JP2010260375A - Power transmission controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow a switching mechanism to smoothly switch from a neutral state to an IN- or OUT-engaged state, in a power transmission controller for a vehicle provided with an electric motor as a power source. <P>SOLUTION: The power transmission controller includes: the switching mechanism for selecting any of an "IN-engaged state" in which a power transmission system is formed between a transmission input shaft and an electric motor output shaft, an "OUT-engaged state" in which a power transmission system is formed between a transmission output shaft and the electric motor output shaft, and "a neutral state" in which no power transmission system is formed between shafts. A rotational speed Nm of a sleeve in the switching mechanism interlocked with the electric motor output shaft is increased first up to a value (Nin+α) in which a rotational speed Nm of a sleeve in the switching mechanism interlocked with the electric motor output shaft is larger by a predetermined value than a rotational speed Ni corresponding to a vehicle speed of a meshing member in the switching mechanism interlocked with the transmission input shaft, when the state of the vehicle is changed from the neutral state to the IN-engaged state during traveling. The sleeve is driven thereafter from a neutral position toward an IN-engaged position, when the Nm is reduced by inertia. <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 rotates in conjunction with a first meshing member that rotates in conjunction with one of the input shaft and output shaft (first shaft) of the transmission and the output shaft of the electric motor. A second meshing member and a third meshing member that rotates in conjunction with the other one (second shaft) of the input shaft and output shaft of the transmission. 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.

  The position of the second meshing member in the axial direction is adjusted to a first connection position where the first and second meshing members overlap in the axial direction and mesh with each other, so that the output shaft of the motor and the first shaft of the transmission A first connection state (one of an IN connection state and an OUT connection state) in which a power transmission system is formed is achieved. The position of the second meshing member in the axial direction is adjusted to a second connection position where the second and third meshing members overlap in the axial direction and mesh with each other, so that the output shaft of the motor and the second shaft of the transmission The second connection state (the other of the IN connection state and the OUT connection state) in which a power transmission system is formed is achieved. The positions of the second meshing members in the axial direction are such that 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 in the axial direction. By adjusting to the non-connection position, a non-connection state in which no power transmission system is formed between the output shaft of the motor and the first and second shafts of the transmission is achieved.

  Hereinafter, the case where it switches from a non-connection state to a 1st connection state is assumed. While the vehicle is traveling in a disconnected state (vehicle speed> 0), the first meshing member is rotating because the first shaft of the transmission is rotating. Note that there may be a case where the output shaft of the electric motor is rotating and a case where it is not rotating due to the disconnected state. Accordingly, the second meshing member may be rotated or not rotated. On the other hand, when the vehicle is stopped in the disconnected state (vehicle speed = 0), the first shaft of the transmission and the output shaft of the motor are usually not rotating. Accordingly, the first and second meshing members are not rotating.

  The present inventor smoothly switches from the non-connected state to the first connected state in each case where the vehicle is running in the disconnected state (vehicle speed> 0) and the vehicle is stopped in the disconnected state (vehicle speed = 0). A control technique that can be achieved is proposed.

  An object of the present invention is a vehicle power transmission control device that is applied to a vehicle having at least an electric motor as a power source, in each case when the vehicle is running in a disconnected state and when the vehicle is stopped in a disconnected state. An object of the present invention is to provide a switch that can be smoothly switched from the unconnected state to the first connected state.

  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 the first and second meshing members and the actuator as described above. The first connection state (one of the IN connection state and the OUT connection state) is achieved by adjusting the position of the second engagement member in the axial direction to the first connection position, and the axial direction of the second engagement member The non-connected state is achieved by adjusting the position to the non-connected position. In the switching mechanism, the third meshing member may be provided. In this case, as described above, the second connection state (the other of the IN connection state and the OUT connection state) is achieved by adjusting the position of the second meshing member in the axial direction to the second connection position. The

  The control means controls the motor (output, drive torque, regenerative torque, etc.) and the actuator of the switching mechanism.

