JP2010260374A - Power transmission controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a shock when connection of an electric motor is changed, without using torque of an internal combustion engine, in a power transmission controller for a vehicle provided with the electric motor as a power source. <P>SOLUTION: The power transmission controller includes: an input side clutch 51 interposed between a rotary shaft A5 rotated along with the input shaft A2 of a transmission 20 and an output shaft A4 of the electric motor 40, and an output side clutch 52 interposed between a rotary shaft A6 rotated along with an output shaft A3 of the transmission 20 and the output shaft A4 of the electric motor 40. An "In-engaged state" in which a power transmission system is formed between the input shaft A2 of the transmission 20 and the output shaft A4 of the electric motor 40 is obtained by engaging the input side clutch 51 and by disengaging the output side clutch 52. An "Out-engaged state" in which a power transmission system is formed between the output shaft A3 of the transmission 20 and the output shaft A4 of the electric motor 40 is obtained by disengaging the input side clutch 51 and by engaging the output side clutch 52. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle power transmission control device, and more particularly to a device applied to a vehicle including at least an electric motor as a power source.

  In recent years, so-called hybrid vehicles including an internal combustion engine and an electric motor (electric motor, motor generator) as power sources have been developed (see, for example, Patent Document 1). In a hybrid vehicle, an electric motor is used as a power source for generating a driving torque for driving the vehicle or as a power source for starting the internal combustion engine in cooperation with or independently of the internal combustion engine. In addition, the electric motor is used as a generator that generates regenerative torque that brakes the vehicle, or as a generator that generates electric energy supplied to and stored in the battery of the vehicle. By using the electric motor in this way, the overall energy efficiency (fuel consumption) of the entire vehicle can be improved.

JP 2000-224710 A

  By the way, in the hybrid vehicle, there are a case where a connection state (hereinafter referred to as “IN connection state”) in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission is adopted. A connection state (hereinafter referred to as an “OUT connection state”) is adopted in which a power transmission system is formed between the output shaft of the transmission and the output shaft of the transmission (accordingly, drive wheels) without passing through the transmission. And there are cases.

  In the IN connection state, the rotational speed of the output shaft of the electric motor with respect to the vehicle speed can be changed by changing the gear position of the transmission. Therefore, by adjusting the gear position of the transmission, the rotational speed of the output shaft of the motor is maintained within a range where energy conversion efficiency (more specifically, generation efficiency of drive torque, regenerative torque, etc.) is good. There is a merit that it is easy.

  On the other hand, in the OUT connection state, there is an advantage that power transmission loss can be reduced because the power transmission system does not involve a transmission having a complicated mechanism. Further, in a transmission (especially a transmission of a type that does not include a torque converter), normally, transmission of power from the input shaft to the output shaft of the transmission is temporarily performed during a gear shift operation (a gear shift operation). It is often blocked by As a result, a rapid change in acceleration in the vehicle longitudinal direction (so-called shift shock) is likely to occur. Even during such a shift operation, in the OUT connection state, the drive torque of the motor can be continuously output to the output shaft (and hence the drive wheel) of the transmission, and there is an advantage that shift shock can be reduced. .

  In view of the above, the applicant of the present application, in Japanese Patent Application No. 2007-271556, refers to the connection state of the output shaft of the motor (hereinafter also simply referred to as “motor connection state”) as an IN connection state and an OUT connection state. A switchable switching mechanism has already been proposed. In this switching mechanism, a connection state in which a power transmission system is not formed between the output shaft of the motor and the input shaft of the transmission or between the output shaft of the motor and the output shaft of the transmission (hereinafter referred to as “non-connection state”). May also be selected.

  Specifically, the switching mechanism described in the prior application includes a first meshing member that rotates in conjunction with an input shaft of a transmission, a second meshing member that rotates in conjunction with an output shaft of an electric motor, A third meshing member that rotates in conjunction with the output shaft of the machine. The first, second, and third engagement members are arranged coaxially so that the first and third engagement members sandwich the second engagement member. The first and third meshing members are arranged so as not to move in the axial direction, and the second meshing member is arranged so as to be movable in the axial direction. The position of the second meshing member in the axial direction is adjusted by an actuator.

  When the second meshing member is in the neutral position, the first and second meshing members do not mesh with each other without overlapping in the axial direction, and the second and third meshing members do not mesh with each other without overlapping with each other in the axial direction. . That is, a disconnected state is achieved. In this disconnected state, when the second meshing member moves from the neutral position to the first meshing member and the first and second meshing members overlap in the axial direction and mesh with each other, the IN connection state is achieved. Conversely, when the second engagement member moves from the neutral position to the third engagement member side in the non-connected state and the second and third engagement members overlap in the axial direction and engage with each other, the OUT connection state is achieved. The Therefore, in the switching mechanism described in the above-mentioned prior application, when the switching operation between the IN connection state and the OUT connection state is performed, a non-connection state is always present in the middle of the switching operation.

  Hereinafter, the torque transmitted to the output shaft of the transmission based on the torque of the output shaft of the internal combustion engine is referred to as “internal combustion engine side drive torque”, and the torque transmitted to the output shaft of the transmission based on the torque of the output shaft of the electric motor. Is referred to as “motor-side drive torque”. The sum of the internal combustion engine side driving torque and the electric motor side driving torque is referred to as “total driving torque”.

  In general, when the vehicle is running, the internal-combustion-engine-side drive torque and the motor-side drive torque are such that the total drive torque matches the drive torque (requested torque) required by the driver based on the accelerator pedal operation by the vehicle driver. Adjusted. When the switching operation is performed while the vehicle is running, it is desirable that the degree of a sudden change in the vehicle longitudinal acceleration (shock associated with the switching operation) that may occur with the switching operation is suppressed.

  In order to suppress the degree of shock associated with the switching operation, it is preferable that the total drive torque is adjusted to a value as close as possible to the required torque even during the switching operation. On the other hand, when the switching mechanism described in the above-mentioned prior application is used, a non-connected state is always present during the switching operation as described above. In the non-connected state, the motor side driving torque is maintained at zero. In other words, a motor-side drive torque trough whose minimum value is zero during the switching operation is inevitably formed.

  As described above, when the switching mechanism described in the prior application is used, it is necessary to use the internal combustion engine side driving torque during the switching operation in order to suppress the degree of shock accompanying the switching operation. Therefore, for example, when the vehicle travels using only an electric motor as a power source in a state where the internal combustion engine is stopped (so-called EV travel), when the internal combustion engine side drive torque is not available, the degree of shock associated with the switching operation is reduced. It becomes difficult to suppress. Therefore, the arrival of a switching mechanism that can suppress the degree of shock associated with the switching operation without using the internal combustion engine side drive torque is desired.

