JP2009190595A - Driving controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving controller of a vehicle for properly detecting dog release without using any stroke sensor or the like. <P>SOLUTION: This driving controller of a vehicle is provided with: a transmission means for transmitting torque while bearing reaction force of the torque of an internal combustion engine by the engagement of the dog teeth between an engagement element and an engaged element; a torque application means for applying torque to the engagement element; a force application means for applying force in a direction where the engagement mechanism is released; a torque application control means for setting target torque so that contact frictional force on the dog teeth can become smaller than the force to be applied by the force application means, and that torque acting on the engagement mechanism can be set to a prescribed value separated from 0 for control; and a release decision means for deciding that the engagement mechanism has been released when the phase change of the engagement element and the element to be engaged becomes equal to or more than a prescribed value. Thus, it is possible to properly detect the release of the engagement mechanism without using any stroke sensor or the like. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a drive control device suitable for a hybrid vehicle.

  Hybrid vehicles that include a power source such as an electric motor or a motor generator in addition to an internal combustion engine are known. In a hybrid vehicle, an internal combustion engine is operated in a highly efficient state as much as possible, while an excess or deficiency of driving force or engine braking force is compensated by an electric motor or a motor generator.

  In addition, there is known a speed change mechanism that is configured to be able to be operated by switching between a continuously variable transmission mode and a fixed speed ratio mode in the hybrid vehicle as described above. Specifically, a power distribution mechanism having four rotating elements is configured by combining two planetary gear mechanisms, and the four rotating elements are connected to the engine, the first motor generator, the output shaft, and the brake, respectively. In a state where the brake is released, the engine speed is continuously changed by continuously changing the rotation speed of the first motor generator, and the operation in the continuously variable transmission mode is executed. On the other hand, in a state where the brake is fixed, the gear ratio is fixed by preventing one rotation of the rotating element, and the operation in the fixed gear ratio mode is executed. Further, a transmission mechanism that switches between a continuously variable transmission mode and a fixed transmission ratio mode is known that uses a dog clutch that meshes the teeth of a rotating element and the teeth of a fixed element instead of the conventional wet multi-plate clutch. .

  For example, Patent Document 1 describes a mechanism for adjusting the phase of a dog clutch using a motor generator. Patent Document 2 also describes a technique related to the present invention.

JP 2006-38136 A JP 2004-345527 A

  Patent Documents 1 and 2 described above do not describe a method for appropriately detecting the release in the dog clutch without using a stroke sensor capable of detecting the axial position of a fixed element or the like.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle drive control device capable of appropriately detecting dog release without using a stroke sensor or the like. And

  In one aspect of the present invention, a meshing mechanism including an engaging element having a plurality of rotating dog teeth and an engaged element having a plurality of rotating dog teeth, the rotating dog teeth of the engaging element, and the engaged teeth. A vehicle drive control device comprising: transmission means for transmitting torque to a wheel while receiving a reaction force of the torque of the internal combustion engine by meshing with the rotation-side dog teeth of the engagement element. A torque applying means for applying, a force applying means for applying a force in a direction for releasing the meshing mechanism, and a rotation of the rotation-side dog teeth of the engaging element and the engaged element when releasing the meshing mechanism. Target applied by the torque applying means so that the contact frictional force with the side dog teeth is smaller than the force applied by the force applying means, and the torque acting on the meshing mechanism becomes a predetermined value separated from zero. Torque A torque application control unit that controls the torque application unit based on the target torque; and when the control by the torque application control unit is executed, the rotational direction of the engagement element and the engaged element Release determining means for determining that the meshing mechanism has been released when the phase change exceeds a predetermined value.

  The vehicle drive control apparatus is mounted on a hybrid vehicle having an engine and a motor generator as drive sources. Specifically, in the vehicle drive control device, the meshing mechanism includes an engagement element having a plurality of rotation-side dog teeth and an engaged element having a plurality of rotation-side dog teeth, and the transmission means is the rotation side. Torque is transmitted to the wheels while receiving the reaction force of the torque of the internal combustion engine by the engagement of the dog teeth, the torque applying means applies torque to the engagement element, and the force applying means releases the engagement mechanism in a direction. Giving power. Further, the torque application control means is configured to release the engagement mechanism so that the contact frictional force between the rotation-side dog teeth of the engaging element and the rotation-side dog teeth of the engaged element is greater than the force applied by the force application means. The target torque is set and control is performed on the torque applying means so that the torque acting on the meshing mechanism becomes a predetermined value that is smaller than 0 and decreases. That is, the target torque is set so that the torque acting on the meshing mechanism at the time of release does not become zero. The release determination means determines that the meshing mechanism has been released when the phase change in the rotation direction between the engaging element and the engaged element becomes equal to or greater than a predetermined value.

  According to the vehicle drive control device described above, the phase change between the engaging element and the engaged element can be appropriately generated at the time of release, so that without using a stroke sensor or the like that detects the stroke amount, The release of the meshing mechanism can be detected appropriately. Therefore, the sensor cost due to the addition of the stroke sensor can be reduced, and the shift time can be shortened.

  In one aspect of the vehicle drive control device, the torque application control means is configured such that when the change in operating point in the internal combustion engine is equal to or greater than a predetermined value, the torque applied by the torque application means is the internal combustion engine. The sweep speed for changing the torque is set so that the target torque approaches the target torque more slowly than when the change in the operating point is less than a predetermined value.

  According to this aspect, the meshing mechanism can be released appropriately and the meshing mechanism can be released even if there is no highly accurate control value (such as a value for controlling torque) at the current operating point. It can be detected properly.

  Preferably, in the vehicle drive control device, the torque application control unit temporarily closes backlash between the rotation-side dog teeth of the engagement element and the rotation-side dog teeth of the engaged element, and then the torque. The torque applying means is controlled so that the torque applied by the applying means is directed toward the target torque. That is, the torque application control unit can perform control so that the torque applied by the torque application unit is directed toward the target torque after the torque that once exceeds the torque that causes the torque acting on the meshing mechanism to be zero. .

  In another aspect of the vehicle drive control apparatus, the torque application control unit sets the target torque based on whether the vehicle is accelerated or decelerated after the meshing mechanism is released.

  In this aspect, based on whether the meshing mechanism is accelerated or decelerated after being released, specifically, the target torque is set in consideration of the rotational direction of the motor generator or the like after being released. Thereby, after releasing the meshing mechanism, the motor generator or the like can be appropriately rotated in the direction of acceleration or the direction of deceleration. Therefore, the shift time can be shortened and the shift shock can be reduced.

