. The term "direct engagement state" refers to an engagement state in which there is no speed difference (slipping) between the engagement components of an engagement device. The term "non-direct engagement state" refers to an engagement state other than the direct engagement state and includes the disengaged state and the slipping engagement state.

[0030] In friction engagement devices, a transmission torque capacity is occasionally generated by dragging between the engagement members (friction members) even in a case where the control device 30 does not provide an instruction to generate a transmission torque capacity. For example, a transmission torque capacity may be generated by dragging between the friction members that contact each other even in the case where the friction members are not pressed against each other by the piston. Thus, the term "disengaged state" also includes a state in which a transmission torque capacity is generated by dragging between the friction members in the case where the control device 30 does not provide an instruction to generate a transmission torque capacity. 1-2. Design of the hydraulic control system

[0031] The hydraulic control system of the vehicle drive transmission device 1 includes the hydraulic control device PC, which adjusts the hydraulic pressure of working oil supplied from a hydraulic pump driven by the drive power source 3 for the vehicle or a specific engine to a predetermined pressure. The hydraulic pressure control device PC includes hydraulic control valves, such as a plurality of linear solenoid valves, that adjust the hydraulic pressure supplied to the engagement devices C1, B1, ... SSC, and so on. The hydraulic control valves have the operating amount (actuation amount) of the valves adjusted in accordance with a signal value of a hydraulic pressure command supplied from the control device 3 to supply working oil with a hydraulic pressure consistent with the signal value to each of the engagement devices C1, B1, ... SSC, and so on.The signal value supplied from the control device 30 to the linear solenoid valves is a current value. The hydraulic pressure output from the linear solenoid valves is basically proportional to the current value supplied by the control device 30.

[0032] The hydraulic control device PC adjusts the opening degree of one or two or more adjustment valves based on a hydraulic pressure (signal pressure) output from a linear solenoid valve for hydraulic pressure adjustment, thereby adjusting the amount of working oil discharged from the adjustment valves to adjust the hydraulic pressure of the working oil to one or two or more predetermined pressures. After adjusting to the predetermined pressures, the working oil is supplied to the plurality of engagement devices C1, B1, ..., the first engagement device SSC, and so on, the gear change device TM at a hydraulic pressure requested for each of the engagement elements. 1-3. Design of the control device

[0033] The following is the configuration of the control device 30 which controls the vehicle drive transmission device 1 and the internal combustion engine control device 31 with respect to Fig. 2. The control units 32 to 34 of the control device 30 and the engine control device 31 each include an arithmetic processing unit such as a CPU serving as a core component, a storage device such as a RAM (Random Access Memory) configured to read and write data from the arithmetic processing unit, and a ROM (Read Only Memory) configured to read data from the arithmetic processing unit, and so on. Functional areas 41 to 45 with the control device 30, etc., are formed by software (a program) stored in the ROM of the control device or the like, hardware such as a separately provided arithmetic circuit, or a combination of both.The control units 32 to 34 of the control device 30 and the engine control device 31 are configured to communicate with each other and perform cooperative control while sharing various information such as information acquired by sensors and control parameters, thereby implementing the functions of the functional sections 41 to 45.

[0034] The vehicle drive transmission device 1 includes sensors such as sensors Se1 to Se5, and an electrical signal output from each sensor is input to the control device 30 and the engine control device 31. The control device 30 and the engine control device 31 calculate information detected by the sensors based on the input electrical signals.

[0035] An input speed sensor Se1 is a sensor that detects the rotational speed of the input shaft I. The rotor Ro of the rotating electric machine MG is integrally drivably coupled to the input shaft I. Thus, the control device 30 detects the rotational speed (angular velocity) of the rotating electric machine MG and the rotational speed of the input shaft I based on a signal input from the input speed sensor Se1. An output speed sensor Se2 is a sensor that detects the rotational speed of the output shaft O. The control device 30 detects the rotational speed (angular velocity) of the output shaft O based on a signal input from the output speed sensor Se2. The rotational speed of the output shaft O is proportional to the vehicle speed. Therefore, the control device 30 calculates the vehicle speed based on a signal input from the output speed sensor Se2.An engine speed sensor Se3 is a sensor that detects the rotational speed of the engine output shaft Eo (engine ENG). The engine control device 31 detects the rotational speed (angular velocity) of the engine ENG based on a signal input from the engine speed sensor Se3.

[0036] A shift position sensor Se4 is a sensor that detects the selected position (shift position) of a shift lever operated by a driver. The control device 30 detects the shift position based on a signal input from the shift position sensor Se4. The shift lever is operable to select a parking range (P range), a reverse range (R range), a neutral range (N range), a forward range (D range), and so on. The shift lever is further operable to select a shift gear restriction range as a type of the D range, such as a "2 range" and an "L range," in which the range of forward shift gears that can be established is restricted.The shift lever is further configured to enable operation of an "upshift request switch" used to request the gear change device TM to perform an upshift, and a "downshift request switch" used to request the gear change device TM to perform a downshift when the D range is selected. An accelerator operation amount sensor Se5 is a sensor that detects the operation amount (operation amount) of an accelerator pedal. The control device 30 detects the accelerator operation amount based on a signal input from the accelerator operation amount sensor Se5. 1-3-1. Vehicle control unit 34

[0037] The vehicle control unit 34 includes an integration control section 45. The integration control section 45 controls the integration of various torque controls performed on the internal combustion engine ENG, the rotating electric machine MG, the gear change device TM, the first engagement device SSC, and so on, engagement control for the engagement devices, and so on throughout the entire vehicle. The integration control section 45 calculates a required (requested) wheel torque, which is a torque required (requested) to be transmitted to the wheels W, and determines the drive mode of the internal combustion engine ENG and the rotating electric machine MG in accordance with the accelerator operation amount, the vehicle speed, the battery charge amount, and so on.The required wheel torque is a torque required to be transmitted to the wheels via the vehicle drive transmission device 1 to drive the wheels W, and is determined based on an operation by a driver, the accelerator operation amount of the vehicle, or the like. Further, the required wheel torque may also be determined based on an instruction from the vehicle side, for example, an instruction from a vehicle motion control section such as a posture control device of the vehicle. In the embodiment, the required wheel torque corresponds to an output torque after shifting, which is an output torque corresponding to an input torque after shifting, which is a torque input after the end of the shifting.In the embodiment, the control device 30 additionally has, as drive modes, an electric mode in which the vehicle travels using only the rotary electric machine MG as the drive power source 3, and a parallel mode in which the vehicle travels using at least the internal combustion engine ENG as the drive power source 3. For example, the electric mode is determined as the drive mode in the case where the accelerator operation amount is small and the battery charge amount is large, and the parallel mode is determined as the drive mode in the other cases, that is, in the case where the accelerator operation amount is large or the battery charge amount is small.

[0038] The integration control section 45 calculates a required engine torque, which is an output torque required for the internal combustion engine ENG, a required rotating electric machine torque, which is an output torque required for the rotating electric machine ENG, a hydraulic pressure command, which is a target value for a hydraulic pressure to be supplied to the first engagement device SSC, and a hydraulic pressure command, which is a target value for a hydraulic pressure to be supplied to the engagement devices C1, B1, ... of the gear change device TM, based on the required wheel torque, the drive mode, the charge amount of the battery, and so on, and provides the calculated values to the other control units 32 and 33 and the engine control device 31 to execute integration control.Basically, the sum of the required engine torque and the required rotating electric machine torque is fixed to match the required wheel torque. 1-3-2. Internal combustion engine control device 31

[0039] The engine control device 31 includes an engine control section 41 that controls operation of the internal combustion engine ENG. In the embodiment, when a required engine torque command is provided from the integration control section 45 or the gear change section 43, the engine control section 41 executes torque control in which the internal combustion engine ENG is controlled to output the required engine torque. 1-3-3. Rotating electrical machine control unit 32

[0040] The rotating electric machine control unit 32 includes a rotating electric machine control section 42 that controls operation of the rotating electric machine MG. In the embodiment, when a required rotating electric machine torque instruction is provided from the integration control section 45 or the gear change control section 43, the rotating electric machine control section 42 performs control such that the rotating electric machine MG outputs the required rotating electric machine torque. Specifically, the rotating electric machine control section 42 controls the output torque from the rotating electric machine MG by performing control such that a plurality of switching elements provided in the inverter are turned on and off. 1-3-4. Power transmission control unit 33

[0041] The power transmission control unit 33 includes the gear change control section 43 that controls the gear change device TM and a first engagement control section 44 that controls the first engagement device SSC. 1-3-5. First engagement control range 44

[0042] The first engagement control section 44 controls the engagement state of the first engagement device SSC. In the embodiment, the first engagement control section 44 controls a signal value to be supplied to the linear solenoid valves provided in the hydraulic control device PC such that the hydraulic pressure to be supplied to the first engagement device SSC agrees with a hydraulic pressure command for the first engagement device SSC provided by the integration control section 45 or the gear change control section 43. 1-3-6. Gear change control area 43

[0043] The gear change control section 43 performs gear change control in which the gear to be established in the gear change device TM is switched by controlling engagement and disengagement of the plurality of engagement devices C1, B1, ... In the exemplary embodiment, the gear change control section 43 determines a target gear to be established in the gear change device TM based on information detected by the sensors, such as the vehicle speed, the accelerator operation amount, and the shift position. The gear change control section 43 controls the hydraulic pressure to be supplied to the plurality of engagement devices C1, B1, ... provided in the gear change device TM via the hydraulic control device PC to engage the engagement devices C1, B1, ...to engage or disengage to establish the target shift gear in the gear change device TM. Specifically, the gear change control section 43 transmits a hydraulic pressure command (target hydraulic pressure) for the engagement devices to the hydraulic control device PC, and the hydraulic control device PC supplies the engagement devices with a hydraulic pressure consistent with the transmitted hydraulic pressure command. In the embodiment, the gear change control section 43 is configured to control a hydraulic pressure to be supplied to the engagement devices by controlling a signal value to be supplied to the linear solenoid valves provided in the hydraulic control device PC.