  An object of the present invention is a vehicle power transmission control device applied to a vehicle having at least an electric motor as a power source, without using a driving torque other than the electric motor side driving torque, such as an internal combustion engine side driving torque. An object of the present invention is to provide a device capable of suppressing the degree of shock associated with the switching operation.

  A vehicle power transmission control device according to the present invention includes a transmission, a switching mechanism, and a control means. Hereinafter, it will be described in order.

  The transmission includes an input shaft (a power transmission system is formed with the output shaft of the internal combustion engine) and an output shaft with a power transmission system formed between the drive wheels of the vehicle. . The transmission is configured to be able to adjust the ratio of the rotational speed of the input shaft of the transmission to the rotational speed of the output shaft of the transmission (transmission reduction ratio).

  Even if the transmission is a multi-stage transmission capable of setting a plurality of different predetermined reduction ratios as the transmission reduction ratio, the reduction ratio is continuously adjusted (steplessly) as the transmission reduction ratio. It may be a continuously variable transmission.

  The transmission includes a torque converter and a multi-stage transmission or a continuously variable transmission (so-called automatic transmission (AT)) in which a speed change operation is automatically executed according to the running state of the vehicle. A multi-stage transmission (so-called manual transmission (MT)) that does not include a converter may be used. In the case of MT, even if the shift operation is executed by the driving force of the actuator based on the signal indicating the position of the shift lever operated by the driver, the traveling state of the vehicle regardless of the shift lever operation by the driver In response to this, a type (so-called automated manual transmission) in which the shift operation can be automatically executed by the driving force of the actuator may be employed.

  The switching mechanism includes an input side clutch mechanism and an output side clutch mechanism. The input side clutch mechanism is a clutch interposed between a first shaft (any one of the input shaft of the transmission and a rotating shaft rotating in conjunction with the input shaft of the transmission) and the output shaft of the electric motor. It is a mechanism and can be adjusted to a joined state in which power is transmitted between the first shaft and the output shaft of the electric motor and a cut-off state in which the power is not transmitted. In the input side clutch mechanism, the maximum value of the torque that can be transmitted (input side clutch torque) can be adjusted. The output side clutch mechanism is a clutch interposed between a second shaft (any one of the output shaft of the transmission and a rotating shaft rotating in conjunction with the output shaft of the transmission) and the output shaft of the electric motor. It is a mechanism and can be adjusted to a joined state in which power is transmitted between the second shaft and the output shaft of the electric motor and a cut-off state in which the power is not transmitted. In the output side clutch mechanism, the maximum value of torque that can be transmitted (output side clutch torque) can be adjusted.

  The control means controls the electric motor and the switching mechanism. In the control means, the input side clutch mechanism is adjusted to the engaged state so that the input side clutch torque is adjusted to a value larger than zero and the output side clutch mechanism is adjusted to the disengaged state to adjust the output side clutch torque. Is adjusted to zero, the connection state of the motor is set to the IN connection state. Further, the input side clutch mechanism is adjusted to the disengaged state so that the input side clutch torque is adjusted to zero, and the output side clutch mechanism is adjusted to the engaged state so that the output side clutch torque is greater than zero. By adjusting, the connection state of the electric motor is set to the OUT connection state.

  Hereinafter, one and the other of the input side connection state and the output side connection state are referred to as “first connection state” and “second connection state”, respectively, and the input side clutch torque and the output side clutch torque Of these, the clutch torques related to power transmission in the first and second connected states are referred to as “first clutch torque” and “second clutch torque”, respectively.

  Based on the fact that a switching condition, which is a condition for switching from the first connection state to the second connection state while the vehicle is running in the first connection state, is established, "I do. In the switching operation, the first clutch torque (which has been adjusted to a value greater than zero) is reduced to zero and the second clutch torque (which has been maintained at zero) is reduced during the first clutch torque reduction. Increase from zero. More specifically, in the switching operation, the first clutch torque decreases from “value adjusted in the motor connection state before switching (> 0)” to zero, and the second clutch torque decreases from zero to “ It increases to a value (> 0) adjusted in the motor connection state after switching. By this switching operation, the connection state of the electric motor is switched from the first connection state to the second connection state.

  According to the above configuration, during the switching operation, the second clutch torque increases from zero while the first clutch torque is decreasing toward zero. Therefore, by appropriately adjusting the driving torque of the output shaft of the electric motor, the electric motor side driving torque can be adjusted to change at a value larger than zero during the switching operation. Furthermore, it can be adjusted so that the motor side driving torque changes at a value close to the required torque during the switching operation. Thus, since the motor side driving torque can be used during the switching operation, the degree of shock accompanying the switching operation can be suppressed without using a driving torque other than the motor side driving torque such as the internal combustion engine side driving torque.

  Hereinafter, a value obtained by multiplying the ratio of the rotation speed of the first shaft to the rotation speed of the input shaft of the transmission by the transmission reduction ratio is referred to as an “input-side reduction ratio”, and the rotation speed of the output shaft of the transmission. The ratio of the rotational speed of the second shaft to the above is referred to as “output-side reduction ratio”. A sum of a value obtained by multiplying the input side clutch torque by the input side reduction ratio and a value obtained by multiplying the output side clutch torque by the output side reduction ratio is referred to as “total clutch torque”.

  In the above-described power transmission control device according to the present invention, it is preferable that the first and second clutch torques are adjusted so that the total clutch torque matches the required torque during the switching operation. . In this case, during the switching operation, the drive torque of the output shaft of the electric motor is adjusted to a value larger than the sum of the first and second clutch torques, so that the rotational speed of the output shaft of the electric motor ( (Hereinafter referred to as “motor rotational speed”) is adjusted to a rotational speed that is equal to or higher than the rotational speed corresponding to the speed of the vehicle (hereinafter referred to as “switched vehicle speed corresponding rotational speed”) in the second connection state. preferable.

  According to this, the motor side drive torque (= total drive torque) can be adjusted to coincide with the required torque during the switching operation (in a state where the internal combustion engine side drive torque is maintained at zero). As a result, the degree of shock associated with the switching operation can be suppressed as much as possible without using a drive torque other than the motor side drive torque such as the internal combustion engine side drive torque.