  In another aspect of the vehicle drive control device described above, the phase change in the rotation direction between the engagement element and the engaged element after the predetermined time has elapsed since the start of execution of the control by the torque application control unit A release failure determination unit that determines that the release of the meshing mechanism has failed when less than a predetermined value, and a control based on the cause of the failure when the release failure determination unit determines that the release has failed. Control means to be executed. Thereby, even when the release of the meshing mechanism fails, the control corresponding to the cause of the release failure can be appropriately executed.

  In a preferred example, the predetermined value used for the determination in the release determination means is set to a value that is at least larger than the backlash between the rotation-side dog teeth of the engaging element and the rotation-side dog teeth of the engaged element. Is done.

  Further, in a preferred example, the torque application control unit controls the torque application unit so that the meshing mechanism is released in order to shift from the fixed gear ratio mode to the continuously variable transmission mode in the hybrid vehicle.

  A vehicle drive control apparatus according to the present invention includes an engagement mechanism including an engagement element having a plurality of rotation-side dog teeth and an engagement element having a plurality of rotation-side dog teeth, and the rotation-side dog teeth and the engagement of the engagement element. A transmission means for transmitting torque to the wheel while receiving a reaction force of the torque of the internal combustion engine by meshing with the rotation-side dog teeth of the engagement element, and a torque application means for applying torque to the engagement element; Force applying means for applying a force in a direction for releasing the meshing mechanism, and contact frictional force between the rotation-side dog teeth of the engaging element and the rotation-side dog teeth of the engaged element when the meshing mechanism is released. Torque application control means for setting and controlling the target torque to be applied by the torque application means so that the torque applied to the meshing mechanism is smaller than the force applied by the means and a predetermined value apart from 0; Torque application Provided during execution of the control by the control means, when the phase change of the rotational direction between the engaging element and the engaged element exceeds a predetermined value, the release judging means judges that meshing mechanism is released, the. As a result, it is possible to appropriately detect the release of the meshing mechanism without using a stroke sensor or the like.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Device configuration]
FIG. 1 shows a schematic configuration of a hybrid vehicle to which the present invention is applied. The example of FIG. 1 is a hybrid vehicle called a mechanical distribution type two-motor type, and includes an engine (internal combustion engine) 1, a first motor generator MG 1, a second motor generator MG 2, and a power distribution mechanism 20. An engine 1 corresponding to a power source and a first motor generator MG1 corresponding to a rotation speed control mechanism are connected to a power distribution mechanism 20. The output shaft 3 of the power distribution mechanism 20 is connected to a second motor generator MG2 that is a sub power source for assisting drive torque or braking force. Second motor generator MG2 and output shaft 3 are connected via MG2 transmission 6. Further, the output shaft 3 is connected to the left and right drive wheels 9 via a final reduction gear 8. The first motor generator MG1 and the second motor generator MG2 are electrically connected via a battery, an inverter, or an appropriate controller (see FIG. 2) or directly, and the first motor generator MG1 The second motor generator MG2 is driven by the generated electric power. The first motor generator MG1 corresponds to a torque applying unit.

  The engine 1 is a heat engine that generates power by burning fuel, and examples thereof include a gasoline engine and a diesel engine. The first motor generator MG1 generates power mainly by receiving torque from the engine 1 and rotating, and a reaction force of torque accompanying power generation acts. By controlling the rotational speed of first motor generator MG1, the rotational speed of engine 1 changes continuously. Such a speed change mode is called a continuously variable speed change mode. The continuously variable transmission mode is realized by a differential action of a power distribution mechanism 20 described later.

  The second motor generator MG2 is a device that assists the driving torque or the braking force. When assisting the drive torque, the second motor generator MG2 receives power supply and functions as an electric motor. On the other hand, when assisting the braking force, the second motor generator MG2 functions as a generator that is rotated by the torque transmitted from the drive wheels 9 to generate electric power.

  FIG. 2 shows a configuration of first and second motor generators MG1 and MG2 and power distribution mechanism 20 shown in FIG.

  The power distribution mechanism 20 is a mechanism that distributes the output torque of the engine 1 to the first motor generator MG1 and the output shaft 3, and is configured to generate a differential action. Specifically, the engine 1 is connected to the first rotating element among the four rotating elements that are provided with a plurality of sets of differential mechanisms and have a differential action, and the first motor generator MG1 is connected to the second rotating element. Are connected, and the output shaft 3 is connected to the third rotating element. The fourth rotating element can be fixed by the dog brake portion 7. The dog brake unit 7 includes an engagement element (not shown) having a plurality of dog teeth and an engaged element (not shown) having a plurality of dog teeth, and is controlled by the brake operation unit 5. That is, the dog brake part 7 functions as a meshing mechanism. Specifically, in the dog brake portion 7, the engaging element corresponds to a rotating element having a plurality of rotating dog teeth, and the engaged element corresponds to a fixing element having a plurality of fixed dog teeth. Hereinafter, the engaging element is referred to as a “rotating element”, and the engaged element is referred to as a “fixed element”.

  In a state where the dog brake unit 7 does not fix the fourth rotation element, the rotation speed of the engine 1 is continuously changed by continuously changing the rotation speed of the first motor generator MG1, and the continuously variable transmission mode Is realized. On the other hand, when the dog brake unit 7 is fixing the fourth rotating element, the transmission gear ratio determined by the power distribution mechanism 20 is fixed to the overdrive state (that is, the engine speed is smaller than the output speed). Thus, the fixed gear ratio mode is realized.

  In the present embodiment, as shown in FIG. 2, the power distribution mechanism 20 is configured by combining two planetary gear mechanisms. The first planetary gear mechanism includes a ring gear 21, a carrier 22, and a sun gear 23. The second planetary gear mechanism is a double pinion type and includes a ring gear 25, a carrier 26, and a sun gear 27.

  The output shaft 2 of the engine 1 is connected to the carrier 22 of the first planetary gear mechanism, and the carrier 22 is connected to the ring gear 25 of the second planetary gear mechanism. These constitute the first rotating element. The rotor 11 of the first motor generator MG1 is connected to the sun gear 23 of the first planetary gear mechanism, and these constitute a second rotating element.

  The ring gear 21 of the first planetary gear mechanism and the carrier 26 of the second planetary gear mechanism are connected to each other and to the output shaft 3. These constitute the third rotating element. Further, the sun gear 27 of the second planetary gear mechanism is connected to the rotation shaft 29 and constitutes a fourth rotation element together with the rotation shaft 29. The rotating shaft 29 can be fixed by the dog brake unit 7.