[0044] In the embodiment, the gear change control section 43 references a gear change map stored in a memory (not shown) to determine the target shift speed. The gear change map is a map that defines the relationship between the accelerator operation amount and the vehicle speed and the target shift speed for the gear change device TM. The gear change map includes a plurality of upshift lines and a plurality of downshift lines. When the vehicle speed and the accelerator operation amount are varied so that an upshift line or a downshift line in the gear change map is intersected (crossed), the gear change control section 43 determines a new target shift speed for the gear change device TM and determines to change the shift speed.In addition, the shift change control section 43 can change the target shift gear in the case where an upshift request or a downshift request is provided when the selected position (shift position) of the shift lever is changed by the driver. The term "downshift" means a change from a shift gear with a low gear ratio to a shift gear with a higher gear ratio. The term "upshift" means a change from a shift gear with a higher gear ratio to a shift gear with a lower gear ratio.

[0045] In the case where gear change control in which the shift gear is switched is to be executed, the gear change control section 43 controls the hydraulic pressure command for the engagement devices C1, B1, ... to engage and disengage the engagement devices C1, B1, ... to switch the shift gear to be established in the gear change device TM to the target shift gear. In this case, the gear change control section 43 sets a disengagement-side engagement device, which is an engagement device that is disengaged for shifting, and an engagement-side engagement device, which is an engagement device that is engaged for shifting. The gear change control section 43 performs so-called relay switching by disengaging the disengagement-side engagement device and engaging the engagement-side engagement device in accordance with a sequence of gear change control scheduled in advance.

[0046] Specifically, the gear change control section 43 sets, as the disengagement-side engagement device, an engagement device that is one of the plurality of engagement devices that are engaged to establish a shift speed before the shift, and that is not one of the plurality of engagement devices to be engaged to establish a shift speed after the shift. The gear change control section 43 sets, as the engagement-side engagement device, an engagement device that is one of the plurality of engagement devices to be engaged to establish a shift speed after the shift, and that is not one of the plurality of engagement devices to be engaged to establish a shift speed before the shift.For example, in the case where the shift gear before shifting is the second gear and the shift gear after shifting is the third gear, the first brake B1 is set as the disengagement-side engagement device and the third clutch C3 is set as the engagement-side engagement device, as shown in FIG. Fig. 4. In addition, the engagement-side engagement device is an engagement device that has been disengaged before the start of the gear change control and is engaged by the gear change control. The disengagement-side engagement device is an engagement device that has been engaged before the start of the gear change control and is disengaged by the gear change control.

[0047] During the gear change control, the gear change control section 43 calculates the required engine torque required for the internal combustion engine ENG, the required rotating electric machine torque required for the rotating electric machine MG, and a hydraulic pressure command, which is a target value for a hydraulic pressure to be supplied to the engagement devices C1, B1, ... of the gear change device TM, instead of the integration control section 45, and provides the calculated values to the other control units 32 and 33 and the engine control device 31 to execute integration control. 1-3-7. Specific engagement pressure control

[0048] As described above, the gear change control section 43 includes the engagement-side control section 46, the disengagement-side control section 47, and the input torque changing section 48. The engagement-side control section 46 controls the engagement pressure for an engagement-side engagement device, which is an engagement device that is engaged to execute a shift by making (performing) a shift to a shift gear with a different gear ratio. The disengagement-side control section 47 controls the engagement pressure for a disengagement-side engagement device, which is an engagement device that is disengaged to execute a shift. The input torque changing section 48 changes an input torque transmitted from the drive power source 3 side to the input shaft I of the gear change device during shifting.When the distribution of torque transmission between the engagement-side engagement device and the disengagement-side engagement device is varied by the engagement-side control section 46 and the disengagement-side control section 47 by controlling the engagement pressures for the engagement-side engagement device and the disengagement-side engagement device during shifting, the engagement-side control section 46 executes specific engagement pressure control in which the engagement pressure for the engagement-side engagement device is varied at a constant variation rate or a variation rate higher than the constant variation rate at the time of starting the variation (see . Fig. 6). In the embodiment, in the specific engagement pressure control, the engagement-side control section 46 executes front-biased engagement pressure variation control in which the engagement pressure for the engagement-side engagement device is varied to an engagement pressure at which a torque corresponding to the torque input after the end of the shift can be transmitted to the wheel W side. In the following description, the engagement-side control section 46, the disengagement-side control section 47, and the input torque changing section 48 may be collectively described as the gear change control section 43.

[0049] As described above, the engagement pressure for an engagement device is a pressure (or force) that urges the input-side engagement member and the output-side engagement member toward each other, and the magnitude of the transmission torque capacity of an engagement device is varied in proportion to the engagement pressure. In the embodiment, the engagement pressure (transmission torque capacity) for an engagement device is varied in proportion to the magnitude of hydraulic pressure supplied to the engagement device.

[0050] In the embodiment, the gear change control section 43 is configured to vary the distribution of torque transmission between the engagement-side engagement device and the disengagement-side engagement device by performing control (hereinafter referred to as a "torque phase control") by increasing the engagement pressure for the engagement-side engagement device and decreasing the engagement pressure for the disengagement-side engagement device.That is, in the torque phase control, a transmission torque transmitted by the engagement-side engagement device is increased as the engagement pressure for the engagement-side engagement device is increased, and a transmission torque transmitted by the disengagement-side engagement device is decreased as the engagement pressure for the disengagement-side engagement device is decreased, so that the distribution of torque transmission between the engagement-side engagement device and the disengagement-side engagement device is varied.

[0051] In addition, the gear change control section 43 is configured to vary a rotation (rotational speed) of the input shaft I by performing a control (hereinafter referred to as an “inertia phase control”) in which a rotation (rotational speed) is varied to increase a rotational speed difference ΔW1 between the engagement components of the disengagement-side engagement device and decrease a rotational speed difference ΔW2 between the engagement components of the engagement-side engagement device.In the embodiment, the gear change control section 43 is configured to execute shifting (input torque change control and specific engagement pressure control) by means of the engagement-side control section 46, the disengagement-side control section 47, and the input torque change section 48 in the case where a power upshift, which is an upshift in which a shift to a shift gear with a lower gear ratio is performed, is executed, with the required wheel torque being constant or increasing. That is, in the case where a power upshift is executed, the input torque change section 48 changes the input torque in the direction of increasing the input torque, and the engagement-side control section 46 executes the specific engagement pressure control.Through the specific engagement pressure control, it is possible to perform smooth shifting by preventing fluctuations in the output torque. Thus, in general, the specific engagement pressure control is preferably performed in the electric mode (a mode in which the vehicle travels using only the rotating electric machine ENG as the driving power source 3) in which the vehicle driver desires smooth travel with little variation or shock.

[0052] Variations in the distribution of torque transmission are started before variations in the rotation of the input shaft I are caused. That is, the gear change control section 43 is designed to cause variations in the rotation (speed) of the input shaft I (to perform inertia phase control) after variations in the distribution of torque transmission (torque phase control) are started.

[0053] When torque phase control is executed, the torque transmission ratio is caused to transition from a state with the shift gear before shifting to a state with the shift gear after shifting. That is, a torque obtained by multiplying the input torque by the gear ratio of the shift gear before shifting is transmitted to the output shaft O before execution of torque phase control, and a torque obtained by multiplying the input torque by the gear ratio of the shift gear after shifting is transmitted to the output shaft O after execution of torque phase control.Therefore, in the case of an upshift, by decreasing the gear ratio, a torque to be transmitted to the output shaft O is reduced with respect to the same input torque transmitted to the input shaft I when the torque phase control is executed. During the torque phase control, the torque transmission ratio gradually transitions from a pre-shift gear state to a post-shift gear state because the engagement pressure for the engagement-side engagement device is increased and the engagement pressure for the disengagement-side engagement device is decreased. Such variations in the gear ratio in the torque phase control are also referred to as "torque conversion ratio variations."