  In addition, at the end of the switching operation, the motor rotation speed is equal to or higher than the rotation speed corresponding to the vehicle speed after switching. When the motor rotation speed coincides with the vehicle speed corresponding to the post-switching vehicle speed at the end of the switching operation, no shock associated with the adjustment of the motor rotation speed occurs after the switching operation ends. In addition, when the motor rotation speed is higher than the post-switching vehicle speed corresponding rotational speed at the end of the switching operation, the motor rotational speed decreases after the switching operation ends and approaches the post-switching vehicle speed corresponding rotational speed. At this time, as the motor rotation speed decreases, the inertia torque on the output shaft side of the motor acts in the acceleration direction on the output shaft (accordingly, the drive wheels) of the transmission. That is, a shock accompanying the adjustment of the motor rotation speed is generated in the acceleration direction. As a result, it is possible to prevent a shock from occurring in the deceleration direction with the adjustment of the motor rotation speed after the switching operation is completed.

  Hereinafter, of the input side reduction ratio and the output side reduction ratio, the reduction ratios related to power transmission in the first and second connection states are referred to as “first reduction ratio” and “second reduction ratio”, respectively. First, consider a case where the second reduction ratio is greater than the first reduction ratio when the motor connection state is switched from the first connection state to the second connection state. In this case, the motor rotation speed is increased by switching the motor connection state.

  In this case, after the switching condition is satisfied and before the switching operation is started, the first clutch torque is adjusted so that a value obtained by multiplying the first clutch torque by the first reduction gear ratio matches the required torque. In addition, when the drive torque of the output shaft of the electric motor is adjusted to a value larger than the first clutch torque, the electric motor rotational speed is increased to a rotational speed equal to or higher than the rotational speed corresponding to the post-switching vehicle speed. Is preferred.

  According to this, the motor side driving torque (= total driving torque) matches the required torque after the switching condition is satisfied and before the switching operation is started (in a state where the internal combustion engine side driving torque is maintained at zero). Can be adjusted to As a result, the total drive torque can be maintained at the required torque before and after the start of the switching operation, so that the occurrence of shock before and after the start of the switching operation can be suppressed.

  In addition, at the start of the switching operation, the motor rotation speed is equal to or higher than the rotation speed corresponding to the post-switching vehicle speed. Therefore, before and after the start of the switching operation, the motor rotation speed can be smoothly changed in a range equal to or higher than the rotation speed corresponding to the post-switching vehicle speed.

  Next, consider a case where the second reduction ratio is smaller than the first reduction ratio when the motor connection state is switched from the first connection state to the second connection state. In this case, the motor rotation speed is reduced by switching the motor connection state.

  In this case, after completion of the switching operation, the second clutch torque is adjusted so that a value obtained by multiplying the second clutch torque by the second reduction ratio matches the required torque, and the output of the motor It is preferable that the rotation speed of the motor is reduced to the rotation speed corresponding to the post-switching vehicle speed by adjusting the shaft driving torque to a value smaller than the second clutch torque.

  According to this, after completion of the switching operation (in a state where the internal combustion engine side driving torque is maintained at zero), the electric motor side driving torque (= total driving torque) can be adjusted to coincide with the required torque. As a result, since the total drive torque can be maintained at the required torque before and after the end of the switching operation, the occurrence of shock before and after the end of the switching operation can be suppressed.

  In addition, after the switching operation is completed, the electric motor rotation speed can be smoothly changed from a rotation speed equal to or higher than the post-switching vehicle speed corresponding rotational speed to the post-switching vehicle speed corresponding rotational speed. Furthermore, as described above, a shock based on the inertia torque on the output shaft side of the motor is generated in the acceleration direction as the motor rotation speed decreases. As a result, it is possible to prevent a shock from occurring in the deceleration direction with the adjustment of the motor rotation speed after the switching operation is completed.

  Next, consider a case where not only an electric motor but also an internal combustion engine is used as a power source. In this case, during the switching operation, the first and second clutch torques and the internal combustion engine side drive torque are such that the sum of the total clutch torque and the internal combustion engine side drive torque matches the required torque. It is preferable to be adjusted. Also in this case, during the switching operation, the drive torque of the output shaft of the motor is adjusted to a value larger than the sum of the first and second clutch torques, so that the motor rotation speed is changed after the switching. It is preferable that the rotational speed is adjusted to be equal to or higher than the rotational speed corresponding to the vehicle speed.

  According to this, over the switching operation, the total drive torque (electric motor side drive torque + internal combustion engine side drive torque) can be adjusted to coincide with the required torque. As a result, the degree of shock associated with the switching operation can be suppressed as much as possible while using both the internal combustion engine side driving torque and the electric motor side driving torque.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle power transmission control device according to an embodiment of the present invention. It is the figure which showed 3 states which can be switched in the switching mechanism shown in FIG. In the case where the apparatus shown in FIG. 1 is applied, an example of the operation when the switching operation from the OUT connection state to the IN connection state is performed under the condition that the IN connection reduction ratio is larger than the OUT connection reduction ratio is shown. It is a time chart. In the case where the apparatus shown in FIG. 1 is applied, an example of the operation when the switching operation from the IN connection state to the OUT connection state is performed under the condition that the OUT connection reduction ratio is smaller than the IN connection reduction ratio is shown. It is a time chart.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a vehicle power transmission control device according to the present invention will be described with reference to the drawings.

(Constitution)
FIG. 1 shows a schematic configuration of a vehicle equipped with a power transmission control device (hereinafter referred to as “the present device”) according to an embodiment of the present invention. This vehicle is applied to a vehicle that includes a so-called automated manual transmission that uses a multi-stage transmission that includes an internal combustion engine and a motor generator as power sources and does not include a torque converter.

  This vehicle includes an engine (E / G) 10, a transmission (T / M) 20, a clutch (C / T) 30, a motor generator (M / G) 40, and a switching mechanism 50. . E / G10 is one of well-known internal combustion engines, for example, a gasoline engine that uses gasoline as fuel and a diesel engine that uses light oil as fuel. The output shaft A1 of E / G10 is connected to the input shaft A2 of T / M20 via C / T30.

  The T / M 20 is one of well-known multi-stage transmissions that do not include a torque converter having a plurality of (for example, five) forward gears, one reverse gear, and a neutral gear. Hereinafter, the forward gear and the reverse gear are referred to as “travel gear”. In the traveling gear stage, a power transmission system is formed between the input / output shafts A2 and A3 of the T / M 20. In the neutral stage, a power transmission system is not formed between the input / output shafts A2 and A3 of the T / M 20. In the travel gear stage, the T / M 20 can arbitrarily set a transmission reduction ratio Gtm, which is a ratio of the rotational speed of the input shaft A2 to the rotational speed of the output shaft A3, in any of a plurality of stages. In the T / M 20, the shift speed is switched only by controlling the T / M actuator 21.