  The power supply unit 30 includes an inverter 31, a converter 32, an HV battery 33, and a converter 34. The first motor generator MG1 is connected to the inverter 31 by a power line 37, and the second motor generator MG2 is connected to the inverter 31 by a power line 38. The inverter 31 is connected to the converter 32, and the converter 32 is connected to the HV battery 33. Further, the HV battery 33 is connected to the auxiliary battery 35 via the converter 34.

  Inverter 31 exchanges power with motor generators MG1 and MG2. During regeneration of the motor generator, the inverter 31 converts the electric power generated by the motor generators MG1 and MG2 into the direct current and supplies the direct current to the converter 32. Converter 32 converts the electric power supplied from inverter 31 to charge HV battery 33. On the other hand, when the motor generator is powered, the DC power output from the HV battery 33 is boosted by the converter 32 and supplied to the motor generator MG1 or MG2 via the power line 37 or 38.

  The electric power of the HV battery 33 is converted into a voltage by the converter 34 and supplied to the auxiliary battery 35, and used for driving various auxiliary machines.

  The operation of the inverter 31, the converter 32, the HV battery 33, and the converter 34 is controlled by the ECU 4. The ECU 4 controls the operation of each element in the power supply unit 30 by transmitting a control signal S4. A necessary signal indicating the state of each element in the power supply unit 30 is supplied to the ECU 4 as a control signal S4. Specifically, an SOC (State Of Charge) indicating the state of the HV battery 33, an input / output limit value of the battery, and the like are supplied to the ECU 4 as a control signal S4.

  Further, the dog brake unit 7 is provided with a rotation sensor 40 capable of detecting a phase change between a rotating element having a rotating dog tooth and a fixed element having a fixed dog tooth. The rotation sensor 40 supplies a detection signal S40 corresponding to the detected phase change to the ECU 4.

  The ECU 4 controls the control signals S1 to S3 by transmitting and receiving them to and from the engine 1, the first motor generator MG1, and the second motor generator MG2. Further, the ECU 4 supplies a brake operation instruction signal S5 to the brake operation unit 5. The brake operation unit 5 controls the fixation (engagement) / release in the dog brake unit 7 based on the brake operation instruction signal S5. Although details will be described later, the ECU 4 corresponds to torque application control means, release determination means, release failure determination means, and control means in the present invention.

  FIG. 3 shows an alignment chart in the fixed speed ratio mode of the power distribution mechanism 20. In the fixed gear ratio mode, as shown by the black circles in FIG. 3, the dog brake portion 7 is fixed by meshing the rotation-side dog teeth with the fixed-side dog teeth. In the continuously variable transmission mode, the reaction force of the engine torque is supported by the first motor generator MG1 as indicated by an arrow 90 (note that FIG. 3 shows a nomographic chart in the fixed transmission ratio mode. For the sake of convenience, this figure is used to explain the continuously variable transmission mode). On the other hand, in the fixed gear ratio mode, the reaction force of the engine torque is mechanically supported by the dog brake unit 7 as indicated by an arrow 91.

  FIG. 4 schematically illustrates a configuration example of the dog brake unit 7. In this example, the dog brake unit 7 includes a rotation element 71 and a fixed element 72. The rotation element 71 includes a plurality of rotation-side dog teeth 71a and is connected to the sun gear 27 of the second planetary gear mechanism shown in FIG. 2, and as indicated by an arrow A3, the sun gear 27 as the fourth rotation element. Rotate according to the rotation. Specifically, torque based on the torque of engine 1 and the torque of first motor generator MG1 (hereinafter referred to as “dog portion torque”) is applied to rotating element 71. This dog portion torque is a resistance force against the stroke of the fixed element 72 at the time of shifting directly or indirectly. On the other hand, the fixed element 72 includes a plurality of fixed-side dog teeth 72a, is configured to be non-rotatable, and is configured to be movable (stroked) in the axial direction as indicated by an arrow A5. Specifically, the fixing element 72 is moved in the arrow A5 direction by an actuator (not shown) or the like. By moving the fixing element 72 in this way, the rotating element 71 and the fixing element 72 are engaged (engaged). In this case, the gear is shifted from the continuously variable transmission mode to the fixed gear ratio mode.

  Further, as indicated by an arrow A2, the fixing element 72 is applied with a force (hereinafter referred to as “spring force”) by a spring or the like that functions as force applying means. In this case, a contact frictional force (force depending on the above-described dog portion torque) acting between the rotation-side dog teeth 71a and the fixed-side dog teeth 72a as indicated by reference numeral A1 is applied to the fixed element 72. When it becomes smaller than the spring force, the fixing element 72 moves in the direction of the arrow A2. As a result, the engagement between the rotating element 71 and the fixed element 72 is released. In such a case, the gear is shifted from the fixed gear ratio mode to the continuously variable transmission mode. For example, when the torque of the engine 1 and the torque of the first motor generator MG1 are balanced via the gear, that is, when the dog portion torque becomes 0, the engagement between the rotating element 71 and the fixed element 72 is released. . In this case, since the contact frictional force is minimized, the engagement is released in a short time by the spring force. In the following, the dog brake part 7 is also simply referred to as “dog part”.

[Dog release determination method]
Next, a method for determining release (hereinafter also referred to as “dog release”) in the dog brake unit 7 will be described. In this embodiment, when shifting from the fixed gear ratio mode to the continuously variable transmission mode, control is performed so as to change the dog portion torque, and the rotational direction of the rotating element 71 and the fixed element 72 during such control is changed. The dog release is determined based on the phase change. Specifically, the ECU 4 determines the dog release by setting the target torque to be applied from the first motor generator MG1 and performing control. Specifically, the ECU 4 determines that the contact friction force acting between the rotation-side dog teeth 71a and the fixed-side dog teeth 72a is smaller than the spring force, and the dog torque is a predetermined value away from zero. The target torque of one motor generator MG1 is set, and dog release is determined.

  The reason for performing the dog release determination method as described above is as follows. Basically, in order to detect dog release without using a stroke sensor capable of detecting the axial position of the fixed element 72 or the like, the phase change between the rotating element 71 and the fixed element 72 can be detected. It can be said that it is necessary. In such a case, when the dog portion torque becomes 0 and the dog release is performed, the rotation element 71 does not rotate and no phase change occurs, so the phase change cannot be detected and the dog release is performed. It will be difficult to detect properly. Therefore, in the present embodiment, the contact friction force at the dog portion is smaller than the spring force, and the dog portion torque becomes a predetermined value away from 0 (that is, the dog portion torque does not become zero when the dog is released). As described above, dog release is determined by setting the target torque of the first motor generator MG1 and performing control. Thereby, the phase change of the rotation direction of the rotation element 71 and the fixed element 72 can be appropriately generated when the dog is released. Therefore, according to this embodiment, it is possible to appropriately detect dog release (that is, completion of shifting from the fixed gear ratio mode to the continuously variable transmission mode) without using a stroke sensor or the like that detects the stroke amount. Become.