[0054] When the torque phase control is executed, the disengagement-side engagement device is brought into the disengaged state, and the engagement-side engagement device is brought into the slipping engagement state. Therefore, a transmission torque transmitted from the input shaft I to the output shaft O side via the engagement-side engagement device in the slipping engagement state, of the input torque transmitted from the drive power source 3 to the input shaft I, is a torque that matches the transmission torque capability of the engagement-side engagement device in the slipping engagement state. Therefore, when the torque phase control is executed, a torque transmitted to the output shaft O is varied in accordance with the engagement pressure for the engagement-side engagement device.While the disengagement-side engagement device remains in the direct engagement state (direct engagement state) during the torque phase control, a torque obtained by excluding a torque transmitted via the engagement-side engagement device from the input torque is transmitted from the input shaft I to the output shaft O side via the disengagement-side engagement device. .

[0055] Further, when the inertia phase control is executed, the ratio of the rotational speed is caused to transition from a state with the shift gear before the shift to a state with the shift gear after the shift. That is, the rotational speed of the output shaft O is a rotational speed obtained by dividing the rotational speed of the input shaft I by the gear ratio of the shift gear before the shift before the inertia phase control is executed, and the rotational speed of the output shaft O is a rotational speed obtained by dividing the rotational speed of the input shaft I by the gear ratio of the shift gear after the shift after the inertia phase control is executed. Therefore, in a case of an upshift in which the gear ratio is decreased, the rotational speed of the input shaft I is decreased with respect to the same rotational speed of the output shaft O when the inertia phase control is executed.During the inertia phase control, the ratio of the rotational speed gradually transitions from a state with the shift gear before shifting to a state with the shift gear after shifting because the rotational speed difference ΔW1 for the disengagement-side engagement device is increased and the rotational speed difference ΔW2 for the engagement-side engagement device is decreased.

[0056] The gear change control section 43 (input torque changing section 48) changes an input torque transmitted from the drive power source 3 side to the input shaft I of the gear change device TM during shifting. Hereinafter, the change in the input torque is referred to as “input torque control.” The gear change control section 43 executes the specific engagement pressure control in which the engagement pressure for the engagement-side engagement device is varied at a constant variation rate or a variation rate higher than the constant variation rate at the time of starting the variation (see Fig. 6) when the distribution of torque transmission is varied (in the torque phase control). In the embodiment, further, in the specific engagement pressure control, the engagement-side control section 46 executes the front-biased engagement pressure variation control in which the engagement pressure for the engagement-side engagement device is varied (increased in the embodiment) to an engagement pressure (hereinafter referred to as a "variation engagement pressure") at which a torque corresponding to the torque input after the end of the shift (hereinafter referred to as a "post-shift input torque") can be transmitted to the wheel W side.

[0057] In the embodiment, the gear change control section 43 is configured to vary (increase in the example) a command value (in the example, a hydraulic pressure command) for varying the engagement pressure for the engagement-side engagement device at an advanced stage with respect to the changes in the input torque due to the input torque change control (input torque change section 48) in the specific engagement pressure control (front-heavy engagement pressure variation control).In the embodiment, the gear change control section 43 is configured to execute shifting (input torque change control and specific engagement pressure control) by means of the engagement-side control section 46, the disengagement-side control section 47, and the input torque change section 48 in the case where a power upshift is performed, and the input torque change section 48 is configured to change the input torque in the direction of increasing the input torque in the input torque change control. The changes in the input torque by the input torque change section 48 can be made by changing the output torque of both the internal combustion engine ENG and the rotary electric machine MG serving as the drive power source 3.However, the input torque changes can be made by changing the output torque of only one of the internal combustion engine ENG and the rotating electric machine MG. For example, the input torque changes by the input torque changing section 48 are preferably made by changing the output torque of the rotating electric machine MG, which has better responsiveness than the internal combustion engine ENG.

[0058] In the embodiment, the gear change control section 43 is configured to change the input torque so as to reduce variations in the output torque transmitted from the gear change device TM to the wheels W via the output shaft O due to variations in the gear ratio due to shifting. For example, in the case of an upshift, the gear ratio is reduced by the shifting, and therefore, the output torque is reduced unless the input torque is increased. Therefore, in the case of an upshift, the gear change control section 43 increases the input torque during shifting, so that fluctuations in the output torque are reduced. On the other hand, in the case of a downshift, the gear ratio is increased by the shifting, and therefore, the output torque is increased unless the input torque is reduced.Therefore, in the case of a downshift, the input change control section 43 reduces the input torque during the shift, so that fluctuations in the output torque are reduced. In the embodiment, the gear change control section 43 is configured to increase or decrease the input torque during the shift such that the output torque before and after the shift does not fluctuate. The gear change control section 43 changes the input torque during the shift such that an input torque Tinaf after the shift is a torque obtained by multiplying a torque Tinbf input before the start of the shift (hereinafter also referred to as a "pre-shift input torque") by the ratio of a gear ratio Kbf before the shift and dividing it by a gear ratio Kaf after the shift, as indicated by the following formula (1). Tinaf=Tinbf×Kbf / Kaf

[0059] When, in the torque phase control, the engagement pressure for the disengagement-side engagement device is decreased and the engagement pressure for the engagement-side engagement device is increased as described above, a transmission torque transmitted from the input shaft I to the output shaft O side via the engagement-side engagement device in the slip engagement state of the input torque transmitted to the input shaft I is a torque that agrees with the transmission torque capability of the engagement-side engagement device.When the front-biased engagement pressure variation control is executed in the torque phase control, the output torque transmitted from the input shaft I side to the output shaft O via the engagement-side engagement device in the slip engagement state is increased to the post-shift input torque corresponding to the torque input after the end of the shift, and thus, the post-shift input torque corresponding to the torque input after the end of the shift can be transmitted to the output shaft O from a time during the torque phase control (during variations in the torque transmission distribution). Therefore, fluctuations in the output torque during the shift can be prevented.

[0060] Meanwhile, when the input torque transmitted from the drive power source 3 to the input shaft I remains the same even if the specific engagement pressure control (front-heavy engagement pressure variation control) in the torque phase control is executed, a torque transmitted from the input shaft I to the output shaft O side via the disengagement-side engagement device in the direct engagement state before being disengaged and the engagement-side engagement device in the slip engagement state fluctuates from the required wheel torque, which is a torque required to be transmitted to the wheels W, during a period before the engagement pressure for the engagement-side device is increased to the variation engagement pressure.

[0061] Furthermore, the rotational speed of the input shaft I fluctuates when the input torque transmitted from the drive power source 3 to the input shaft I is insufficient or excessive with respect to the torque transmitted from the input shaft I to the output shaft O side via the engagement-side engagement device in the slip engagement state and the disengagement-side engagement device in the direct engagement state. The required wheel torque coincides with a torque output after the end of the shift (post-shift output torque), which corresponds to the post-shift input torque, which is the torque input after the end of the shift.

[0062] Thus, the gear change control section 43 (input torque changing section 48) is configured to change the input torque to the post-shift input torque corresponding to the torque input after the end of the shift during torque phase control (while varying the torque transmission distribution) in the input torque change control. With this configuration, fluctuations in the output torque transmitted to the output shaft O via the engagement-side engagement device in the slip engagement state and the disengagement-side engagement device in the direct engagement state from the required wheel torque can be prevented during a period before the engagement pressure for the engagement-side engagement device is increased to the variation engagement pressure in the torque phase control.

[0063] In the embodiment, the gear change control section 43 is configured to gradually vary the input torque from the pre-shift input torque to the post-shift input torque (in the example, at a constant variation speed) within a torque phase control period set in advance. The gear change control section 43 sets the variation speed of the input torque to a value obtained by dividing the deviation between the post-shift input torque and the pre-shift input torque by the torque phase control period.The gear change control section 43 is configured to gradually vary the output torque from the drive power source 3 by gradually varying an instruction for the output torque from the drive power source 3 (in the example, a required (requested) engine torque and / or a required (requested) rotating electric machine torque) to be transmitted to the control section for the drive power source 3 (in the example, the engine control section 41 and the rotating electric machine control section 42, or the integration control section 45 that performs integration control on the engine control section 41 and the rotating electric machine control section 42) during the torque phase control.

[0064] The maximum torque that can be output is fixed for both the internal combustion engine ENG and the rotating electric machine MG. An increase in the input torque is limited by the maximum torque of the driving power source 3. In the case of the internal combustion engine ENG, the maximum torque is determined according to various driving conditions (driving states) by the maximum amount of air that can be introduced into combustion chambers, the maximum amount of fuel that can be supplied to the combustion chambers, or the like. In the case of the rotating electric machine MG, the maximum torque is determined in accordance with the rotational speed of the rotating electric machine MG or the charge level of the battery.Therefore, even if an attempt is made to increase the input torque in accordance with a reduction in the gear ratio due to shifting based on the above formula (1) or the like, an increase in the input torque can be limited by the maximum torque of the drive power source 3. Thus, the gear change control section 43 is designed to obtain information about the input torque after shifting, which can actually be output from the control section for the drive power source 3 (in the example, the engine control section 41 and the rotary electric machine control section 42, or the integration control section 45 that performs integration control on the engine control section 41 and the rotary electric machine control section 42).The gear change control section 43 is designed to change the input torque to the input torque after shifting that can actually be output from the driving power source 3 and that is obtained from the driving power source control section 3 during the torque phase control.