  The C / T 30 has one of known configurations (for example, a configuration in which two clutch plates abut and separate by adjusting the clutch stroke), and the input shaft A1 of the E / G 10 and the input of the T / M 20 It can be adjusted to a shut-off state where power is not transmitted to the shaft A2 and a joined state where power is transmitted. Hereinafter, for convenience of explanation, in the joined state, the state where the rotations of the two axes coincide with each other is referred to as a “completely joined state”, and the state where they do not coincide with each other is referred to as a “semi-joined state”. The same applies to the clutch 52). In this vehicle, a clutch pedal is not provided. The state of C / T 30 is controlled by adjusting the clutch stroke by C / T actuator 31.

  The M / G 40 has one of known configurations (for example, an AC synchronous motor), and for example, a rotor (not shown) rotates integrally with the output shaft A4. The M / G 40 functions as both a power source and a generator.

  The switching mechanism 50 is a mechanism that switches the connection state of the output shaft A4 of the M / G 40. The switching mechanism 50 includes an IN clutch 51 and an OUT clutch 52. The IN clutch 51 has one of known configurations (for example, a configuration in which two clutch plates abut and separate by adjusting the clutch stroke), and the output shaft A4 of the M / G 40 and the rotation shaft of the gear g1. It can be adjusted to a cut-off state where power is not transmitted to A5 (the “first shaft”) and a joined state where power is transmitted. The gear g1 always meshes with the gear g2 that rotates integrally with the input shaft A2 of the T / M 20.

  The state of the IN clutch 51 is controlled by adjusting the clutch stroke by the IN actuator 53. In addition, the IN clutch 51 is referred to as the maximum value of torque that can be transmitted according to the clutch stroke adjusted by the IN actuator 53 (hereinafter referred to as “IN clutch torque Tci”) in the engaged state (particularly in the semi-joined state). Can be adjusted). When the IN clutch 51 is in the disconnected state, the IN clutch torque Tci is maintained at zero.

  The OUT clutch 52 has one of known configurations (for example, a configuration in which two clutch plates abut and separate by adjusting the clutch stroke), and the output shaft A4 of the M / G 40 and the rotation shaft of the gear g3. It can be adjusted to a shut-off state in which power is not transmitted to A6 (the “second shaft”) and a joined state in which power is transmitted. The gear g3 always meshes with the gear g4 that rotates integrally with the output shaft A3 of the T / M 20.

  The state of the OUT clutch 52 is controlled by adjusting the clutch stroke by the OUT actuator 54. In addition, the OUT clutch 52 is referred to as a maximum value of torque that can be transmitted according to the clutch stroke adjusted by the OUT actuator 54 (hereinafter referred to as “OUT clutch torque Tco”) in the engaged state (particularly in the semi-joined state). Can be adjusted). When the OUT clutch 52 is in the disconnected state, the OUT clutch torque Tco is maintained at zero.

  As shown in FIG. 2A, the IN clutch 51 is adjusted to the engaged state, the IN clutch torque Tci is adjusted to a value larger than zero, and the OUT clutch 52 is adjusted to the disconnected state, so that the OUT clutch torque Tco is zero. By adjusting, a power transmission system is formed between the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40 via the gears g1 and g2. This state is called an “IN connection state”.

  In the IN connection state, the ratio of the rotational speed of the rotary shaft A5 (= the rotational speed of the output shaft A4 of M / G40) to the rotational speed of the input shaft A2 of T / M20 is referred to as “first reduction ratio G1”. The product (G1 · Gtm) of the reduction ratio G1 and the transmission reduction ratio Gtm is referred to as “IN connection reduction ratio Gin”. In this example, since G1 = (number of teeth of g2) / (number of teeth of g1), Gin = (number of teeth of g2) / (number of teeth of g1) · Gtm. That is, Gin changes according to the change of the gear position of T / M20.

  Further, as shown in FIG. 2B, the IN clutch 51 is adjusted to the disconnected state, the IN clutch torque Tci is adjusted to zero, and the OUT clutch 52 is adjusted to the engaged state, so that the OUT clutch torque Tco is larger than zero. By adjusting the value, a power transmission system is formed between the output shaft A3 of the T / M 20 and the output shaft A4 of the M / G 40 via the gears g3 and g4 without using the T / M 20. This state is called “OUT connection state”.

  In the OUT connection state, the ratio of the rotation speed of the rotation shaft A6 (= the rotation speed of the output shaft A4 of M / G40) to the rotation speed of the output shaft A3 of T / M20 is referred to as “OUT connection reduction ratio Gout”. In this example, Gout is constant at (number of teeth of g4) / (number of teeth of g3). That is, Gout does not change according to the change in the gear position of T / M20.

  Further, as shown in FIG. 2C, by adjusting both the IN and OUT clutches 51 and 52 to the disengaged state and adjusting both the IN and OUT clutch torques Tci and Tco to zero, the output shaft of the T / M 20 A power transmission system is not formed between A3 and the output shaft A4 of M / G40 or between the input shaft A2 of T / M20 and the output shaft A4 of M / G40. This state is called “neutral state”.

  As described above, the switching mechanism 50 controls the actuators 53 and 54 (and therefore controls the IN and OUT clutch torques Tci and Tco), thereby connecting the output shaft A4 of the M / G 40 (hereinafter referred to as “M / G connection”). Can be selectively switched to any one of “IN connection state”, “OUT connection state”, and “neutral state”.

  The output shaft A3 of the T / M 20 is connected to an operating mechanism D / F, and the operating mechanism D / F is connected to a pair of left and right drive wheels. Note that a so-called final reduction mechanism may be interposed between the output shaft A3 of the T / M 20 and the operation mechanism D / F.

  Further, the present apparatus includes a wheel speed sensor 61 that detects the wheel speed of the drive wheel, an accelerator opening sensor 62 that detects an operation amount of the accelerator pedal AP, a shift position sensor 63 that detects the position of the shift lever SF, And a brake sensor 64 for detecting whether or not the brake pedal BP is operated.

  Further, this apparatus includes an electronic control unit ECU 70. The ECU 70 controls the actuators 21, 31, 55 based on the information from the above-described sensors 61 to 64, other sensors, and the like, so that the T / M 20 shift stage, the C / T 30 state, And the state of the switching mechanism 50 is controlled. In addition, the ECU 70 controls each output (drive torque) of the E / G 10 and the M / G 40.

  The shift speed of T / M 20 is a required torque Tr (T / M 20 of T / M 20) calculated based on the vehicle speed V obtained from the wheel speed sensor 61 and the amount of operation of the accelerator pedal AP by the driver obtained from the accelerator opening sensor 62. Torque on the output shaft A3) and the position of the shift lever SF obtained from the shift position sensor 63. When the position of the shift lever SF is at a position corresponding to the “manual mode”, the gear position of the T / M 20 is set in principle to the gear position selected by the driver by operating the shift lever SF. On the other hand, when the position of the shift lever SF is at a position corresponding to the “automatic mode”, the shift speed of the T / M 20 is not operated based on the combination of the vehicle speed V and the required torque Tr. Automatically controlled. Hereinafter, the operation when the gear position of the T / M 20 is changed is referred to as “shift operation”. The start of the shift operation corresponds to the start of the movement of the member that moves in relation to the change of the gear position, and the end of the shift operation corresponds to the end of the movement of the member.