  Next, the control performed by the ECU 4 in the present embodiment will be specifically described with reference to FIGS.

  First, a method for determining a shift parameter to be set when shifting from the fixed gear ratio mode to the continuously variable transmission mode will be described. In the present embodiment, when performing the gear shift, a parameter for controlling the torque of the first motor generator MG1 (hereinafter also referred to as “MG1 torque”), the engine torque, and the like is determined as the gear shift parameter. Specifically, the ECU 4 determines a shift torque command method based on the engine torque estimation accuracy, and sets a shift parameter according to the shift torque command method.

  Here, a procedure for determining the shift torque command method based on the engine torque estimation accuracy will be described. In the present embodiment, a method (shift torque command method) for controlling the dog portion torque when shifting from the fixed gear ratio mode to the continuously variable transmission mode is determined based on the engine torque estimation accuracy. Specifically, the ECU 4 is based on the change in the operating point in the engine 1, more specifically, on the basis of the change in the operating point from the time when highly accurate torque estimation is performed. Switches the command method for engine torque. As a highly accurate torque estimation method, for example, when the MG1 torque is swept while monitoring the phase change between the rotation element 71 and the fixed element 72, the fixed-side dog teeth 72a and the rotation-side dog teeth 71a There is a method of estimating the engine torque based on the MG1 torque when the phase changes in a range smaller than the backlash (in other words, “backlash”).

  FIG. 5 is a diagram for specifically explaining the shift torque command method. FIG. 5 shows the engine rotation deviation on the horizontal axis and the air load factor deviation on the vertical axis. The air load factor deviation is an index correlated with a change in engine torque. In FIG. 5, the change in the operating point in the engine 1 increases as it goes in the upper right direction, and the engine torque estimation accuracy decreases. The region R1 corresponds to a region where the change in operating point is less than a predetermined value, and the regions R2 and R3 correspond to regions where the change in operating point is equal to or greater than a predetermined value. Specifically, the region R3 corresponds to a region where the engine torque estimation accuracy is lower than that of the region R2.

  When the operating point is located in the region R1, since an accurate engine torque estimation result exists, the ECU 4 outputs the engine torque and the MG1 torque estimated by the highly accurate torque estimation method as described above. Thus, a command (hereinafter referred to as “direct command”) is issued, and the shift from the fixed gear ratio mode to the continuously variable transmission mode is performed (that is, dog release is performed). That is, the ECU 4 directly issues a command so that the engine torque and the MG1 torque based on the estimation result are output without sweeping the MG1 torque. When control is performed by such a direct command, the shift time can be effectively shortened.

  When the operating point is located in the region R2, it is considered that the estimation accuracy of the engine torque is relatively low. Therefore, the ECU 4 issues a command to sweep the MG1 torque (hereinafter referred to as “sweep command”). Thus, shifting from the fixed gear ratio mode to the continuously variable transmission mode is performed (that is, dog release is performed). That is, the ECU 4 issues a sweep command so that the MG1 torque gradually approaches the target torque without issuing the direct command as described above. Further, in this case, the ECU 4 determines the difference between the MG1 torque and the target torque (hereinafter referred to as “sweep width”) when starting the sweep of the MG1 torque based on the operating point of the engine 1. . Specifically, the ECU 4 determines the sweep width having a larger value as the change in the operating point is larger. When control is performed using such a sweep command, robustness can be improved and the shift time can be shortened.

  When the operating point is located in the region R3, it is considered that the estimation accuracy of the engine torque is considerably low. Therefore, the ECU 4 uses the phase change detection in the backlash of the dog portion to search for a variable MG1 torque ( Hereinafter, this is referred to as “phase detection torque command”), and a shift from the fixed gear ratio mode to the continuously variable transmission mode is performed (that is, dog release is performed). Specifically, the ECU 4 issues a phase detection torque command so that the MG1 torque is reversed each time a phase change smaller than the backlash is detected. When control is performed using such a phase detection torque command, the shift can be completed in a relatively short time even when the estimation accuracy of the engine torque is low.

  In the above description, the example in which the phase detection torque command is issued when the change in the operating point of the engine 1 is greater than or equal to the predetermined value and the operating point is located in the region R3 has been described. A sweep command may be issued even when the position is set. That is, when the change in the operating point of the engine 1 is not less than a predetermined value, a sweep command may be issued in all cases.

  Next, the above sweep command will be specifically described. As described above, when the operating point is located in the region R2, the ECU 4 sweeps the MG1 torque in order to shift from the fixed gear ratio mode to the continuously variable transmission mode (that is, to release the dog). Issue a command. In this case, the ECU 4 first determines the command direction of the MG1 torque. Specifically, the ECU 4 determines the initial torque for starting the sweep and the inclination (sweep speed) during the sweep. Specifically, the ECU 4 determines the initial torque and the inclination based on the sweep width determined as described above. Further, the ECU 4 determines the initial torque and the inclination in consideration of the rotation direction after the dog release, that is, based on whether to accelerate or decelerate after the dog release. Specifically, the initial torque and the inclination are determined so that the phase change in the dog portion when the dog is released with the target torque is in the direction toward the target value of the subsequent rotation speed of the dog portion. By using the initial torque and inclination determined in this way, the first motor generator MG1 can be appropriately rotated in the direction of acceleration or the direction of deceleration after the dog is released. Therefore, it is possible to shorten the shift time, reduce the shift shock, and improve fuel efficiency.

  Further, the ECU 4 determines a target torque of the MG1 torque for releasing the dog. Specifically, the ECU 4 determines that the contact friction force at the dog portion is smaller than the spring force and the dog portion torque becomes a predetermined value away from 0 (that is, the dog portion torque is reduced to 0 when the dog is released). Set the target torque of MG1 torque. That is, the ECU 4 sets the torque deviating from the MG1 torque when the dog portion torque becomes zero as the target torque. Thus, by setting the target torque and performing the shift, it is possible to appropriately generate a phase change in the rotation direction between the rotating element 71 and the fixed element 72 when the dog is released. Therefore, according to the present embodiment, dog release (that is, shift completion from the fixed gear ratio mode to the continuously variable transmission mode) can be detected appropriately in a short time without using a stroke sensor that detects the stroke amount. Is possible. Therefore, the sensor cost due to the addition of the stroke sensor can be reduced, and the shift time can be shortened. Such setting of the target torque is performed not only when a sweep command is issued, but also when a direct command is issued.