[0065] Specifically, the gear change control section 43 is configured to transmit to the drive power source control section 3 a target post-shift input torque that varies in accordance with variations in the gear ratio due to the shift, for example, based on the above formula (1), after the start of the shift. The drive power source control section 3 determines the post-shift input torque that can actually be output from the drive power shaft 3 within the range of the target post-shift input torque that can be transmitted from the gear change control section 43 based on the maximum torque of the drive power source 3 (in the example, the maximum torque of the internal combustion engine ENG and the maximum torque of the rotary electric machine MG), and transmits the determined post-shift input torque to the gear change control section 43.In the case where the target input torque after shifting is within the range of the maximum torque of the driving power source 3, the driving power source 3 control section transmits the target input torque after shifting as it is to the gear change control section 43 as the input torque after shifting that can actually be output from the driving power source 3. On the other hand, in the case where the target input torque after shifting is outside the range of the maximum torque of the internal combustion engine ENG, the driving power source 3 control section transmits the maximum torque of the driving power source 3 to the gear change control section 43 as the input torque after shifting that can actually be output from the driving power source 3.

[0066] The engine control section 41 calculates the maximum torque of the engine ENG based on driving conditions (driving states) such as the rotational speed of the engine ENG, using the output characteristics of the engine ENG. The rotating electric machine control section 42 calculates the maximum torque of the rotating electric machine MG based on driving conditions (driving states) such as the rotational speed of the rotating electric machine MG and the charge amount of the battery, using the output characteristics of the rotating electric machine MG. The gear change control section 43 is configured to gradually vary the input torque (in the example, at a constant variation speed) to the input torque after the shifts that can actually be output from the drive power source 3 during the torque phase control, in the input torque change control.In this way, the gear change control section 43 obtains information from the drive power source control section 3 about the post-shift input torque that can actually be output from the drive power source 3. Thus, the gear change control section 43 does not need to store data such as an output characteristic map for the internal combustion engine ENG or the rotating electric machine MG and calculate the maximum torque of the internal combustion engine ENG or the rotating electric machine MG. Therefore, an increase in the processing load or the storage capacity of the gear change control section 43 can be prevented.In addition, the output characteristics of the internal combustion engine ENG or the rotating electric machine MG stored in the gear change control section 43 are not required to be changed each time the type of the internal combustion engine ENG or the rotating electric machine MG is changed, thereby reducing the manufacturing cost.

[0067] As described above, the gear change control section 43 varies the impression for the engagement-side engagement device at a constant variation rate or variation rate higher than the constant variation rate at the time of starting the variation (see Fig. 6) In torque phase control, the engagement pressure for the engagement-side engagement device is increased to the variable engagement pressure at which the input torque after the shift, corresponding to the torque input after the end of the shift, can be transmitted to the wheel W side. In the embodiment, the gear change control section 43 sets the variable engagement pressure to an engagement pressure (hydraulic pressure) at which the input torque after the shift can be transmitted to the output shaft O. Specifically, the gear change control section 43 calculates the transmission torque capacity of the engagement-side engagement device by multiplying the input torque after the shift by the gear ratio of a gear acting on the engagement-side engagement device, and calculates a hydraulic pressure command that achieves the calculated transmission torque capacity.

[0068] The gear change control section 43 is configured to vary (increase in the example) a command value (e.g., a hydraulic pressure command) for varying the engagement pressure for the engagement-side engagement device with an advanced phase with respect to the changes in the input torque, so that the actual engagement pressure for the engagement-side engagement device is increased in phase with the changes in the input torque. In the embodiment, the gear change control section 43 is configured to gradually increase the hydraulic pressure command for the engagement-side engagement device to the varying engagement pressure in an engagement pressure variation period that is set in advance so that it is shorter than an input torque variation period in which the input torque is varied to the post-shift input torque after starting the torque phase control.In the example, the input torque variation duration is set to the same duration as the torque phase control duration. The engagement pressure variation duration is set after being adjusted in advance through an experiment or the like, such that the phase of the input torque changes and the phase of the actual engagement pressure variations for the engagement-side engagement device coincide with each other. The engagement pressure variation duration can be set by multiplying the input torque variation duration by a coefficient set in advance to a value less than 1.In the case where the engagement pressure (hydraulic pressure) for the engagement-side engagement device is varied at a constant variation rate in the specific engagement pressure control, the variation rate is preferably set to a value obtained by dividing the deviation between the engagement pressure (hydraulic pressure) for the engagement-side engagement device after the torque phase control and the engagement pressure (hydraulic pressure) for the engagement-side engagement device before the torque phase control by the engagement pressure variation period. In the embodiment, the thus set variation rate is set as a reference variation rate, and the engagement-side control section 46 varies the engagement pressure for the engagement-side engagement device at the reference variation rate, which is constant in the specific engagement pressure control.

[0069] In addition, the constant variation rate is set to be the same even in the case where the engagement pressure (hydraulic pressure) for the engagement-side device is varied at a variation rate higher than the constant variation rate at the time of starting the variation in the specific engagement pressure control. In this case, in the embodiment, the engagement-side control section 46 varies the engagement pressure for the engagement-side engagement device at a variation rate higher than the reference variation rate at the time of starting the variation in the specific engagement pressure control. <Zeitdiagramm gemäß Vergleichsbeispiel>

[0070] Fig. 5 shows a timing diagram according to a comparative example. In the example of Fig. 5, in contrast to the embodiment, the hydraulic pressure command for the engagement-side engagement device is increased with a delayed phase with respect to the changes in the input torque (from a time T02 to a time T03). This is because the hydraulic pressure command is controlled to follow the variations in the input torque. Therefore, the hydraulic pressure command for the engagement-side engagement device is varied along a variation line L3 in an arc shape (in a downwardly convex arc shape) with a lower variation rate at the time of starting the variation than a line with a constant variation rate.Accordingly, the actual engagement pressure for the engagement-side engagement device is also increased with a delayed phase with respect to the increase in input torque, and is varied along a variation line L4 in an arc shape (in a downwardly convex arc shape) with a lower variation rate at the time of starting the variation than a line with a constant variation rate. Torque transmitted from the input shaft I to the output shaft O side via the engagement-side engagement device in the slip engagement state is insufficient with respect to the increased input torque by an amount corresponding to such a delay, and the output torque transmitted to the output shaft O is reduced with respect to the required wheel torque (from time T02 to time T04).Therefore, the drop in output torque relative to the required wheel torque is greater than a set amount SP during a torque phase. Thus, the driver may feel relatively large torque fluctuations. If the output torque deviates from the required wheel torque and causes a drop in torque, such torque fluctuations may give the driver a kind of uncomfortable feeling. Thus, the set amount SP is preferably a value set in advance in accordance with the magnitude of tolerable fluctuations in output torque. The set amount SP is preferably set in advance in relation to the specifications, performance, or the like of the vehicle. <Zeitdiagramm gemäß Ausführungsbeispiel>

[0071] Fig. 6 shows a timing chart of the embodiment. In the embodiment, as described above, the gear change control section 43 increases a hydraulic pressure command for the engagement-side engagement device with an advanced phase with respect to the changes in input torque, so that the actual engagement pressure for the engagement-side engagement device is increased in phase with the changes in input torque during torque phase control (from time T12 to time T13). Therefore, the input torque increase phase and the actual engagement increase phase for the engagement-side engagement device are caused to coincide with each other.Since the phases are made to coincide with each other, insufficient torque is prevented from being transmitted from the input shaft I to the output shaft O side via the engagement-side engagement device in the slip engagement state with respect to the increased input torque. Consequently, the reduction of the output torque transmitted to the output shaft O with respect to the required wheel torque is prevented (from time T12 to time T13), whereby the driver can prevent torque fluctuations from being felt.

[0072] Below, a switching operation is described in detail with reference to the exemplary timing diagram shown in Fig. 6. The example shown in Fig. 6 corresponds to a case where a shift is performed in a power upshift. The gear change control section 43 determines that an upshift is started because the target shift speed is changed to a shift speed with a lower gear ratio at time T11, with the required wheel torque being constant or increasing. The target shift speed is changed in the case where an upshift line is intersected (crossed) due to an increase in vehicle speed, it is further changed in the case where the shift position is changed, etc. <vorphasensteuerung>

[0073] The gear change control section 43 varies the engagement pressures for the disengagement-side engagement device and the engagement-side engagement device in advance by performing pre-phase control in a period from time T11 to time T12.

[0074] The gear change control section 43 decreases the hydraulic pressure command for the release-side engagement device from a full engagement pressure to a release-side reference pressure and increases the hydraulic pressure command for the engagement-side engagement device to a stroke end pressure in a period (period) from time T11 to time T12. The full engagement pressure is a maximum engagement pressure (supply hydraulic pressure, hydraulic pressure command) set to maintain an engaged state without slipping even when torque transmitted from the drive power source to the engagement device fluctuates. In order to accelerate the rise of the supply hydraulic pressure for the engagement-side engagement device, the hydraulic pressure command for the engagement-side engagement device is temporarily increased stepwise.The release-side reference pressure is set to an engagement pressure (hydraulic pressure) at which the release-side engagement device can transmit the input torque to the output shaft O side before shifting. <drehmomentphase>

[0075] After executing the pre-phase control, the gear change control section 43 executes torque phase control in a duration (period) for the torque phase control from time T12 to time T14.