  Hereinafter, first, consider a case in which the switching mechanism is switched from the non-connected state to the first connected state while the vehicle is running and the first meshing member is rotating. In this case, the control means first controls the electric motor so that the rotational speed of the second meshing member is predetermined with respect to a reference rotational speed that is the rotational speed of the first meshing member corresponding to the speed of the vehicle. Increases to a larger value. Thereafter, the control means controls the actuator while the rotational speed of the second meshing member decreases while controlling the motor or without controlling the motor, so that the axial direction of the second meshing member is controlled. Is configured to move from the non-connection position toward the first connection position.

  Here, when the rotational speed of the second meshing member reaches a value larger than the reference rotational speed by the predetermined value, the second meshing member is directed from the non-connection position to the first connection position. The movement can be started by the driving force of the actuator.

  In the process in which the second engagement member moves from the non-connection position toward the first connection position by the driving force of the actuator, the second engagement member starts to engage with each other between the first and second engagement members ( Hereinafter, a lock state may occur when attempting to pass the “meshing start position”. The locked state refers to a state in which the facing end surfaces of the tooth portions of the first and second meshing members are in contact with each other without relatively rotating in a state where the phases related to meshing between the first and second meshing members do not match. In the locked state, even if the actuator drives the second engagement member from the engagement start position toward the first connection position, the second engagement member cannot move from the engagement start position toward the first connection position.

  As long as this locked state does not occur, the second meshing member can move smoothly from the non-connection position to the first connection position. Therefore, it is desirable to control the electric motor, the actuator, and the like so that the locked state does not occur when the second meshing member passes the meshing start position.

  According to the above configuration, the second meshing member attempts to pass the meshing start position in a state where the rotational speed of the second meshing member decreases in a region larger than the reference rotational speed. That is, the end surface of the tooth portion of the first meshing member rotating at the reference rotational speed starts to contact the end surface of the tooth portion of the second meshing member at a rotational speed greater than the reference rotational speed, and thereafter both ends The rotational speed of the end face of the tooth portion of the second meshing member decreases toward the reference rotational speed while the surfaces are in contact with each other.

  Then, when the rotational speed of the end face of the tooth portion of the second meshing member approaches the reference rotational speed (that is, when the rotational speed difference between both end faces becomes small), the meshing between the first and second meshing members is performed. At the moment when the phases are matched, the end portion of the tooth portion of the second meshing member starts to bite into the end portion of the tooth portion of the first meshing member by the driving force of the actuator, and the meshing of the first and second members is started. . That is, the second meshing member can smoothly pass through the meshing start position without the locked state. As a result, the switching from the non-connected state to the first connected state can be achieved smoothly without adjusting the rotational speed of the second meshing member to exactly match the reference rotational speed.

  After the rotational speed of the second meshing member reaches a value larger than the reference rotational speed by a predetermined value, the motor is controlled (specifically, in the process of the rotational speed of the second meshing member decreasing) The transition of the decrease in the rotational speed of the second meshing member may be positively adjusted by positively controlling the drive torque of the output shaft of the motor (drive current supplied to the motor). Alternatively, the rotational speed of the second meshing member is decreased without controlling the electric motor (specifically, the driving torque of the output shaft of the electric motor is zero (that is, the driving current supplied to the electric motor is zero)). You may make the transition of follow the inertia (inertia).

  As described above, when the transition of the decrease in the rotation speed of the second meshing member is positively adjusted by controlling the electric motor, the rotation speed of the second meshing member is a predetermined value with respect to the reference rotation speed. Feedback control may be performed so as to decrease to a small target value.

  Further, in the power transmission control device, the control means controls the actuator to control the movement speed in the axial direction of the second meshing member while the rotational speed of the second meshing member is decreasing. In a period in which the position of the second engagement member in the axial direction is within a predetermined range including the engagement start position at which the first and second engagement members start to engage with each other, the first value is set to the first value. It may be configured to adjust to a value larger than the first value in a period in which the position in the axial direction is outside the predetermined range.

  In general, as the moving speed of the second meshing member decreases at the stage where the second meshing member tries to pass the meshing start position, the facing end surfaces of the tooth portions of the first and second meshing members are in contact with each other while relatively rotating. The increase rate of the pressing force on both end surfaces after the start of the is small. Therefore, the increasing speed of the friction torque in the deceleration direction acting on the second meshing member is small. This means that it takes a long time for the rotation speed of the second meshing member to decrease to coincide with the reference rotation speed after the state where both end faces come into contact with each other while rotating relative to each other. This means that there are many opportunities for the end of the tooth portion of the meshing member to start biting into the end of the tooth portion of the first meshing member. From the above, it can be said that the locked state is less likely to occur as the moving speed of the second meshing member decreases in the stage where the second meshing member attempts to pass the meshing start position.