  FIG. 6 is a diagram for specifically explaining the sweep command. FIG. 6A shows an example of an alignment chart in the continuously variable transmission mode and the fixed transmission ratio mode. Straight lines C1 and C3 show collinear charts in the continuously variable transmission mode, and straight line C2 shows a collinear chart in the fixed gear ratio mode. When accelerating by shifting from the fixed gear ratio mode to the continuously variable transmission mode, for example, as indicated by an arrow C4, the state changes from a state indicated by a straight line C2 to a state indicated by a straight line C3. On the other hand, when shifting from the fixed gear ratio mode to the continuously variable transmission mode and decelerating, for example, as indicated by the arrow C5, the state changes from the state indicated by the straight line C2 to the state indicated by the straight line C1.

  FIG. 6B shows an example of a time chart when a sweep command is issued. FIG. 6B shows time on the horizontal axis and MG1 torque on the vertical axis. Further, a solid line E1 shows a graph in a case where the vehicle is accelerated by shifting as indicated by an arrow C4 in FIG. An alternate long and short dash line E2 indicates a graph in the case of shifting and decelerating as indicated by an arrow C5 in FIG. 6B is defined as a positive rotation direction in first motor generator MG1, and a lower direction in FIG. 6B is defined as a negative rotation direction in first motor generator MG1.

  As described above, when there is a shift request, the ECU 4 first determines the initial torque and inclination (sweep speed) when sweeping the MG1 torque. Specifically, the ECU 4 determines the initial torque and the inclination based on the sweep width, whether to accelerate or decelerate after dog release. For example, the ECU 4 determines the initial torque Tr11 and the slope E3 when accelerating by shifting and determines the initial torque Tr21 and the slope E6 when decelerating by shifting. In addition, when accelerating, it is the sweep width E4, and when decelerating, it is the sweep width E7. Next, the ECU 4 sets a target torque for the MG1 torque. Specifically, the ECU 4 sets a torque deviating from the MG1 torque Tr0 when the dog portion torque becomes zero as the target torque. For example, the ECU 4 determines the target torque Tr12 when shifting and accelerating, and determines the target torque Tr22 when shifting and decelerating. In this case, the target torque Tr12 is a torque larger than the MG1 torque Tr0 (torque located in the positive rotation direction), and the target torque Tr22 is a torque smaller than the MG1 torque Tr0 (torque located in the negative rotation direction). The initial value offset amount from the MG1 torque Tr0 is calculated from the target torques Tr12 and Tr22, the sweep widths E4 and E7, and the like.

  A control result in the case of using the initial torque, inclination, and target torque determined as described above will be described. First, a description will be given of a case where acceleration is performed by shifting (see a solid line E1 in FIG. 6B). In this case, at time t11, control for shifting from the fixed gear ratio mode to the continuously variable transmission mode is started, and the MG1 torque is swept with the initial torque Tr11 and the gradient E3. That is, the MG1 torque is gradually decreased from the initial torque Tr11 at the inclination E3. Thereafter, at time t12, the MG1 torque substantially reaches the target torque Tr12. At this time, the contact friction force acting on the dog portion becomes smaller than the spring force, the dog release is performed, and the shift is completed. Then, after time t12, as indicated by reference numeral E5, the MG1 torque increases. That is, the first motor generator MG1 rotates in the forward rotation direction. As a result, it is possible to appropriately execute acceleration after shifting.

  On the other hand, the case of shifting and decelerating (see the one-dot chain line E2 in FIG. 6 (b)), at time t11, control for shifting from the fixed gear ratio mode to the continuously variable transmission mode is started. The MG1 torque is swept by the torque Tr21 and the inclination E6. Specifically, the sweep is performed after the dog portion torque crosses over the MG1 torque Tr0 corresponding to 0, that is, after the backlash between the rotation-side dog teeth 71a and the fixed-side dog teeth 72a is once packed. In this case, the MG1 torque is gradually increased from the initial torque Tr21 at the gradient E6. Thereafter, at time t12, the MG1 torque substantially reaches the target torque Tr22. At this time, the contact friction force acting on the dog portion becomes smaller than the spring force, the dog release is performed, and the shift is completed. Then, after time t12, as indicated by reference numeral E8, the MG1 torque decreases. That is, the first motor generator MG1 rotates in the negative rotation direction. Thereby, it is possible to appropriately execute the deceleration after the shift.

  In the above description, the example in which the MG1 torque reaches the target torque without straddling the MG1 torque Tr0 during the sweep is shown. However, the MG1 torque may reach the target torque across the MG1 torque Tr0 during the sweep. For example, when increasing by shifting, the MG1 torque Tr0 may be straddled before the sweep as shown by a one-dot chain line E2, and the MG1 torque may reach the target torque after straddling the MG1 torque Tr0 during the sweep. .

  Next, the phase detection torque command described above will be specifically described. As described above, when the operating point is located in the region R3, the ECU 4 changes the phase in the backlash of the dog portion in order to shift from the fixed gear ratio mode to the continuously variable transmission mode (that is, to release the dog). A phase detection torque command for searching for variable MG1 torque using detection is issued. Specifically, the ECU 4 issues a phase detection torque command for inverting the MG1 torque every time a phase change smaller than the backlash is detected. In this way, by repeatedly reversing the MG1 torque based on the phase change, dog release is performed by the spring force applied to the fixed element 72. Therefore, even when the estimation accuracy of the engine torque is considerably low, the shift can be completed in a relatively short time (for example, in a shorter time than when the control is performed with the sweep command as described above). It becomes.

  FIG. 7 is a diagram for specifically explaining the phase detection torque command. FIG. 7A is a diagram for explaining the phase change of the dog portion that occurs at the time of the phase detection torque command. FIG. 7A shows a part of the rotation-side dog tooth 71 a in the rotation element 71 and a part of the fixed-side dog tooth 72 a in the fixing element 72. In this case, the rotation-side dog teeth 71a and the fixed-side dog teeth 72a are meshed, that is, the fixed gear ratio mode is set. In the fixed gear ratio mode, basically, torque as indicated by the arrow B1 in the figure acts between the rotating element 71 and the fixed element 72, and the reaction force of the engine torque is mechanically supported at the dog portion. Will be. When the dog portion is in such a state, when the MG1 torque as indicated by the arrow B2 opposite to the arrow B1 is applied to the rotating element 71, the torque as indicated by the arrow B1 tends to decrease. When MG1 torque is applied to the rotating element 71 in this way, the rotating element 71 moves relative to the fixed element 72, that is, the phase between the rotating element 71 and the fixed element 72 changes. Specifically, the phase of the rotating element 71 and the fixed element 72 changes to a value corresponding to the backlash B3 between the rotating dog teeth 71a and the fixed dog teeth 72a.