[0076] After starting the torque phase control, the gear change control section 43 receives information from the drive power source control section 3 about the post-shift input torque that can actually be output from the drive power source 3 (time T12). In a period (period) for the torque phase control (from time T12 to time T14), the gear change control section 43 increases the input torque from the pre-shift input torque to the post-shift input torque at a constant variation rate (variation speed). In the example shown in Fig. 6, the input torque after the shift is set to such a torque that the output torque before and after the shift does not fluctuate due to variations in the gear ratio before and after the shift based on the above formula (1). In addition, the input torque after the shift is set to a torque that can actually be output from the drive power source 3. In the embodiment, the gear change control section 43 is configured to vary the target torque conversion ratio (gear ratio) from a torque conversion ratio (gear ratio) before the shift to a torque conversion ratio (gear ratio) after the shift at a constant variation rate in a period for the torque phase control (from time T12 to time T14).The gear change control section 43 is configured to gradually vary the output torque from the drive power source 3 by gradually varying an instruction for the output torque from the drive power source 3 transmitted to the control section for the drive power source 3 in accordance with variations in the target torque conversion ratio.

[0077] After starting the torque phase control, the gear change control section 43 varies the engagement pressure (hydraulic pressure) for the engagement-side engagement device at a constant variation rate. In the embodiment, the gear change control section 43 increases the hydraulic pressure command for the engagement-side engagement device from the stroke end pressure to the variation engagement pressure at which the input torque can be transmitted after shifting, at a constant variation rate (variation speed) in an engagement pressure variation period (from time T12 to time T13) set in advance to be shorter than the input torque variation period (from time T12 to time T14). In the embodiment, this variation rate is used as the reference variation rate.In the example, the gear change control section 43 varies the engagement pressure (hydraulic pressure) for the engagement-side engagement device along a variation line L1 with a reference variation rate that is constant. Consequently, the hydraulic pressure command for the engagement-side engagement device can be increased with an advanced phase with respect to the increase in input torque, and the phase of increasing the input torque and the phase of increasing the actual engagement pressure for the engagement-side engagement device can be made to coincide with each other. As a result, insufficient transmission torque of the engagement-side engagement device with respect to the increased input torque is prevented from being transmitted, and the drop (reduction) of the output torque with respect to the required wheel torque is prevented. In the example shown in FIG. Fig. 6, there is essentially no drop in the output torque with respect to the required wheel torque, and a constant output torque is output with respect to a required constant wheel torque. That is, the drop in the output torque with respect to the required wheel torque is equal to or less than the specified amount (SP) during the torque phase. In the example of Fig. 6, the required wheel torque is constant. However, when the required wheel torque is increased, the output torque is also increased accordingly. In addition, after starting the torque phase control, the gear change control section 43 gradually decreases the hydraulic pressure command for the disengagement-side engagement device from the disengagement-side reference pressure to the stroke end pressure or below in an engagement pressure decrease period (from time T12 to time T13) that is set in advance to a shorter period than the input torque variation period.

[0078] In the case where the hydraulic pressure command for the engagement-side engagement device is increased with a more advanced phase with respect to the increase in input torque, the engagement pressure (hydraulic pressure) for the engagement-side engagement device is preferably varied at a variation rate higher than the constant variation rate at the time of starting the variation after starting the torque phase control. In this case, the constant variation rate (reference variation rate) may be set in the same manner as described above. In the embodiment, the gear change control section 43 varies the hydraulic pressure for the engagement-side engagement device along a variation line L2 in an arc shape (in an upwardly convex arc shape) at a higher variation rate at the time of starting the variation than the reference variation rate, which is constant in the specific engagement pressure control.That is, in the case of the embodiment, the gear change control section 43 increases the hydraulic pressure command for the engagement-side engagement device from the stroke end pressure to the variation engagement pressure at which the input torque after the shift can be transmitted along the variation line L2 in an engagement pressure variation period (from time T12 to time T13) set in advance to have a shorter duration (period) than the input torque variation period (from time T12 to time T13) as shown by the chain line in FIG. Fig. 6. The variation rate at the time of starting the variation is preferably set after being adjusted in advance through an experiment or the like, such that the phase of the changes in the input torque and the phase of the variations in the actual engagement pressure for the engagement-side engagement device coincide with each other. Alternatively, the variation rate at the time of starting the variation may be set by multiplying the reference variation rate by a coefficient set in advance to a value greater than 1. The curve of the variation line L2 may have the shape of a quadratic curve or an arc, for example. <Trägheitsphasensteuerung >

[0079] After starting the torque phase control (in the example, after the end of the torque phase control), the gear change control section 43 starts the inertia phase control (time T14). In the inertia phase control, the gear change control section 43 executes rotation variation control in which the rotational speed of the input shaft I is varied by increasing the rotational speed difference ΔW1 for the disengagement-side engagement device and by decreasing the rotational speed difference ΔW2 for the engagement-side engagement device. In the embodiment, the gear change control section 43 is configured to vary the rotational speed of the input shaft I by varying at least the input torque in the inertia phase control during shifting. The gear change control section 43 is configured to cause variations in the rotation (rotational speed) of the input shaft I by varying the input torque from the input torque after shifting.In the case of an upshift, which occurs in . Fig. 6, the gear change control section 43 reduces the rotational speed of the input shaft I from a pre-shift synchronous speed to a post-shift synchronous speed by reducing the input torque from the post-shift input torque by an inertia torque ΔTin (from time T14 to time T15). On the other hand, in the case of a downshift, although not shown, the gear change control section 43 increases the rotational speed of the input shaft I from the pre-shift synchronous speed to the post-shift synchronous speed by increasing the input torque from the post-shift input torque by the inertia torque ΔTin.

[0080] The synchronous speed before shifting is the speed of the input shaft I for a case where the speed difference ΔW1 between the engaging components of the disengaging-side engaging device is assumed to be 0. The gear change control section 43 calculates the synchronous speed after shifting by multiplying the speed of the output shaft O by the gear ratio before shifting. The speed difference between the speed of the input shaft I and the synchronous speed before shifting is proportional to the speed difference ΔW1 of the disengaging-side engaging device. Therefore, the gear change control section 43 is designed to determine the speed difference ΔW1 for the disengaging-side engaging device in accordance with the speed difference between the speed of the input shaft I and the synchronous speed before shifting.

[0081] The synchronous speed after shifting is the speed of the input shaft I for a case where the speed difference ΔW2 between the engaging components of the engagement-side engagement device is assumed to be 0. The gear change control section 43 calculates the synchronous speed after shifting by multiplying the speed of the output shaft O by the gear ratio after shifting. The speed difference between the speed of the input shaft I and the synchronous speed after shifting is proportional to the speed difference ΔW2 of the engagement-side engagement device. Therefore, the gear change control section 43 is designed to determine the speed difference ΔW2 for the engagement-side engagement device in accordance with the speed difference between the speed of the input shaft I and the synchronous speed after shifting.

[0082] The gear change control section 43 is configured to maintain the engagement pressure for the engagement-side engagement device at the variable engagement pressure at which the input torque can be transmitted after shifting, in a period for the inertia phase control (from time T14 to time T15). Consequently, the input torque after shifting can be transmitted to the output shaft O via the engagement-side engagement device in the slip engagement state, and the output torque can be maintained at the torque consistent with the required wheel torque even during the inertia phase control.

[0083] When the rotational speed difference ΔW2 for the engagement-side engagement device is equal to or smaller than a determination rotational speed difference determined in advance at the time T15, the gear change control section 43 ends the shifting by causing the engagement-side engagement device to transition to the direct engagement state by increasing the engagement pressure for the engagement-side engagement device to the full engagement pressure. <ablaufdiagramm>

[0084] Below is the process of switching in relation to the flow chart of Fig. 7 described.

[0085] First, the gear change control section 43 determines whether a condition (state) for starting the shift is satisfied or not (step #01). In a case where the condition (state) for starting the shift is satisfied (step #01: Yes), the gear change control section 43 executes the pre-phase control in which the engagement pressures for the disengagement-side engagement device and the engagement-side engagement device are varied in advance, as described above (step #02). After the pre-phase control is completed, the gear change control section 43 determines that the condition (state) for starting the torque phase control is satisfied (step #03: Yes) and starts the torque phase control.In the torque phase control, the gear change control section 43 varies the torque transmission distribution between the engagement-side engagement device and the disengagement-side engagement device by controlling the engagement pressures for the engagement-side engagement device and the disengagement-side engagement device. After starting the torque phase control, the gear change control section 43 receives information from the drive power source control section 3 about the post-shift input torque that can actually be output from the drive power source 3 (step 4). After starting the torque phase control, the gear change control section 43 starts the input torque change control, in which the input torque is changed to the post-shift input torque during the torque phase control (step 5).In addition, after starting the torque phase control, the engagement-side control section 46 starts the specific engagement pressure control in which the engagement pressure for the engagement-side engagement device is varied at a constant variation rate or a variation rate higher than the constant variation rate at the time of starting the variation (step #06). In the embodiment, the gear change control section 43 executes the front-biased engagement pressure variation control in which a command value for varying the engagement pressure for the engagement-side engagement device is varied with an advanced phase with respect to the changes in the input torque, so that the actual engagement pressure for the engagement-side engagement device is increased in phase with the changes in the input torque in the specific engagement pressure control.