  On the other hand, if the moving speed of the second meshing member is decreased over the entire range from the non-connection position to the first connection position, the time required for the second meshing member to move from the non-connection position to the first connection position becomes long. Become. On the other hand, according to the above configuration, the moving speed of the second meshing member is reduced only when the second meshing member attempts to pass the meshing start position, and the moving speed of the second meshing member is decreased at other stages. Can be enlarged. As a result, the time required for the second engagement member to move from the non-connection position to the first connection position can be shortened while the occurrence of the locked state is suppressed.

  The case where the switching mechanism is switched from the non-connected state to the first connected state while the vehicle is traveling has been described above. Next, the case where the switching mechanism is switched from the non-connected state to the first connected state while the vehicle is stopped and the first and second meshing members are not rotating will be described.

  In this case, the control means controls the actuator to move the position of the second engagement member in the axial direction from the non-connection position toward the first connection position, and starts to move the second engagement member. At a later predetermined time (regardless of whether or not the locked state is generated), the electric motor is controlled to rotate the second meshing member to change the phase in the rotational direction of the second meshing member. It is configured to start and execute the phase change process.

  Here, the phase change process refers to, for example, a process of driving the electric motor with a predetermined periodic drive current pattern. In addition, the phase changing process is performed at a position where the second meshing member is determined based on the meshing start position (for example, the meshing start position itself, or a predetermined distance from the meshing start position to the non-connection position side). It can be started / executed when it reaches the position.

  While the vehicle is stopped, there may occur a case where the first and second meshing members are stopped in a state where the phases relating to the meshing between the first and second meshing members do not match. In this state, when the second meshing member moves and reaches the meshing start position without rotating the first and second meshing members (i.e., the end surfaces facing each other of the tooth portions of the first and second meshing members are In particular, the above-described locked state is likely to occur. According to the above configuration, the phase changing process can be performed when the second meshing member reaches the meshing start position or before that. Therefore, it is possible to increase the possibility that the second meshing member passes the meshing start position in a state where the phases are matched, and as a result, the occurrence of the locked state can be suppressed.

  The control unit may include a detection unit that detects the lock state, and may be configured to start and execute the phase change process when the lock state is detected. In this case, during the execution of the phase change process, the axial position of the second meshing member has started to move from the meshing start position toward the first connection position (that is, the locked state has been released). The phase change process may be terminated.

  Here, in the locked state, for example, the moving speed of the second meshing member has decreased (particularly, it has been maintained at zero for a predetermined time after being decreased to zero stepwise), and the axis of the second meshing member. When feedback control is performed so that the actual value of the direction position matches the target value, the actual value has deviated from the target value by a predetermined value or more, and a predetermined time from the start of movement of the second meshing member from the non-connection position Even if elapses, it can be detected by detecting that the second engagement member does not reach the first connection position.

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. It is the figure which each showed the mode of engagement of the spline in the switching mechanism corresponding to each state shown in FIG. It is the figure which showed the mode of the meshing of the spline in the switching mechanism in case a sleeve exists in IN side meshing start position. It is the figure which showed the mode of the meshing of the spline in the switching mechanism when the locked state has generate | occur | produced. 7 is a time chart showing an example of an operation when the switching mechanism is switched from the OUT connection state to the IN connection state through the neutral state during traveling of the vehicle. It is the figure which showed the other example of transition of the moving speed at the time of a sleeve moving toward a IN position from a neutral position. It is the time chart which showed an example of an operation in case a switching mechanism is switched from a neutral state to an IN connection state while vehicles are stopped.