  The C / T 30 is normally maintained in a joined state (particularly, a completely joined state), and is maintained in a shut-off state, for example, during the shifting operation of the T / M 20 and when the shift lever SF is in the “neutral” position. Is done. C / T 30 is a maximum value of torque that can be transmitted according to the clutch stroke adjusted by the C / T actuator 31 (hereinafter referred to as “clutch torque Tce”) in the engaged state (particularly in the semi-joined state). Can be adjusted).

  The clutch torque Tce can be adjusted more precisely than the torque of the output shaft A1 of the E / G 10 itself. Therefore, by controlling the clutch torque Tce while maintaining the drive torque of the output shaft A1 of the E / G10 larger than the clutch torque Tce, the input shaft of the T / M20 based on the torque of the output shaft A1 of the E / G10 The torque transmitted to A2 (and therefore the output shaft A3) can be adjusted more precisely.

  The M / G 40 is used as a power source for generating a driving torque for driving the vehicle or as a power source for starting the E / G 10 in cooperation with or independently of the E / G 10. The M / G 40 is also used as a generator that generates regenerative torque that brakes the vehicle, or as a generator that generates electrical energy supplied and stored in a battery (not shown) of the vehicle.

  In the switching mechanism 50, as described above, the M / G connection state is switched by adjusting the IN and OUT clutch torques Tci and Tco. Hereinafter, this adjustment of Tci and Tco is referred to as “switching operation”. The start of the switching operation corresponds to the start of the adjustment from “value corresponding to the M / G connection state before switching” of “Tci, Tco” to “value corresponding to the M / G connection state after switching”. The end of the step corresponds to the end of the adjustment from “value corresponding to the M / G connection state before switching” to “value corresponding to the M / G connection state after switching” of Tci and Tco. The M / G connection state can be switched based on, for example, a combination of the vehicle speed V and the required torque Tr.

  Hereinafter, the drive torque of the output shaft A1 of the E / G 10 is referred to as “E / G torque Te0”, and the drive torque of the output shaft A4 of the M / G 40 is referred to as “M / G torque Tm0”. Further, the torque transmitted to the output shaft A3 of the T / M 20 based on the E / G torque Te0 is referred to as “E / G side drive torque Te”, and is applied to the output shaft A3 of the T / M 20 based on the M / G torque Tm0. The transmitted torque is referred to as “M / G side driving torque Tm”. The E / G side drive torque Te is a value obtained by multiplying the E / G torque Te0 by the transmission speed reduction ratio Gtm (when C / T30 is in the fully connected state) (Te = Te0 · Gtm). The M / G side drive torque Tm is a value obtained by multiplying the M / G torque Tm0 by the IN connection reduction ratio Gin in the IN connection state (Tm = Tm0 · Gin), and in the OUT connection state, the M / G torque Tm0 It is a value obtained by multiplying the OUT connection reduction ratio Gout (Tm = Tm0 · Gout). The M / G side driving torque Tm can be adjusted by adjusting the M / G torque Tm0, and the E / G side driving torque Te can be adjusted by adjusting the E / G torque Te0 or the clutch torque Tce. The sum of Tm and Te is referred to as “total driving torque Ts”.

  The rotational speed of the output shaft A1 of the E / G 10 is referred to as “E / G rotational speed Ne”, and the rotational speed of the output shaft A4 of the M / G 40 is referred to as “M / G rotational speed Nm”. Further, the total clutch torque Tcs is defined according to the following equation (1).

Tcs = Tci · Gin + Tco · Gout (1)

  In this apparatus, normally, according to one of known methods, the E / G torque Te0 and the M / G are set so that the sum of the E / G side drive torque Te and the M / G side drive torque Tm matches the required torque Tr. The distribution with the torque Tm0 is adjusted. Specifically, for example, Te and Tm are adjusted based on a steady map prepared in advance. The steady map is a steady conformity value of the E / G side driving torque and M which is adapted when the required torque Tr and the vehicle speed V (a combination thereof) and the required torque Tr and the vehicle speed V or the like are constant (in combination). / G is a map (table) that defines the relationship between the G-side drive torque and the steady matching value. This steady map is based on the viewpoint of optimizing the overall energy efficiency (fuel consumption) of the entire vehicle in a steady state where the required torque Tr and the vehicle speed V (combination) are maintained constant. It is obtained by repeatedly performing an experiment for adapting the drive torque Te and the M / G side drive torque Tm (determining a steady conformity value) while changing various combinations of the required torque Tr and the vehicle speed V.

  From this steady map and the current value of the required torque Tr and the current value of the vehicle speed V (that is, from the search result of the steady map), the current running state (that is, the current value of the required torque Tr and the current value of the vehicle speed V). E / G side driving torque corresponding to the steady-state value (E / G-side matching value) and M / G-side driving torque corresponding value (M / G-side matching value). The E / G side driving torque Te and the M / G side driving torque Tm are adjusted to coincide with the E / G side conforming value and the M / G side conforming value, respectively. As a result, the E / G side driving torque Te and the M / G side driving torque Tm are adjusted so as to achieve a desired purpose such as optimizing the overall energy efficiency (fuel consumption) of the vehicle as a whole. Adjustment and distribution are performed so that the torque Ts matches the required torque Tr.

  In addition, in the present apparatus, the IN clutch torque Tci is normally adjusted to be equal to or higher than the M / G torque Tm0 while the vehicle is traveling in the IN connected state. Thereby, the IN clutch 51 is maintained in a completely engaged state. While the vehicle is traveling in the OUT connection state, the OUT clutch torque Tco is normally adjusted to M / G torque Tm0 or more. Thereby, the OUT clutch 52 is maintained in a completely engaged state.

(Switching operation by adjusting clutch torque Tci, Tco)
Next, a control method for switching the M / G connection state between the IN connection state and the OUT connection state by adjusting the clutch torques Tci and Tco using the switching mechanism 50 will be described. When the IN connection reduction ratio Gin and the OUT connection reduction ratio Gout are different, the control method differs depending on whether the reduction ratio increases or decreases due to switching of the M / G connection state. Therefore, these will be described separately below.