  In the present embodiment, the ECU 4 issues a phase detection torque command for inverting the MG1 torque every time such a phase change smaller than the backlash is detected. That is, the ECU 4 detects that a phase change corresponding to the backlash of the dog portion occurs when the direction of the dog portion torque changes, and issues a command to operate the MG1 torque. Further, when the ECU 4 reverses the KG1 torque in this way, the change speed of the MG1 torque is gradually reduced. By controlling the MG1 torque as described above, the meshing between the rotation-side dog teeth 71a and the fixed-side dog teeth 72a is gradually released by the spring force applied to the fixing element 72, and dog release is performed. It will be.

  FIG. 7B shows an example of a time chart when the phase detection torque command is issued. 7B shows the time change of the MG1 torque, and the lower part of FIG. 7B shows the phase change. In this case, at time t21, control for shifting from the fixed gear ratio mode to the continuously variable transmission mode is started, and a phase detection torque command is issued. Thereafter, from time t21 to time t22, control for inverting the MG1 torque is performed each time a phase change smaller than the backlash is detected, and the change speed of the MG1 torque is gradually reduced. As a result, at time t22, dog release is performed, and the shift is completed.

  Next, a method for determining dog release will be described. In the present embodiment, the ECU 4 determines that the dog has been released when the phase change in the rotational direction between the rotating element 71 and the fixed element 72 is equal to or greater than a predetermined value during the control for the MG1 torque as described above. For example, the predetermined value used for the determination is set to a value larger than at least the backlash between the rotation-side dog teeth 71a and the fixed-side dog teeth 72a. That is, the ECU 4 determines that the dog is released when the phase change between the rotation-side dog teeth 71a and the fixed-side dog teeth 72a exceeds the range of values that can be taken in the engaged state. Accordingly, it is possible to appropriately detect the dog release without using a stroke sensor for detecting the stroke amount.

  FIG. 8 is a diagram for specifically explaining a method for determining dog release. FIG. 8A shows a part of the rotation-side dog teeth 71 a in the rotation element 71 and a part of the fixed-side dog teeth 72 a in the fixing element 72. The straight line F3 represents the current phase of the rotation-side dog teeth 71a and the fixed-side dog teeth 72a, and the straight lines F1 and F2 represent phase threshold values (hereinafter referred to as “release determination phase”) used to determine dog release. This is an example of “threshold”. Such a release determination phase threshold is set based on the backlash indicated by reference numeral F4 (set to a phase obtained by adding / subtracting a predetermined value to / from a phase corresponding to the backlash, etc.), and on the positive rotation direction side And the negative rotation direction side.

  FIG. 8B shows a temporal change in the phase between the rotation-side dog teeth 71a and the fixed-side dog teeth 72a. In this case, at time t31, control for shifting from the fixed gear ratio mode to the continuously variable transmission mode is started. Thereafter, between time t31 and time t32, the phases of the rotation-side dog teeth 71a and the fixed-side dog teeth 72a change between the release determination phase threshold G1 and the release determination phase threshold G2. At time t32, the phase between the rotation-side dog teeth 71a and the fixed-side dog teeth 72a becomes equal to or greater than the release determination phase threshold G1. At this time, the ECU 4 determines that the dog has been released, that is, determines that the shift from the fixed gear ratio mode to the continuously variable transmission mode has been completed.

  Next, a dog release failure determination method and a fail control method at the time of dog release failure will be described. In the present embodiment, the ECU 4 performs a predetermined phase change in the rotational direction between the rotating element 71 and the fixed element 72 after a predetermined time has elapsed from the start of execution of control for shifting from the fixed gear ratio mode to the continuously variable transmission mode. If it is less than the value, it is determined that the dog release has failed (in other words, it is determined that the shift has failed). Then, the ECU 4 determines the cause of the dog release failure based on the phase change information, the MG1 torque information, and the like, and executes fail control according to the failure cause. Specifically, the ECU 4 executes, as fail control, a shift continuation by torque increase / decrease, a shift retry, a shift stop, a retreat travel, and the like.

  FIG. 9 shows a table in which the cause of dog release failure is associated with fail control. As shown in FIG. 9, when the dog release fails due to the small MG1 torque, the ECU 4 responds so that the shift is continued. Specifically, the ECU 4 adds the target torque of the MG1 torque and continues the shift as the fail control. Next, when the dog release fails due to the large MG1 torque, the ECU 4 responds so that the shift is continued. Specifically, the ECU 4 continues the speed change by reducing the target torque of the MG1 torque as the fail control. Next, when the dog release fails due to insufficient shift power, the ECU 4 stops the shift and executes the retreat travel. That is, the ECU 4 returns to the fixed gear ratio mode as the fail control and continues the retreat travel. Next, when the dog release fails due to the fact that the vehicle is in the evacuation travel, the ECU 4 tries the gear shift again during the evacuation travel as the fail control. By performing the fail control as described above, it is possible to appropriately execute the continuous travel and the retreat travel even when the shift fails.

  FIG. 10 is a diagram illustrating an example of fail control performed when the cause of the failure is that the MG1 torque is small. The upper part of FIG. 10 shows the time change of the MG1 torque, and the lower part of FIG. 10 shows the phase change. In this case, at time t41, control for shifting from the fixed gear ratio mode to the continuously variable transmission mode is started. Thereafter, the failure from the time t42 to the time t43 (failure determination time) and the dog release failure determination are performed. In this case, although the MG1 torque has reached the target torque Tr3, only a phase change smaller than the backlash has occurred, so it is determined that the dog release has failed and the MG1 torque is small. Determined to be the cause of failure. Therefore, fail control is executed from time t43. Specifically, shifting is continued by adding the target torque in the MG1 torque. Thereby, at time t44, the dog release is performed and the shift is completed.

  FIG. 11 is a diagram illustrating an example of fail control performed when the cause of the failure is that the MG1 torque is large. 11 shows the time change of the MG1 torque, and the lower part of FIG. 11 shows the phase change. In this case, at time t51, control for shifting from the fixed gear ratio mode to the continuously variable transmission mode is started. Thereafter, the failure from the time t52 to the time t53 (failure determination time) and the dog release failure determination are performed. In this case, since the MG1 torque has reached the target torque Tr4 and no phase change has occurred, it is determined that the dog release has failed, and the fact that the MG1 torque is large is the cause of the failure. Determined. Therefore, fail control is executed from time t53. Specifically, the shift is continued by reducing the target torque in the MG1 torque. Thereby, at time t54, the dog release is performed and the shift is completed.