  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, a state in which the rotation of the output shaft A1 of the E / G 10 and the input shaft A2 of the T / M 20 coincide in the joined state is referred to as a “completely joined state”. This is called “semi-joined state”. 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 a cylindrical connecting piece 51 that rotates integrally with the output shaft A4 of the M / G 40, a cylindrical connecting piece 52 that rotates integrally with the gear g1, and a cylindrical connecting piece 53 that rotates integrally with the gear g3. And a cylindrical sleeve 54 and a switching actuator 55. Outer splines are formed on the outer cylindrical surfaces of the connecting pieces 51, 52, 53, and inner splines are formed on the inner cylindrical surface of the sleeve 54.

  The sleeve 54 is always in spline fitting with the connecting piece 51. Therefore, the sleeve 54 rotates at the same rotational speed as the output shaft A4 in conjunction with the output shaft A4 of the M / G 40. The gear g1 is always in mesh with the gear g2 that rotates integrally with the input shaft A2 of the T / M 20, and the gear g3 is always meshed with the gear g4 that rotates integrally with the output shaft A3 of the T / M 20. Accordingly, the connecting pieces 52 and 53 rotate in conjunction with the input shaft A2 and the output shaft A3 of the T / M 20, respectively.

  The connecting pieces 52 and 53 and the sleeve 54 are arranged coaxially with the output shaft A4 of the M / G 40 so that the connecting pieces 52 and 53 sandwich the sleeve 54. The connecting pieces 52 and 53 are arranged so as not to move in the axial direction, and the sleeve 54 is arranged so as to be movable in the axial direction. The axial position of the sleeve 54 is controlled by a switching actuator 55. Further, the sleeve 54 can be spline-fitted with the connecting pieces 52 and 53 according to the position of the sleeve 54.

  When the sleeve 54 is controlled to the IN position shown in FIG. 2A, the sleeve 54 overlaps the connecting piece 52 in the axial direction and is spline-fitted (see FIG. 3A). Thereby, 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 output shaft A4 of the M / G 40 to the rotational speed of the input shaft A2 of the T / M 20 is referred to as “first reduction ratio G1,” and the first reduction ratio G1 and the transmission reduction ratio Gtm. (G1 · 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.

  When the sleeve 54 is controlled to the OUT position shown in FIG. 2B, the sleeve 54 overlaps the connecting piece 53 in the axial direction and is spline-fitted (see FIG. 3B). Accordingly, 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 output shaft A4 of the M / G 40 to the rotation speed of the output shaft A3 of the T / M 20 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, when the sleeve 54 is controlled to the neutral position shown in FIG. 2C, the sleeve 54 does not overlap with any of the connecting pieces 52 and 53 in the axial direction and does not fit in the spline (FIG. 3C). See). Thereby, a power transmission system is not formed between the output shaft A3 of the T / M 20 and the output shaft A4 of the M / G 40, or between the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40. This state is called “neutral state”.

  As described above, the switching mechanism 50 controls the switching actuator 55 (thereby controlling the position of the sleeve 54) to thereby connect the output shaft A4 of the M / G 40 (hereinafter also referred to as “M / G connection state”). .) 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, A brake sensor 64 for detecting whether or not the brake pedal BP is operated and a rotational speed sensor 65 for detecting the rotational speed of the output shaft A4 of the M / G 10 are provided.

  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 65, 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 output shaft) 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. Further, C / T 30 is a maximum value of torque that can be transmitted (hereinafter referred to as “clutch torque Tc”) according to the clutch stroke adjusted by the C / T actuator 31 in the engaged state (particularly in the semi-joined state). Can be adjusted).

  The clutch torque Tc can be adjusted more precisely than the drive torque (Te0) of the output shaft A1 of the E / G10. Therefore, by controlling the clutch torque Tc while maintaining the drive torque (Te0) of the output shaft A1 of the E / G10 larger than the clutch torque Tc, the T / M20 based on the torque of the output shaft A1 of the E / G10 The torque transmitted to the input shaft 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, the M / G connection state is switched as the sleeve 54 moves. Hereinafter, this movement of the sleeve 54 is referred to as “switching operation”. The start of the switching operation corresponds to the start of the movement of the sleeve 54, and the end of the switching operation corresponds to the end of the movement of the sleeve 54. 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”. 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”. The M / G rotation speed Nm matches the rotation speed of the sleeve 54. 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”. Further, a current (drive current) for controlling the M / G torque Tm0 supplied to the M / G 40 is referred to as “M / G current Im”.