[0086] After the torque phase control is completed, the gear change control section 43 determines that the condition (state) for starting the inertia phase control is satisfied (step #07: Yes) and starts the inertia phase control. After the inertia phase control is started, the gear change control section 43 starts the rotation variation control in which the rotational speed of the input shaft I is varied by varying at least the input torque (step #08). In the case where the rotational speed difference ΔW2 for the engagement-side engagement device is equal to or smaller than a determination rotational speed difference determined in advance (step #09: Yes), the gear change control section 43 increases the engagement pressure for the engagement-side engagement device to the full engagement pressure (step #10) and ends the shift. 2. Second embodiment

[0087] In the first embodiment described above, the gear change control section 43 is configured to change the input torque to the input torque after shifting and to increase the hydraulic pressure command for the engagement-side engagement device with an advanced phase with respect to the changes in the input torque, so that the actual engagement pressure for the engagement-side engagement device is increased in phase with the changes in the input torque during the torque phase control in the input torque change control. However, the present invention is not limited to this.The timing for executing the input torque change control, at which the input torque transmitted from the drive power source 3 to the gear change device TM is changed, can be any timing during the shifting, as long as the gear change control section 43 executes the input torque change control during the shifting. In addition, the phase can be advanced by any degree, as long as the gear change control section 43 varies the instruction value for varying the engagement pressure for the engagement-side engagement device with an advanced phase with respect to the changes in the input torque due to the input torque change control.For example, the gear change control section 43 may be configured to change the input torque to the post-shift input torque corresponding to the torque input after the end of the shift during the inertia phase control (during variations of the speed input shaft I) in the input torque change control.

[0088] Such a case is described below with reference to the exemplary timing diagram shown in Fig. 9 is shown. Fig. Figure 9 shows an example of the case of the same power upshift as that of Fig. 6 and sections that are equal to those in Fig. 6 and the first embodiment are not described below. The gear change control section 43 changes the input torque to the post-shift input torque during the inertia phase control (from a time T34 to a time T35). In addition, the gear change control section 43 executes the rotational speed variation control in which the rotational speed of the input shaft I is varied by varying the input torque during the inertia phase control. Further, the gear change control section 43 executes the specific engagement pressure control and the front-biased engagement pressure variation control in the torque phase control (from a time T32 to the time T34). Therefore, the variations of an instruction value for varying the engagement pressure for the engagement-side engagement device in the torque phase control are advanced in phase with respect to the changes in the input torque in the inertia phase control.Also, in the embodiment, the specific engagement pressure control is control in which the engagement pressure for the engagement-side engagement device is varied at a constant variation rate or a variation rate higher than the constant variation rate at the time of starting the variation. In the example, as in the first embodiment described above, the engagement pressure (hydraulic pressure) for the engagement-side engagement device is varied along the variation line L1 at the reference variation rate that is constant, or along the variation line L2 in an arc shape (in an upwardly convex arc shape) at a higher variation rate at the time of starting the variation than the reference variation rate that is constant, in the specific engagement pressure control. In . Fig. 9, the variation line L2 is shown in an arc shape by the dotted line.

[0089] Although the engagement pressure for the engagement-side engagement device is increased to the variable engagement pressure at which the input torque after shifting can be transmitted to the W-wheel side in the torque phase control, the input torque is not increased from the input torque before shifting in the rotation phase control (from time T32 to time T34). Therefore, in the torque phase control, the torque transmission ratio transitions from a state with the shift gear before shifting to a state with the shift gear after shifting, the torque conversion ratio (gear ratio) is reduced, and the output torque is reduced (from time T32 to time T33).Meanwhile, the engagement pressure for the engagement-side engagement device is gradually increased to the variation engagement pressure at which the input torque after shifting, which is larger than the input torque before shifting, can be transmitted to the wheel W side. When a torque transmitted from the input shaft I to the output shaft O side via the disengagement-side engagement device in the direct engagement state and the engagement-side engagement device in the slip engagement state exceeds the input torque before shifting at time T33, the disengagement-side engagement device is brought into the slip engagement state and starts lowering the rotational speed of the input shaft I from the synchronous rotational speed before shifting.In addition, the output torque transmitted to the output shaft O via the release-side engagement device in the slip-engagement state and the on-engagement-side engagement device in the slip-engagement state is gradually increased from a torque consistent with the input torque before shifting to the required wheel torque (from time T33 to time T34). In this way, even in a state where the input torque maintains the input torque before shifting in the torque phase control, the engagement pressure for the on-engagement-side engagement device is increased to the variation engagement pressure at which the input torque can be transmitted after shifting, at an advanced phase.Thus, while the output torque is slightly reduced from the required wheel torque during torque phase control, the output torque can be increased to the required wheel torque after the end of torque phase control. In the example shown in . Fig. 9, the drop in output torque with respect to the required wheel torque, which is constant, is limited to a small extent. The drop in output torque with respect to the required wheel torque is equal to or less than the specified extent (SP) during the torque phase. In the example of Fig. 9, the required wheel torque is constant. However, if the required wheel torque is increased, the output torque also increases accordingly.

[0090] A torque amount by which the torque transmitted from the input shaft I to the output shaft O side via the disengagement-side engagement device and the engagement-side engagement device exceeds the input torque before shifting acts as an inertia torque ΔTin2 that lowers the rotational speed of the input shaft I. Therefore, the gear change control section 43 reduces the inertia torque ΔTin of the input torque, which is varied for variations in the rotation of the input shaft I, by an amount corresponding to the inertia torque ΔTin2 due to torque transmission through the engagement devices (from time T33 to time T35).

[0091] Fig. Figure 8 shows a timing diagram according to a comparative example in contrast to Fig. 9. In the example of Fig. 8 is / will be in contrast to the case of Fig. 9, the engagement pressure for the engagement-side engagement device is not increased to the variable engagement pressure at which the input torque can be transmitted after shifting, but is increased to an engagement pressure at which the input torque can be transmitted before shifting in the torque phase control (from time T22 to time T23). Therefore, even if the engagement pressure for the engagement-side engagement device is increased in the torque phase control, the torque transmitted from the input shaft I to the output shaft O side via the engagement-side engagement device and the disengagement-side engagement device does not exceed the input torque before shifting, the output torque is lowered as the torque conversion ratio (gear ratio) is reduced, and the amount of reduction in the output torque with respect to the required wheel torque is compared to the case in Fig. 9 (from time T22 to time T23). Therefore, the drop in output torque with respect to the required wheel torque is greater than a specified amount SP during a torque phase. In the example of Fig. 8, in addition, when the input torque is increased to the input torque after shifting in the inertia phase control (from time T23 to time T24), the engagement pressure for the engagement-side engagement device is gradually increased from the engagement pressure at which the input torque can be transmitted before shifting to the variation engagement pressure at which the input torque can be transmitted after shifting). Therefore, the output torque is gradually increased from the output torque corresponding to the input torque before shifting to the required wheel torque in a period for the inertia phase control. In this way, the engagement pressure for the engagement-side engagement device is not increased to the variation engagement pressure in the torque phase control as in the example of Fig. 9. Thus, the amount of reduction in output torque with respect to the required wheel torque is large and the duration for the reduction in output torque is long, compared to the example of Fig. 9. In this way, the effect of preventing the reduction of the output torque in the example of Fig. 9 by comparing it with the example of Fig. 8 can be understood.

[0092] Below is the switching process used in the example of Fig. 9, with respect to the flow chart of Fig. 10 described.

[0093] First, the gear change control section 43 determines whether a condition for starting shifting is satisfied or not (step 21). If the condition for starting shifting is satisfied (step 21: Yes), the gear change control section 43 executes pre-phase control in which the engagement pressures for the disengagement-side engagement device and the engagement-side engagement device are varied in advance, as described above (step 22). After the pre-phase control is completed, the gear change control section 43 determines that the condition for starting torque phase control is satisfied (step 23: Yes) and starts torque phase control.In the torque phase control, the gear change control section 43 varies the torque transmission distribution between the engagement-side engagement device and the disengagement-side engagement device by controlling the engagements for the engagement-side engagement device and the disengagement-side engagement device. After starting the torque phase control, the gear change control section 43 receives information from the drive power source control section 3 about the post-shift input torque that can actually be output from the drive power source 3 (step 24). After starting the torque phase control, the gear change control section 43 starts the specific engagement pressure control in which the engagement pressure for the engagement-side engagement device is varied at a constant variation rate or a variation rate higher than the constant variation rate at the time the variation was started (step 25).

[0094] After the torque phase control is completed, the gear change control section 43 determines that the condition for starting the inertia phase control is satisfied (step 26: Yes) and starts the inertia phase control. After starting the inertia phase control, the gear change control section 43 starts the input torque change control, in which the input torque is varied to the input torque after shifting, and starts the rotation variation control, in which the rotational speed of the input shaft I is varied by varying at least the input torque during the inertia phase control (step 27).