  FIG. 12 is a diagram illustrating an example of fail control that is performed when the cause of the failure is insufficient shift power. The upper part of FIG. 12 shows the change over time of the MG1 torque, and the lower part of FIG. 12 shows the change over time of the battery power. In this case, at time t61, control for shifting from the fixed gear ratio mode to the continuously variable transmission mode is started. Thereafter, a failure determination of dog release is performed during a period from time t62 to time t63 (failure determination time). In this case, since the battery power exceeds the power limit value H1, it is determined that the dog release has failed, and it is determined that the cause of the failure is that the shift power is insufficient. Therefore, fail control is executed from time t63. Specifically, the shift is stopped (that is, returned to the fixed gear ratio mode), and the retreat travel is executed.

[Dog release processing]
Next, with reference to FIG. 13 and FIG. 14, a process (dog release process) specifically performed by the ECU 4 to release the dog, in other words, to change the speed from the fixed gear ratio mode to the continuously variable transmission mode will be described. To do.

  FIG. 13 is a flowchart showing the entire dog release process. This process is repeatedly executed by the ECU 4.

  First, in step S101, the ECU 4 acquires operating state information. Specifically, the ECU 4 determines the rotational speed of each rotating element, the torque, the state of the engaging element such as the brake unit 7 and the clutch, the driver's accelerator, the brake, the shift operation, the battery, the motor generators MG1 and MG2, the inverter 31, and the like. The state is acquired as driving state information. Then, the process proceeds to step S102.

  In step S102, the ECU 4 determines whether a shift from the fixed gear ratio mode to the continuously variable transmission mode is in progress. Specifically, the ECU 4 determines whether or not a shift from the fixed gear ratio mode is being performed based on the driving state information acquired in step S101. If the shift from the fixed gear ratio mode is being performed (step S102; Yes), the process proceeds to step S106. If the shift is not being performed from the fixed gear ratio mode (step S102; No), the process proceeds to step S103.

  In step S103, the ECU 4 determines whether there is a shift request from the fixed gear ratio mode to the continuously variable transmission mode based on the vehicle speed, the driving force, and the like. If there is a shift request (step S103; Yes), the process proceeds to step S104. If there is no shift request (step S103; No), the process exits the flow.

  In step S104, the ECU 4 performs a process (shift parameter setting process) for setting a shift parameter used for shifting from the fixed gear ratio mode to the continuously variable transmission mode. Specifically, the ECU 4 determines a shift torque command method based on the engine torque estimation accuracy, and sets a shift parameter according to the shift torque command method. Then, the process proceeds to step S105. Details of the shift parameter setting process will be described later.

  In step S105, the ECU 4 executes control (shift control) for shifting from the fixed gear ratio mode to the continuously variable transmission mode according to the transmission parameter set in step S104. Specifically, control is performed on the MG1 torque and the engine torque according to the shift parameter. When the above process ends, the process exits the flow.

  On the other hand, in step S106, the ECU 4 determines whether or not the shift from the fixed gear ratio mode to the continuously variable transmission mode has been completed. Specifically, the ECU 4 determines the completion of the shift based on whether or not the phase change in the rotation direction between the rotating element 71 and the fixed element 72 has reached a predetermined value or more (see FIG. 8). In this case, the predetermined value used for the determination is set to a value larger than at least the backlash between the rotation-side dog teeth 71a and the fixed-side dog teeth 72a. When the phase change is equal to or greater than the predetermined value, the ECU 4 determines that the shift has been completed. In this case (step S106; Yes), the process exits the flow. On the other hand, when the phase change is less than the predetermined value, the ECU 4 determines that the shift is not completed. In this case (step S106; No), the process proceeds to step S107.

  In step S107, the ECU 4 determines whether the dog release has failed. In one example, the ECU 4 determines that the dog release has failed when a predetermined time has elapsed since the start of the shift control. This is because it is considered that the dog release has failed when the phase change is less than the predetermined value (from the determination in step S106) even though the predetermined time has elapsed since the start of the shift control. Because it can. In another example, the ECU 4 determines that the dog release has failed when the MG1 torque has reached the target torque. This is because if the phase change is less than the predetermined value (from the determination in step S106) even though the MG1 torque has reached the target torque, it can be considered that the dog release has failed. is there. If the dog release fails (step S107; Yes), the process proceeds to step S108. On the other hand, when the dog release has not failed (step S107; No), the process proceeds to step S105. In this case, the shift control is continued (step S105).

  In step S108, the ECU 4 determines the cause of the dog release failure and executes fail control according to the failure cause. Specifically, the ECU 4 determines the cause of the dog release failure based on phase change information, MG1 torque information, and the like. Then, the ECU 4 executes shift continuation due to torque increase / decrease, shift retry, shift stop, evacuation travel, etc. according to the cause of failure (see FIG. 9). When the above process ends, the process exits the flow.

  Next, FIG. 14 is a flowchart showing the shift parameter setting process shown in step S104 of FIG. This process is also executed by the ECU 4.

  First, in step S401, the ECU 4 determines a shift torque command method based on the engine torque estimation accuracy. That is, the ECU 4 determines a command method for the MG1 torque and the engine torque when shifting from the fixed gear ratio mode to the continuously variable transmission mode based on the change of the operating point from the time when highly accurate torque estimation is performed. To do. Specifically, the ECU 4 determines one of a direct command, a sweep command, and a phase detection torque command based on the change in the operating point (see FIG. 5). Specifically, when the change in the operating point is less than a predetermined value (when located in the region R1 in FIG. 5), since an accurate engine torque estimation result exists, the ECU 4 determines the engine based on the torque estimation result. Commands are issued directly so that torque and MG1 torque are output. If the change in the operating point is greater than or equal to a predetermined value, it is considered that the estimation accuracy of the engine torque is low, and therefore either a sweep command or a phase detection torque command is issued. Specifically, when the operating point is located in region R2 in FIG. 5, ECU 4 issues a sweep command so as to sweep the MG1 torque. In this case, the ECU 4 also determines the sweep width based on the operating point of the engine 1. On the other hand, when the operating point is located in the region R3 in FIG. 5, it is considered that the estimation accuracy of the engine torque is considerably low. Therefore, the ECU 4 can change the speed using the phase change detection in the backlash of the dog portion. A phase detection torque command for searching for torque is issued. When the above process ends, the process proceeds to step S402.

  In step S402, the ECU 4 determines whether or not to issue a sweep command. If a sweep command is issued (step S402; Yes), the process proceeds to step S403. If a sweep command is not issued (step S402; No), the process proceeds to step S405.