  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 driving 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 is OUT. It is a value obtained by multiplying the 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 Tc (particularly in a semi-joined state). Can be adjusted. The sum of Tm and Te is referred to as “total torque Ts”.

  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.

(Smooth switching in the switching mechanism)
Hereinafter, a description will be given of a control method in which switching from the neutral state to the IN or OUT connection state can be smoothly achieved in each of the cases where the vehicle is running (vehicle speed> 0) and the vehicle is stopped (vehicle speed = 0). Hereinafter, for convenience of explanation, only switching from the neutral state to the IN connection state will be described. The same applies to switching from the neutral state to the OUT connection state.

  The switching operation from the neutral state to the IN connection state is performed by the sleeve 54 being moved by the driving force of the actuator 55 from the neutral position (see FIG. 3C) to the IN position (see FIG. 3A). Achieved. In the process of this switching operation, when the sleeve 54 tries to pass a position where the sleeve 54 and the coupling piece 52 start to engage each other (refer to FIG. 4, hereinafter referred to as “IN-side engagement start position”). A lock state may occur.

  As shown in FIG. 5, the locked state is a state in which the phases related to the engagement between the sleeve 54 and the connecting piece 52 do not match and the end faces of the teeth of the sleeve 54 and the connecting piece 52 are not rotated relative to each other. Refers to the state of contact. In this locked state, even if the actuator 55 drives the sleeve 54 from the IN side engagement start position (see FIG. 4) toward the IN position (see FIG. 3A), the sleeve 54 is in the IN side engagement start position. Cannot move to the IN position.

  In other words, the sleeve 54 can move smoothly from the neutral position to the IN position as long as the occurrence of this locked state is suppressed. That is, switching from the neutral state to the IN connection state can be achieved smoothly. Therefore, it is desirable to control the M / G 40, the actuator 55, and the like so that the occurrence of the locked state is suppressed when the sleeve 54 passes the IN-side engagement start position.

  Here, when the vehicle is traveling in the neutral state (vehicle speed> 0), the T / M 20 shift speed is the travel shift speed, so that the input shaft A 2 of the T / M 20 is rotating. As a result, the connecting piece 52 is also rotating (note that there may be cases where the output shaft A4 of the M / G 40 is rotating and cases where it is not rotating, and the sleeve 54 is rotating). And there may be cases where it does not rotate). On the other hand, when the vehicle is stopped in the neutral state (vehicle speed = 0), the sleeve 54 and the connecting piece 52 are usually rotated because neither the input shaft A2 of the T / M 20 nor the output shaft A4 of the M / G 40 is rotated. Absent.

  Thus, the rotation state of the members in the switching mechanism 50 differs between when the vehicle is traveling and when the vehicle is stopped. Accordingly, in the following description, a control method that can smoothly achieve switching from the neutral state to the IN connection state will be described separately when the vehicle is running and when the vehicle is stopped.

<Switching from the neutral state to the IN connection state while the vehicle is running>
FIG. 6 shows that the M / G connection state is the OUT connection state, and Te and Tm are the E / G side conformity value and the M / G side conformity so that the total torque Ts (= Te + Tm) matches the required torque Tr An example of the operation when the condition for switching from the OUT connection state to the IN connection state is satisfied at time t1 while the vehicle is traveling while being adjusted to the respective values is shown. Switching from the OUT connection state to the IN connection state is achieved via the neutral state. Therefore, in this case, the switching operation from the neutral state to the IN connection state is included during vehicle travel. Prior to time t1, the M / G rotational speed Nm (= the rotational speed of the sleeve 54) matches the rotational speed Nout of the connecting piece 53 corresponding to the vehicle speed.

  As shown in FIG. 6, when the switching condition is satisfied (time t1), the E / G side driving torque Te is changed from the E / G side conforming value to the required torque while maintaining the state where the total torque Ts matches the required torque Tr. It is increased toward Tr, and the M / G side driving torque Tm is decreased from the M / G side compatible value toward zero (time t1 to t2). Here, at times t1 to t2, Te is adjusted by gradually increasing the E / G torque Te0 while maintaining the state where the clutch torque Tc is larger than the E / G torque Te0 (and hence the fully engaged state). Achieved. Further, the adjustment of Tm is achieved by gradually decreasing the M / G current Im (and hence the M / G torque Tm0) to zero.