<Switching operation when the reduction ratio increases by switching>
First, the case where the reduction ratio increases by switching the M / G connection state will be described with reference to FIG. In the example shown in FIG. 3, when the IN connection speed reduction ratio Gin is larger than the OUT connection speed reduction ratio Gout and the vehicle is traveling in the EV state in the OUT connection state, immediately before time t0 (or immediately before time t0). It is assumed that the switching condition from the OUT connection state to the IN connection state is satisfied. It is assumed that the gear position of T / M 20 is fixed at a certain driving gear position.

  In the EV traveling, C / T 30 is in a cut-off state, and E / G 10 is stopped (the rotation of output shaft A1 is stopped). In this state, the vehicle uses the M / G side drive torque Tm while the M / G side drive torque Tm (= Tm0 · Gout) is adjusted so as to match the required torque Tr (Tm0 = Tr / Gout). And run.

  Hereinafter, the M / G rotation speed corresponding to the vehicle speed V in the OUT connection state is referred to as “OUT connection vehicle speed corresponding rotation speed Nout”, and the M / G rotation speed corresponding to the vehicle speed V in the IN connection state is referred to as “IN connection vehicle speed corresponding rotation”. Called “Speed Nin”. In the example shown in FIG. 3, Nin is larger than Nout because Gin is larger than Gout.

  In this example, before time t0, Tco · Gout is adjusted so as to match Tm (= Tr) (that is, Tco matches Tm0 (= Tr / Gout)), and the OUT clutch 52 is By maintaining the fully engaged state (and the IN clutch 51 being maintained in the disconnected state (Tci = 0)), the M / G side drive torque Tm (= total drive torque Ts) is required in the OUT connected state. It matches the torque Tr. The M / G rotation speed Nm is equal to Nout. Note that Tco · Gout may be adjusted to Tm (= Tr) or more (that is, Tco is set to Tm0 (= Tr / Gout) or more) before time t0.

  When the switching condition is satisfied (time t0), first, in a state where Tco · Gout is maintained at Tr (that is, in a state where Tco is maintained at (Tr / Gout)), the M / G torque Tm0 is higher than Tco. It is adjusted (increased) to a larger value. As a result, the OUT clutch 52 shifts from the fully engaged state to the anti-joined state, and the M / G rotation speed Nm increases from Nout to Nin (time t0 to t1). Also at this time t0 to t1, Tco · Gout is maintained at Tr, so that the M / G side driving torque Tm (= total driving torque Ts) is adjusted to coincide with the required torque Tr.

  In this example, when the M / G rotation speed Nm reaches Nin (time t1), the switching operation itself is started. Note that the switching operation may be started when the M / G rotational speed Nm reaches a predetermined value higher than Nin. In this example, this switching operation ends at time t2. During the switching operation (time t1 to t2), the total clutch torque Tcs (see the above equation (1)) is maintained at the required torque Tr, and Tco · Gout decreases from Tr to zero (that is, Tco becomes (Tr / Gout) to zero) and Tci · Gin increases from zero to Tr (ie, Tci increases from zero to (Tr / Gin)). In addition, the M / G torque Tm0 is maintained at a value larger than (Tco + Tci).

  Thus, during the switching operation (time t1 to t2), Tm0 is maintained at a value larger than (Tco + Tci), so that both the IN and OUT clutches 51 and 52 are maintained in the anti-joining state. Then, the M / G rotation speed Nm is maintained at Nin. The M / G rotation speed Nm may be adjusted so as to change at a value larger than Nin. In addition, since the total clutch torque Tcs is maintained at the required torque Tr, the M / G side drive torque Tm (= total drive torque Ts) matches the required torque Tr even during the switching operation (time t1 to t2). To be adjusted.

  That is, during the switching operation (time t1 to t2), the M / G side drive torque Tm (= total drive torque Ts) matches the required torque Tr, and the M / G rotational speed Nm is maintained at Nin. , The M / G connection state is switched from the OUT connection state to the IN connection state.

  When the switching operation ends (time t2), Tci · Gin matches Tr (ie, Tci matches (Tr / Gin)), and M / G torque Tm0 becomes (Tr / Gin) and the IN clutch 51 is maintained in the fully engaged state (and the OUT clutch 52 is maintained in the disconnected state (Tco = 0)). / G side drive torque Tm (= total drive torque Ts) matches the required torque Tr. The M / G rotation speed Nm is maintained at Nin. Note that Tci · Gin may be adjusted to Tm (= Tr) or more after time t2 (that is, Tci is adjusted to Tm0 (= Tr / Gin) or more).

  Thus, in the above-described embodiment (example shown in FIG. 3), during EV travel, the E / G side driving torque is not used from the time when the switching condition is satisfied until the end of the switching operation (time t0 to t2). M / G side driving torque Tm (= total driving torque Ts) can be maintained at the required torque Tr. Therefore, the degree of shock accompanying the switching operation can be suppressed as much as possible without using the E / G side driving torque.

  Further, the M / G rotational speed Nm coincides with Nin at the end of the switching operation (time t2). Therefore, there is no shock associated with the adjustment of the M / G rotation speed Nm after the switching operation is completed. If the M / G rotation speed Nm is higher than Nin at the end of the switching operation (time t2), the M / G is not changed after the switching operation is completed (the IN clutch 51 is still maintained in the semi-engaged state). G rotation speed Nm approaches Nin while decreasing. At this time, as the M / G rotational speed Nm decreases, the inertia torque on the output shaft A4 side of the M / G 40 acts in an accelerating direction on the output shaft A3 of the T / M 20 (accordingly, driving wheels). That is, a shock accompanying the adjustment of the M / G rotation speed Nm occurs in the acceleration direction. As a result, it is possible to prevent a shock from occurring in the deceleration direction with the adjustment of the M / G rotation speed Nm after the switching operation is completed.

  In addition, at the start of the switching operation (time t1), the M / G rotation speed matches Nin. Therefore, the M / G rotation speed Nm can be smoothly changed within a range of Nin or more before and after the start of the switching operation.

<Switching operation when the reduction ratio is reduced by switching>
Next, the case where the reduction ratio is reduced by switching the M / G connection state will be described with reference to FIG. In the example shown in FIG. 4, when the IN connection reduction ratio Gin is larger than the OUT connection reduction ratio Gout and the vehicle is traveling in the EV state in the IN connection state, immediately before time t1 (or immediately before time t1). It is assumed that the condition for switching from the IN connection state to the OUT connection state is satisfied. It is assumed that the gear position of T / M 20 is fixed at a certain driving gear position. In the example shown in FIG. 4, Gin is larger than Gout, so that the rotational speed Nin corresponding to IN connection vehicle speed is larger than the rotational speed Nout corresponding to OUT connection vehicle speed.