  In step S403, the ECU 4 determines the command direction of the MG1 torque when issuing the sweep command. That is, the ECU 4 determines the initial torque for starting the sweep and the inclination (sweep speed) during the sweep. Specifically, the ECU 4 determines the initial torque and the inclination based on the sweep width determined in step S401. Further, the ECU 4 determines the initial torque and the inclination in consideration of the rotation direction after the dog release, that is, based on whether to accelerate or decelerate after the dog release. Specifically, the initial torque and the inclination are determined so that the phase change in the dog portion when the dog is released by the target torque is in the direction toward the target value of the subsequent rotation speed of the dog portion. When the above process ends, the process proceeds to step S404.

  In step S404, the ECU 4 determines a target torque for the MG1 torque. Specifically, the ECU 4 determines that the contact friction force at the dog portion is smaller than the spring force and the dog portion torque becomes a predetermined value away from 0 (that is, the dog portion torque is reduced to 0 when the dog is released). Set the target torque of MG1 torque. That is, the ECU 4 sets the torque deviating from the MG1 torque when the dog portion torque becomes zero as the target torque. When the above process ends, the process exits the flow.

  On the other hand, in step S405, the ECU 4 determines whether or not to directly issue a command. If a direct command is issued (step S405; Yes), the process proceeds to step S404. In this case, the target torque used when the direct command is issued is determined by the procedure as described above (step S404). On the other hand, when the command is not issued directly (step S405; No), that is, when the phase detection torque command is issued, the process proceeds to step S406.

  In step S406, the ECU 4 determines MG1 torque (phase detection control torque) when issuing the phase detection torque command. That is, the ECU 4 determines the MG1 torque that can be changed by using the phase change detection in the backlash of the dog portion. Specifically, the ECU 4 detects that a phase change corresponding to the backlash of the dog portion occurs when the direction of the dog portion torque changes, and controls the phase detection control torque so that the MG1 torque is appropriately operated. To decide. When the above process ends, the process exits the flow.

  According to the dog release process and the shift parameter setting process described above, it is possible to appropriately detect the dog release in a short time without using a stroke sensor for detecting the stroke amount.

[Modification]
In the above, the example in which the phase change is detected by the rotation sensor 40 has been described, but the present invention is not limited to this. In another example, without using the rotation sensor 40, based on the phase in the first motor generator MG1 (obtained from the resolver) and the phase in the second motor generator MG2 (obtained from the resolver), the gear ratio Such a phase change can be obtained.

  In addition, the present invention is applied to an engagement mechanism including an engagement element having a plurality of rotation-side dog teeth and an engaged element having a plurality of fixed-side dog teeth (in other words, an engagement mechanism including a rotation element and a fixation element). It is not limited to. The present invention relates to a meshing mechanism composed of an engagement element having a plurality of rotation-side dog teeth and an engaged element having a plurality of rotation-side dog teeth, that is, a meshing mechanism configured to mesh the rotation elements. Can also be applied. In other words, the present invention can also be applied to a configuration in which shifting is performed in multimode.

1 shows a schematic configuration of a hybrid vehicle according to an embodiment. The structure of a motor generator and a power transmission mechanism is shown. The alignment chart in the fixed gear ratio mode of a power distribution mechanism is shown. The schematic diagram of a dog brake part is shown. The figure for demonstrating the transmission torque command method is shown. The figure for demonstrating a sweep command is shown. The figure for demonstrating a phase detection torque command is shown. The figure for demonstrating the method of determining dog release is shown. The table which matched the failure cause of the dog release and the fail control is shown. An example of fail control that is performed when MG1 torque is small is the cause of failure. An example of fail control performed when the cause of failure is that the MG1 torque is large. An example of fail control performed when the shift power is insufficient is the cause of the failure. It is a flowchart which shows the whole process of a dog release process. It is a flowchart which shows a transmission parameter setting process.

Explanation of symbols

1 Engine 3 Output shaft 4 ECU
7 Dog brake unit 20 Power distribution mechanism 31 Inverter 32, 34 Converter 33 HV battery MG1 First motor generator MG2 Second motor generator

Claims (7)

A meshing mechanism comprising an engagement element having a plurality of rotation-side dog teeth and an engaged element having a plurality of rotation-side dog teeth, a rotation-side dog tooth of the engagement element, and a rotation-side dog tooth of the engagement element A vehicle drive control device comprising: a transmission means for transmitting the torque to the wheels while receiving the reaction force of the torque of the internal combustion engine by meshing with
Torque applying means for applying torque to the engaging element;
Force applying means for applying force in a direction to release the meshing mechanism;
When releasing the meshing mechanism, the contact frictional force between the rotation-side dog teeth of the engaging element and the rotation-side dog teeth of the engaged element is smaller than the force applied by the force applying means; and Torque applying control means for setting a target torque to be applied by the torque applying means so that the torque acting on the meshing mechanism becomes a predetermined value separated from 0, and controlling the torque applying means based on the target torque; ,
A release determination that determines that the meshing mechanism has been released when the phase change in the rotational direction of the engaging element and the engaged element becomes equal to or greater than a predetermined value during execution of the control by the torque application control means. And a vehicle drive control device.   When the change in operating point in the internal combustion engine is greater than or equal to a predetermined value, the torque application control means is more effective than the case in which the torque applied from the torque applying means is less than a predetermined change in operating point in the internal combustion engine. 2. The vehicle drive control device according to claim 1, wherein a sweep speed for changing the torque is set so as to gradually approach the target torque. 3.   The torque application control unit temporarily reduces backlash between the rotation-side dog teeth of the engagement element and the rotation-side dog teeth of the engaged element, and then the torque applied by the torque application unit becomes the target torque. The vehicle drive control device according to claim 1, wherein control is performed on the torque applying unit so as to go.   4. The vehicle drive control device according to claim 1, wherein the torque application control unit sets the target torque based on whether the torque application control unit accelerates or decelerates after the meshing mechanism is released. 5. When the phase change in the rotation direction between the engaging element and the engaged element is less than the predetermined value after a predetermined time has elapsed from the start of execution of the control by the torque application control means, the engagement mechanism is released. A release failure determination means for determining failure,
The vehicle drive control according to any one of claims 1 to 4, further comprising: a control unit that executes control based on the cause of the failure when the release failure determination unit determines that the release has failed. apparatus.   The predetermined value used for the determination in the release determination means is set to a value that is at least larger than the backlash between the rotation-side dog teeth of the engaging element and the rotation-side dog teeth of the engaged element. The vehicle drive control device according to any one of claims 1 to 5.   7. The torque application control unit according to claim 1, wherein the torque application control unit controls the torque application unit so that the meshing mechanism is released in order to shift the gear ratio from a fixed gear ratio mode to a continuously variable transmission mode in a hybrid vehicle. The vehicle drive control device according to one item.

Images