[0095] In the case where the rotational speed difference ΔW2 for the engagement-side engagement device is equal to or smaller than a determination rotational speed difference determined in advance (step #28: Yes), the gear change control section 43 increases the engagement pressure for the engagement-side engagement device to the full engagement pressure (step #29) and terminates the shifting. 3. Further examples

[0096] Further embodiments are described below. The configuration of each embodiment described below is not limited to its independent application and can be applied in combination with the configuration of other embodiments, unless contradictions arise. (1) In the embodiment described above, the control device 30 includes the plurality of control units 32 to 34, and the plurality of control units 32 to 34 includes the plurality of functional areas 41 to 45 in a distributed manner. However, the present invention is not limited to this. The control device 30 may include the plurality of control units 32 to 34 described above as control devices, integrated in any combination or provided separately. The plurality of functional areas 41 to 45 may also be distributed in any combination. (2) In the embodiment described above, the gear change device TM has two planetary gear mechanisms, six engagement devices, and provides six forward shift speeds, each of the shift speeds being established by engaging two of the engagement devices. However, the present invention is not limited thereto. The gear change device TM may have any configuration as long as the gear change device TM provides two or more shift speeds established by engaging at least two or more engagement devices. That is, the gear change device TM may have one or two or more planetary gear mechanisms, may have three or more engagement devices, and may provide two or more forward shift speeds, and each of the shift speeds may be established by engaging two of the engagement devices or by engaging three or more engagement devices. (3) In the embodiment described above, the gear change control section 43 is configured to start the inertia phase control (variations in the rotation of the input shaft I) after the end of the torque phase control (variations in the distribution of the torque transmission). However, the present invention is not limited to this. The gear change control section 43 may start variations in the distribution of the torque transmission before variations in the rotation of the input shaft I are caused, and may start the inertia phase control while the torque phase control is being executed. (4) In the embodiment described above, the gear change control section 43 executes shifting (input torque change control and front-biased engagement pressure variation control) by means of the engagement-side control section 46, the disengagement-side control section 47, and the input torque change section 48 in the case where a power upshift is performed in the shift (shift operation). However, the present invention is not limited to this.The gear change control section 43 may be configured to execute shifting (input torque change control and specific engagement pressure control) by means of the engagement-side control section 46, the disengagement-side control section 47, and the input torque change section 48 in the case where a no-power downshift, which is a shift in which a shift is made to a shift gear with a higher gear ratio, is executed in a state where the input torque is a negative torque in the direction of decelerating the vehicle in the shift (gear shifting operation). In this case, the input torque is changed in the direction of decreasing the input torque in the input torque change control, and the rotational speed of the input shaft I is increased in the rotation variation control. (5) In the embodiment described above, the gear change control section 43 is configured to obtain, from the drive power source control section 3, information about the input torque after shifting that can actually be output from the drive power source 3. However, the present invention is not limited to this.The gear change control section 43 may be configured to include data such as an output characteristic map for the internal combustion engine ENG or the rotating electric machine MG, to calculate a maximum torque of the internal combustion engine ENG based on a driving condition (driving state) such as the rotational speed of the internal combustion engine ENG, to calculate a maximum torque of the rotating electric machine MG based on a driving condition (driving state) such as the rotational speed of the rotating electric machine MG and the charge amount (charge amount) of the battery, and to obtain information on the torque after shifting that can actually be output from the drive shaft 3. (6) In the embodiment described above, the engagement-side engagement device and the disengagement-side engagement device are configured such that the engagement pressure (transmission torque capacity) is increased by increasing the supply hydraulic pressure (command hydraulic pressure). However, the present invention is not limited to this. One or both of the engagement-side engagement device and the disengagement-side engagement device may be configured such that the engagement pressure (transmission torque capacity) is increased by decreasing the supply hydraulic pressure (command hydraulic pressure). In this case, for example, the engagement devices may be urged toward the engagement side by a return spring and may be pushed toward the disengagement side by hydraulic pressure supplied to the engagement devices.In this case, the gear change control section 43 is configured to increase the engagement pressure for one or both of the engagement-side engagement device and the disengagement-side engagement device by increasing the supply hydraulic pressure (hydraulic pressure command) for one or both of the engagement-side engagement device and the disengagement-side engagement device. 4. Overview of the above embodiments

[0097] The overview of the control device (30) for the vehicle drive transmission device (1) described above is described below.

[0098] A control device (30) is provided that controls a vehicle drive transmission device (1) in which a gear change device (TM) that has a plurality of engagement devices and that selectively establishes one of a plurality of shift speeds with different gear ratios in accordance with an engagement state of the plurality of engagement devices is provided in a power transmission path (2) that connects a drive power source (3) and wheels (W), the control device (30) comprising: an engagement-side control section (46) that controls an engagement pressure for an engagement-side engagement device that is one of the engagement devices that is engaged to perform a shift by making a shift to a shift speed with a different gear ratio;a disengagement-side control section (47) that controls an engagement pressure for a disengagement-side engagement device that is one of the engagement devices that is disengaged to perform the shifting;and an input torque changing section (48) that changes an input torque transmitted from a drive power source (3) side to an input shaft (I) of the gear change device (TM) during shifting. When a distribution of torque transmission between the engagement-side engagement device and the disengagement-side engagement device is varied by the engagement-side control section (46) and the disengagement-side control section (47) by controlling the engagement pressures for the engagement-side engagement device and the disengagement-side engagement device during shifting, the engagement-side control section (46) executes specific engagement pressure control in which the engagement pressure for the engagement-side engagement device is varied at a constant variation rate or a variation rate higher than the constant variation rate at a time of starting the variation.

[0099] With such a configuration, the input torque changing section (48) changes the input torque during shifting, and thus it is possible to control variations in the output torque transmitted from the gear change device (TM) to one side of the wheels (W) in a period from before the start of shifting to after the end of shifting. In addition, when the distribution of torque transmission between the engagement-side engagement device and the disengagement-side engagement device is varied by the engagement-side control section (46) and the disengagement-side control section (47) by controlling the engagement pressures for the engagement-side engagement device and the disengagement-side disengagement device, the output torque that matches the engagement pressure for the engagement-side engagement device in the slip engagement state is transmitted to the side of the wheels (W).When the torque transmission distribution is varied, the engagement-side control section (46) executes the specific engagement pressure control in which the engagement pressure for the engagement-side engagement device is varied at a constant variation rate or a variation rate higher than the constant variation rate at the time of starting the variation. Such specific engagement pressure control is enabled by varying the engagement pressure for the engagement-side engagement device based on the value of the input torque changed by the input torque changing section (48) after the end of the shift. By executing such specific engagement pressure control, fluctuations in the output torque during the shift can be prevented.

[0100] Preferably, in the case where a power upshift, which is the shift in which a shift is made to a shift gear with a lower gear ratio, is carried out in a state where a required wheel torque, which is a torque required to be transmitted to the wheels, is constant or increases, the input torque changing section (48) changes the input torque in a direction of increasing the input torque, and the engagement-side control section (46) carries out the specific engagement pressure control.

[0101] In this case, the vehicle is accelerated with the required wheel torque being constant or increasing, and thus smooth (smooth) shifting can be performed by preventing fluctuations in the output torque as described above. In addition, when an upshift is performed, the gear ratio of the gear change device (TM) is reduced, and therefore the output torque is reduced for the same input torque. With the configuration described above, the input torque is increased by the input torque changing section (48). Thus, the reduction amount of the output torque between the period before the start of the shift and after the end of the shift can be reduced, enabling smooth (smooth) shifting.

[0102] Preferably, a drop in an output torque, which is a torque to be transmitted to the wheels (W), with respect to a required wheel torque, which is a wheel torque required to be transmitted to the wheels (W), while variations in the distribution of the torque transmission are equal to or smaller than a set extent (SP).

[0103] With this design, the drop in the actual output torque relative to the required wheel torque is limited to a value equal to or less than the specified amount. Therefore, smooth (smooth) shifting can be achieved by preventing fluctuations in the output torque during shifting.

[0104] Preferably, the engagement-side control section (46) varies the engagement pressure for the engagement-side engagement device to an engagement pressure at which a torque corresponding to the input torque after the shifting has been completed can be transmitted to the side of the wheels (W) in the specific engagement pressure control.

[0105] With this configuration, the engagement pressure for the engagement-side engagement device is varied even for a value of input torque changed by the input torque change range after the end of the shift, that is, to an engagement pressure at which the input torque can be transmitted to the wheel side after the shift. Thus, the input torque can be transmitted to the output shaft after the shift due to the center of the variations in the torque transmission distribution between the engagement-side engagement device and the disengagement-side engagement device. Consequently, fluctuations in the output torque during the shift can be prevented.

[0106] Preferably, variations in the distribution of torque transmission are started before fluctuations in rotation (speed) of the input shaft (I) are caused.

[0107] With this configuration, the input torque after shifting can be transmitted to the output shaft (O) before the rotation of the input shaft (I) varies. Therefore, fluctuations in the output torque during shifting can be prevented.