  In this example, before the time t1, Tci · Gin is adjusted to match Tm (= Tr) (that is, Tci matches Tm0 (= Tr / Gin)), and the IN clutch 51 is adjusted. By maintaining the fully engaged state (and the OUT clutch 52 being maintained in the disconnected state (Tco = 0)), the M / G side drive torque Tm (= total drive torque Ts) is required in the IN connected state. It matches the torque Tr. The M / G rotation speed Nm is equal to Nin. Note that Tci · Gin may be adjusted to Tm (= Tr) or more (that is, Tci to Tm0 (= Tr / Gin) or more) before time t0.

  In this example, when the switching condition is satisfied (time t1), the switching operation itself is started. This switching operation ends at time t2. During the switching operation (time t1 to t2), the total clutch torque Tcs (see the above equation (1)) is maintained at the required torque Tr, and Tci · Gin decreases from Tr to zero (ie, Tci is (Tr Tco · Gout increases from zero to Tr (ie, Tco increases from zero to (Tr / Gout)). In addition, the M / G torque Tm0 is maintained at a value larger than (Tco + Tci).

  Thus, during the switching operation (time t1 to t2), Tm0 is maintained at a value larger than (Tco + Tci), so that both the IN and OUT clutches 51 and 52 are maintained in the anti-joining state. Then, the M / G rotation speed Nm is kept constant at the value at time t1. That is, the M / G rotation speed Nm is adjusted so as to change at a value larger than Nout. In addition, since the total clutch torque Tcs is maintained at the required torque Tr, the M / G side drive torque Tm (= total drive torque Ts) matches the required torque Tr even during the switching operation (time t1 to t2). To be adjusted.

  That is, during the switching operation (time t1 to t2), the M / G side driving torque Tm (= total driving torque Ts) matches the required torque Tr, and the M / G rotational speed Nm is larger than Nout. The M / G connection state is switched from the IN connection state to the OUT connection state.

  When the switching operation is completed (time t2), T / Gout is maintained at Tr (that is, Tco is maintained at (Tr / Gout)), and M / G torque Tm0 is smaller than Tco. Adjusted to As a result, the M / G rotational speed Nm is decreased toward Nout while the OUT clutch 52 is maintained in the anti-joining state (time t2 to t3). Even at times t2 to t3, Tco · Gout is maintained at Tr, so that the M / G side driving torque Tm (= total driving torque Ts) can be adjusted to coincide with the required torque Tr.

  When the M / G rotational speed Nm reaches Nout (time t3), the Tco · Gout coincides with Tr (that is, Tco coincides with (Tr / Gout)), and the M / G The torque Tm0 is adjusted to coincide with (Tr / Gout), and the OUT clutch 52 is maintained in the fully engaged state (and the IN clutch 51 is maintained in the disconnected state (Tco = 0)). In the OUT connection state, the M / G side drive torque Tm (= total drive torque Ts) matches the required torque Tr. The M / G rotation speed Nm is maintained at Nout. Note that Tco · Gout may be adjusted to Tm (= Tr) or more after time t3 (that is, Tco is adjusted to Tm0 (= Tr / Gout) or more).

  Thus, in the above embodiment (example shown in FIG. 4), during EV traveling, the E / G side is reached from when the switching condition is satisfied until the M / G rotational speed Nm reaches Nout (time t1 to t3). The M / G side drive torque Tm (= total drive torque Ts) can be maintained at the required torque Tr without using the drive torque. Therefore, the degree of shock accompanying the switching operation can be suppressed as much as possible without using the E / G side driving torque. In addition, after the switching operation is completed, the M / G rotation speed Nm can be smoothly changed from the rotation speed equal to or higher than Nout to Nout (time t2 to t3).

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above embodiment (examples shown in FIGS. 3 and 4), the IN connection speed reduction ratio Gin is greater than the OUT connection speed reduction ratio Gout, so that the IN connection vehicle speed corresponding rotational speed Nin is greater than the OUT connection vehicle speed corresponding rotational speed Nout. However, the present invention can also be applied to a case where Gin is smaller than Gout and Nin is smaller than Nout.

  In the above embodiment, the IN clutch 51 is connected to the rotary shaft A5 and the OUT clutch 52 is connected to the rotary shaft A6 (see FIG. 1), but the IN clutch 51 is connected to the input shaft of the T / M 20. The OUT clutch 52 may be directly connected to the output shaft A3 of the T / M 20.

  In addition, in the above embodiment, the total clutch torque Tcs (see (1) above) is maintained at the required torque Tr during the switching operation, so that the E / G side drive torque Te is not used. The M / G side drive torque Tm (= total drive torque Ts) is adjusted to coincide with the required torque Tr, but the total drive torque Ts (= Tm + Te) is used while using the E / G side drive torque Te. Can be adjusted to match the required torque Tr.

  In this case, the total drive torque Ts is obtained by adjusting the IN and OUT clutch torques Tci and Tco and the E / G side drive torque Te so that the following expression (2) is established during the switching operation. Adjustment is made so that (= Tm + Te) matches the required torque Tr. Also in this case, the M / G torque Tm0 is maintained at a value larger than (Tco + Tci), so that the M / G rotational speed Nm is switched while the IN and OUT clutches 51 and 52 are both maintained in the anti-joining state. It is necessary to adjust the rotational speed to be higher than the rotational speed corresponding to the later vehicle speed.

Tr = Tcs + Te (2)

  In addition, in the above-described embodiment, a so-called automated manual transmission using a multi-stage transmission that does not include a torque converter is used as the transmission, but the transmission includes a torque converter and the running state of the vehicle. A multi-stage transmission or a continuously variable transmission (so-called automatic transmission (AT)) in which a shift operation is automatically executed according to the above may be used. In this case, C / T 30 can be omitted.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 20 ... Transmission, 30 ... Clutch, 40 ... Motor generator, 50 ... Switching mechanism, 51 ... IN clutch, 52 ... OUT clutch, 61 ... Wheel speed sensor, 62 ... Accelerator opening sensor, 63 ... Shift position Sensor, 64 ... Brake sensor, 70 ... ECU, AP ... Accelerator pedal, BP ... Accelerator pedal, SF ... Shift lever

Claims (8)