  When Tm reaches zero (and when Te reaches Tr) (time t2), first, switching operation from the OUT connection state to the neutral state is started. Specifically, at time t2, the sleeve 54 starts to be driven from the OUT position (see FIG. 3B) toward the neutral position (see FIG. 3C) by the driving force of the actuator 55. The Thereby, after time t2, the sleeve 54 moves from the OUT position toward the neutral position, and reaches the neutral position at time t3.

  That is, at time t3, the switching operation from the OUT connection state to the neutral state ends. In accordance with this, the drive of the sleeve 54 by the actuator 55 is temporarily terminated. The M / G rotation speed Nm (= the rotation speed of the sleeve 54) is maintained at Nout until time t3 when the switching operation from the OUT connection state to the neutral state ends.

  When the switching operation from the OUT connection state to the neutral state is completed (time t3), processing for the switching operation from the neutral state to the IN connection state is started. Specifically, after time t3, the M / G current Im is adjusted so as to change at a value larger than zero with a predetermined pattern, and the M / G rotation speed Nm (= the rotation speed of the sleeve 54) is changed from Nout. The rotational speed Nin of the connecting piece 52 corresponding to the vehicle speed is increased toward a value (Nin + α) that is larger by a predetermined value α. In this example, it is assumed that the IN connection reduction ratio Gin is larger than the OUT connection reduction ratio Gout. Therefore, Nin is larger than Nout.

  When the M / G rotation speed Nm (= the rotation speed of the sleeve 54) reaches (Nin + α) (time t4), the switching operation from the neutral state to the IN connection state itself is started. Specifically, at time t4, the sleeve 54 is driven from the neutral position (see FIG. 3C) toward the IN position (see FIG. 3A) by the driving force of the actuator 55. The Thereby, after time t4, the sleeve 54 moves from the neutral position toward the IN position.

  Further, after time t4, the M / G current Im is maintained at zero. Thereby, after time t4, the M / G rotational speed Nm (= rotational speed of the sleeve 54) decreases toward Nin (= rotational speed of the connecting piece 52) according to inertia (inertia). After time t4, the transition of the decrease in the M / G rotation speed Nm (= the rotation speed of the sleeve 54) may be positively adjusted by adjusting the M / G current Im. In this case, feedback control may be performed so that the M / G rotational speed Nm (= the rotational speed of the sleeve 54) decreases to a target value that is smaller than the value Nin by a predetermined value.

  In this example, when the M / G rotational speed Nm (= the rotational speed of the sleeve 54) decreasing after the time t4 is larger than the rotational speed Nin of the connecting piece 52, the sleeve 54 is set to the IN at the time t5. The side meshing start position (see FIG. 4) has been reached. That is, at time t5, the end surface of the tooth part of the sleeve 54 starts to contact the end surface of the tooth part of the connecting piece 52 rotating at the rotational speed Nin at a rotational speed larger than Nin. After time t5, the rotational speed of the end face of the tooth portion of the sleeve 54 (=) due to frictional torque in the deceleration direction received by the sleeve 54 from the connecting piece 52 while maintaining a state in which both end faces come into contact with each other while relatively rotating. Nm) decreases rapidly and approaches the rotational speed (= Nin) of the end face of the tooth portion of the connecting piece 52.

  Then, the rotational speed (= Nm) of the end face of the tooth part of the sleeve 54 approaches the rotational speed (= Nin) of the end face of the tooth part of the connecting piece 52 (that is, the rotational speed difference between the both end faces becomes small). In the stage), at the moment when the phase related to the engagement between the sleeve 54 and the connecting piece 52 is matched, the end of the tooth portion of the sleeve 54 starts to bite into the end of the tooth portion of the connecting piece 52 by the driving force of the actuator 55. That is, the engagement (spline fitting) between the sleeve 54 and the connecting piece 52 is started.

  As a result, the sleeve 54 smoothly passes through the IN-side engagement start position without the occurrence of a locked state (that is, a state in which both end surfaces abut without relative rotation when the phases do not match, see FIG. 5). Can do. The sleeve 54 that has passed the IN-side engagement start position moves toward the IN position by the driving force of the actuator 55, and reaches the IN position (see FIG. 3A) at time t6.