[0108] Preferably, the engagement-side control section (46) varies an instruction value for varying the engagement pressure for the engagement-side engagement device with an advanced phase with respect to changes in the input torque made by the input torque changing section (48) in the specific engagement pressure control.

[0109] With this configuration, the instruction value for varying the engagement pressure for the engagement-side engagement device is varied with an advanced phase with respect to the changes in the input torque. Therefore, the output torque can be varied to a torque output after shifting (required wheel torque) corresponding to the input torque after shifting earlier than the occurrence of the changes in the input torque, and fluctuations in the output torque during shifting can be prevented.

[0110] Preferably, the input torque changing section (48) changes the input torque transmitted from the drive power source (3) side to the gear change device (TM) to a torque corresponding to the torque input after the end of the shift while varying the torque transmission distribution; and the engagement-side control section (46) varies an instruction value for varying the engagement pressure for the engagement-side engagement device with an advanced phase with respect to changes in the input torque, so that an actual engagement pressure for the engagement-side engagement device is varied in phase with the changes in the input torque in the specific engagement pressure control.

[0111] While the torque transmission distribution is varied, the torque transmission ratio is in a transient state in which the torque transmission ratio is caused to transition from a state with the shift gear before shifting to a state with a shift gear after shifting. Therefore, the output torque may fluctuate unless the changes in input torque and the variations in the engagement pressure for the engagement-side engagement device are caused at coordinated timings. However, the actual engagement pressure for an engagement device is varied later than the variations in the command value. Therefore, the actual engagement pressure for the engagement-side engagement device tends to vary with a delayed phase with respect to the changes in input torque.With the configuration described above, the actual engagement pressure for the engagement-side engagement device can be varied in phase with changes in input torque during variations in torque transmission distribution. Therefore, fluctuations in output torque during torque phase control can be prevented.

[0112] Preferably, the input torque changing section (48) varies the input torque to a torque corresponding to the input torque after the shifting has been completed during variations in the rotational speed of the input shaft (I).

[0113] Even if the input torque is changed to the input torque after shifting during variations in the rotational speed of the input shaft (I), the engagement pressure for the engagement-side engagement device is varied with an advanced phase to an engagement pressure at which the input torque can be transmitted after shifting while varying the torque transmission distribution. Therefore, while the output torque tends to fluctuate from a required wheel torque while varying the torque transmission distribution, the output torque can be increased to the required wheel torque after the variations in the torque transmission distribution have been completed. As a result, the output torque can be varied to the required wheel torque earlier than the changes in the input torque, and fluctuations in the output torque during shifting can be prevented.

[0114] Preferably, a rotational speed of the input shaft (I) is varied by varying at least the input torque during shifting.

[0115] With this configuration, the rotational speed of the input shaft (I) is varied by varying at least the input torque during variations in the rotational speed of the input shaft (I). Thus, it is possible to prevent fluctuations in the output torque transmitted to the wheel side in accordance with the engagement pressure for the engagement-side engagement device in the slip engagement state due to variations in the rotation of the input shaft (I).

[0116] Preferably, the driving power source (3) includes an internal combustion engine (ENG) and a rotating electric machine (MG), and the rotating electric machine (MG), the gear change device (TM), and the wheels (W) are arranged in this order from the internal combustion engine (ENG) side along the power transmission path (2); and the engagement-side control section (46) executes the specific engagement pressure control in the case where only the rotating electric machine (MG) is caused to operate as the driving power source (3).

[0117] In the case where only the rotary electric machine (MG) is caused to operate as the driving force source (3), it is generally considered that the driver of the vehicle is highly likely to desire smooth driving with low vibration or low shock. With this configuration, smooth shifting can be performed by preventing fluctuations in the output torque in such a case. Thus, smooth driving that is highly likely to conform to the driver's desire can be achieved. Industrial applicability

[0118] The technology according to the present disclosure is suitably applicable to a control device that controls a vehicle drive transmission device in which a gear change device that has a plurality of engagement devices and that selectively establishes one of a plurality of shift speeds having different gear ratios in accordance with the engagement state of the plurality of engagement devices is provided in a power transmission path connecting a drive power source and wheels. Description of reference symbols 1 vehicle drive transmission device 2 Power transmission path 3 Driving force device 30 Control device for vehicle drive transmission device (control device) 41 Internal combustion engine control area 42 Rotating electrical machine control area 43 Gear change control area 45 Integration control area 46 engagement-side control area 47 release-side control area 48 Input torque change range ENG internal combustion engine I Input shaft MG rotary electric machine O Output wave TM gear change device W bike< / ablaufdiagramm> < / drehmomentphase> < / vorphasensteuerung>

Claims

[1] A control device (30) that controls a vehicle drive transmission device (1) in which a gear change device (TM) that has a plurality of engagement devices (C1, B1, ...) and that selectively establishes one of a plurality of shift speeds with different gear ratios in accordance with an engagement state of the plurality of engagement devices (C1, B1, ...) is provided in a power transmission path (2) connecting a drive power source (3) and wheels (W), the control device (30) comprising: an engagement-side control section (46) that controls an engagement pressure for an engagement-side engagement device that is one of the plurality of engagement devices (C1, B1, ...) that is engaged to perform a shift in which a shift is made to a shift speed with a different gear ratio; a disengagement-side control section (47) that controls an engagement pressure for a disengagement-side engagement device that is one of the plurality of engagement devices (C1, B1, ...) that is disengaged to perform the shift; and an input torque changing section (48) that changes an input torque transmitted from a drive power source side to an input shaft (I) of the gear change device (TM) during shifting, characterized by , that when the shift is executed, the engagement-side control section (46) executes a specific engagement pressure control during a torque phase control in which a distribution of torque transmission between the engagement-side engagement device and the disengagement-side engagement device is varied by the engagement-side control section (46) and the disengagement-side control section (47) by controlling the engagement pressures for the engagement-side engagement device and the disengagement-side engagement device, before an inertia phase control is executed in which a rotation of the input shaft (I) is varied to increase a speed difference for the disengagement-side engagement device and decrease a speed difference for the engagement-side engagement device, and immediately after starting the torque phase control, the engagement pressure for the engagement-side engagement device is increased by the engagement-side control section (46) at a variation rate higher than a constant variation rate. [2] A control device (30) for a vehicle drive transmission device (1) according to claim 1, wherein, in the case where a power upshift, which is the shift in which a shift is made to a shift gear with a lower gear ratio, is carried out in a state where a required wheel torque, which is a torque required to be transmitted to the wheels (W), is constant or increases, the input torque changing section (48) changes the input torque in a direction of increasing the input torque, and the engagement-side control section (46) carries out the specific engagement pressure control. [3] A control device (30) for a vehicle drive transmission device (1) according to claim 1 or 2, wherein a drop in an output torque, which is a torque transmitted to the wheels (W), with respect to a required wheel torque, which is a torque required to be transmitted to the wheels (W), during variations in the distribution of torque transmission is equal to or smaller than a predetermined amount. [4] A control device (30) for a vehicle drive transmission device (1) according to any one of claims 1 to 3, wherein the engagement-side control section (46) varies the engagement pressure for the engagement-side engagement device to an engagement pressure at which a torque corresponding to the input torque after the shifting is completed can be transmitted to a wheel side in the specific engagement pressure control. [5] A control device (30) for a vehicle drive transmission device (1) according to any one of claims 1 to 4, wherein variations in the distribution of torque transmission are started before variations in rotation of the input shaft (I) are caused. [6] A control device (30) for a vehicle drive transmission device (1) according to any one of claims 1 to 5, wherein the engagement-side control section (46) varies an instruction value for varying the engagement pressure for the engagement-side engagement device with an advanced phase with respect to changes in the input torque made by the input torque changing section (48) in the specific engagement pressure control. [7] Control device (30) for a vehicle drive transmission device (1) according to one of claims 1 to 6, wherein: the input torque changing section (48) changes the input torque transmitted from the drive power source side to the gear change device (TM) while varying the distribution of the torque transmission; and the engagement-side control section (46) varies an instruction value for varying the engagement pressure for the engagement-side engagement device with an advanced phase with respect to changes in the input torque, so that an actual engagement pressure for the engagement-side engagement device is varied in phase with the changes in the input torque in the specific engagement pressure control. [8] A control device (30) for a vehicle drive transmission device (1) according to any one of claims 1 to 7, wherein the input torque changing section (48) varies the input torque to a torque corresponding to the input torque after the shifting is completed during variations in a rotational speed of the input shaft (I). [9] A control device (30) for a vehicle drive transmission device (1) according to any one of claims 1 to 8, wherein a rotational speed of the input shaft (I) is varied by varying at least the input torque during shifting. [10] A control device (30) for a vehicle drive transmission device (1) according to any one of claims 1 to 9, wherein: the driving force source (3) comprises an internal combustion engine (ENG) and a rotating electric machine (MG), and the rotating electric machine (MG), the gear change device (TM) and the wheels (W) are arranged in this order from an internal combustion engine side along the power transmission path (2); and the engagement-side control section (46) executes the specific engagement pressure control in the case where only the rotary electric machine (MG) is caused to be operated as the driving force source (3).

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