A vehicle power transmission control device applied to a vehicle including at least an electric motor as a power source,
It has an output shaft that forms a power transmission system between the input shaft and the drive wheels of the vehicle, and can adjust the transmission reduction ratio that is the ratio of the rotational speed of the input shaft to the rotational speed of the output shaft A perfect transmission,
An input-side clutch mechanism interposed between a first shaft that is one of an input shaft of the transmission and a rotating shaft that rotates in conjunction with the input shaft of the transmission, and an output shaft of the electric motor. An input side that is adjustable between a joined state in which power is transmitted between the first shaft and the output shaft of the electric motor and a cut-off state in which the power is not transmitted and is a maximum value of torque that can be transmitted in the joined state. Between an input side clutch mechanism capable of adjusting clutch torque, a second shaft that is one of an output shaft of the transmission and a rotating shaft that rotates in conjunction with the output shaft of the transmission, and the output shaft of the motor An output-side clutch mechanism interposed between the second shaft and the output shaft of the electric motor, wherein the joint state is adjustable between a joined state in which power is transmitted and a disconnected state in which power is not transmitted. Is the maximum torque that can be transmitted A switching mechanism that forces side clutch torque and an output-side clutch mechanism adjustable,
Control means for controlling the electric motor and the switching mechanism;
With
The control means includes
The input side clutch mechanism is adjusted to the engaged state to adjust the input side clutch torque to a value greater than zero, and the output side clutch mechanism is adjusted to the disengaged state to adjust the output side clutch torque to zero. Thus, the connection state of the motor is set to an input side connection state in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission, and the input side clutch mechanism is set to the disconnected state. Adjusting the input side clutch torque to zero and adjusting the output side clutch mechanism to the engaged state to adjust the output side clutch torque to a value greater than zero, thereby changing the connection state of the motor A vehicle configured to set an output-side connection state in which a power transmission system is formed between the output shaft of the electric motor and the output shaft of the transmission without passing through the transmission. Power transmission control device. The power transmission control device for a vehicle according to claim 1,
Of the input side clutch torque and the output side clutch torque, the clutch torque related to power transmission in the first connection state which is one of the input side connection state and the output side connection state is defined as a first clutch torque, When the clutch torque related to power transmission in the second connection state, which is the other of the input side connection state and the output side connection state among the input side clutch torque and the output side clutch torque, is the second clutch torque,
The control means includes
The first clutch torque is reduced to zero based on a switching condition that is a condition for switching from the first connection state to the second connection state while the vehicle is traveling in the first connection state. The connection state of the motor is switched from the first connection state to the second connection state by performing a switching operation that decreases and increases the second clutch torque from zero while the first clutch torque is decreasing. A vehicle power transmission control device configured. The power transmission control device for a vehicle according to claim 2,
A value obtained by multiplying the ratio of the rotational speed of the first shaft to the rotational speed of the input shaft of the transmission by the transmission speed reduction ratio is defined as an input side speed reduction ratio, and the second shaft with respect to the rotational speed of the output shaft of the transmission. Is the output side reduction ratio, and the total clutch torque is the sum of the value obtained by multiplying the input side clutch torque by the input side reduction ratio and the value obtained by multiplying the output side clutch torque by the output side reduction ratio. When
The control means includes
During the switching operation, the total clutch torque matches the required torque which is a driving torque required by the driver obtained based on the operation of the acceleration operation member by the driver of the vehicle. A vehicle power transmission control device configured to adjust a second clutch torque. The vehicle power transmission control device according to claim 3,
The control means includes
By adjusting the drive torque of the output shaft of the electric motor to a value larger than the sum of the first and second clutch torques during the switching operation, the rotation speed of the output shaft of the electric motor is adjusted to the second connection. A vehicle power transmission control device configured to adjust to a rotational speed equal to or higher than a rotational speed corresponding to the speed of the vehicle in a state. The vehicle power transmission control device according to claim 4,
Of the input side reduction ratio and the output side reduction ratio, the reduction ratio related to power transmission in the first connection state is defined as a first reduction ratio, and the second connection of the input side reduction ratio and the output side reduction ratio. When the reduction ratio related to power transmission in the state is the second reduction ratio,
The control means includes
When the second reduction ratio is greater than the first reduction ratio, the first clutch torque is multiplied by the first reduction ratio after the change condition is satisfied and before the change operation is started. And adjusting the driving torque of the output shaft of the electric motor to a value larger than the first clutch torque, thereby adjusting the rotation speed of the output shaft of the electric motor. A vehicle power transmission control device configured to increase to a rotational speed equal to or higher than a rotational speed corresponding to the speed of the vehicle in a two-connection state. The vehicle power transmission control device according to claim 4,
Of the input side reduction ratio and the output side reduction ratio, the reduction ratio related to power transmission in the first connection state is defined as a first reduction ratio, and the second connection of the input side reduction ratio and the output side reduction ratio. When the reduction ratio related to power transmission in the state is the second reduction ratio,
The control means includes
When the second reduction ratio is smaller than the first reduction ratio, a value obtained by multiplying the second clutch torque by the second reduction ratio and the second reduction ratio after the switching operation is equal to the required torque. And adjusting the drive torque of the output shaft of the electric motor to a value smaller than the second clutch torque, thereby adjusting the rotational speed of the output shaft of the electric motor in the second connected state. A power transmission control device for a vehicle configured to decrease to a rotational speed corresponding to. The power transmission control device for a vehicle according to claim 2,
The vehicle includes an internal combustion engine as the power source, and a power transmission system is formed between an output shaft of the internal combustion engine and an input shaft of the transmission,
The control means is configured to control the internal combustion engine,
A value obtained by multiplying the ratio of the rotational speed of the first shaft to the rotational speed of the input shaft of the transmission by the transmission speed reduction ratio is defined as an input side speed reduction ratio, and the second shaft with respect to the rotational speed of the output shaft of the transmission. Is the output side reduction ratio, and the total clutch torque is the sum of the value obtained by multiplying the input side clutch torque by the input side reduction ratio and the value obtained by multiplying the output side clutch torque by the output side reduction ratio. And when the torque transmitted to the output shaft of the transmission based on the torque of the output shaft of the internal combustion engine is the internal combustion engine side drive torque,
The control means includes
A requested torque that is a driving torque required by the driver, which is obtained based on the operation of the acceleration operation member by the driver of the vehicle, during the switching operation, wherein the sum of the total clutch torque and the internal combustion engine side driving torque is obtained. The vehicle power transmission control device is configured to adjust the first and second clutch torques and the internal combustion engine side drive torque so as to coincide with each other. A power transmission control device for a vehicle according to claim 7,
A joint state that is interposed between the output shaft of the internal combustion engine and the input shaft of the transmission and transmits power between the output shaft of the internal combustion engine and the input shaft of the transmission, and transmits the power It has a clutch mechanism that can be adjusted to the disconnected state,
The transmission is
A multi-stage transmission that does not include a torque converter and that can set a plurality of different reduction ratios that are predetermined as the transmission reduction ratio;
The control means includes
A vehicle power transmission control device configured to control a state of the clutch mechanism and a gear position of the transmission according to a traveling state of the vehicle.

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