  That is, at time t6, the switching operation from the neutral connection state to the IN connection state ends. In accordance with this, driving of the sleeve 54 by the actuator 55 ends. Thereafter, the M / G rotational speed Nm (= the rotational speed of the sleeve 54) is maintained at the rotational speed Nin of the connecting piece 52. The E / G side drive torque Te is the required torque Tr from the time t2 when the switching operation from the OUT connection state to the neutral state is started to the time t6 when the switching operation from the neutral state to the IN connection state is completed. The M / G side driving torque Tm is maintained at zero. Therefore, the total torque Ts is maintained at the required torque Tr.

  When the switching operation from the neutral connection state to the IN connection state is completed (time t6), the E / G side drive torque Te is changed from the required torque Tr to the E / G while maintaining the state where the total torque Ts matches the required torque Tr. The M / G side driving torque Tm is increased from zero toward the M / G side adaptive value (time t6 to t7). Here, from time t6 to t7, Te is adjusted by gradually decreasing the E / G torque Te0 while maintaining the state where the clutch torque Tc is larger than the E / G torque Te0 (therefore, the fully engaged state). Achieved. Also, the adjustment of Tm is achieved by increasing the M / G current Im (and hence the M / G torque Tm0) from zero.

  When the E / G side driving torque Te reaches the E / G side conforming value and the M / G side driving torque Tm reaches the M / G side conforming value (time t7), the Te becomes the same as before the time t1. Adjustment is made to match the E / G side matching value, and Tm is adjusted to match the M / G side matching value. Therefore, the state where the total torque Ts matches the required torque Tr is maintained after time t7.

  As described above, in the above embodiment (example shown in FIG. 6), the M / G rotation speed Nm (= rotation speed of the sleeve 54) decreasing from (Nin + α) after time t4 is higher than the rotation speed Nin of the connecting piece 52. When the sleeve 54 reaches the IN-side engagement start position (see FIG. 4) in the large state (time t5), the sleeve 54 smoothly moves to the IN-side engagement start position without occurrence of the locked state as described above. Can pass. Therefore, the transition from the neutral state to the IN connection state can be smoothly achieved while the vehicle is running without adjusting the rotational speed (= Nm) of the sleeve 54 to exactly match the rotational speed Nin of the connecting piece 52. obtain.

  In addition, the state where the total torque Ts coincides with the required torque Tr is maintained at times t1 to t7. That is, the occurrence of a shock in the acceleration / deceleration direction of the vehicle accompanying the switching operation from the OUT connection state to the IN connection state (via the neutral state) can be suppressed, and deterioration of drivability can be suppressed.

  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-described embodiment (example shown in FIG. 6), a case where the switching operation from the OUT connection state to the IN connection state (via the neutral state) is performed while the vehicle is traveling in the OUT connection state is shown. ing. Therefore, at times t3 to t4 in FIG. 6, the M / G rotational speed Nm (= the rotational speed of the sleeve 54) is increased from Nout (> 0) to (Nin + α). On the other hand, when the vehicle is traveling in the neutral state and the switching operation from the neutral state to the IN connection state is performed, the M / G rotational speed Nm is normally maintained at zero in the neutral state. Therefore, in this case, the M / G rotation speed Nm (= the rotation speed of the sleeve 54) is increased from zero toward (Nin + α).

  In the above embodiment (example shown in FIG. 6), the moving speed when the sleeve 54 moves from the neutral position to the IN position is kept constant (except for the extremely short period after time t5). On the other hand, as shown in FIG. 7, the moving speed of the sleeve 54 is a small first value within a predetermined range including the IN-side meshing start position, and a value larger than the first value in other ranges. May be adjusted. Hereinafter, the operation and effect of this will be described.

  Consider a stage in which the sleeve 54 attempts to pass the IN-side engagement start position. At this stage, the smaller the moving speed of the sleeve 54, the smaller the increasing speed of the pressing force of the both end faces after the facing end faces of the sleeve 54 and the tooth portions of the connecting piece 52 come into contact with each other while rotating relative to each other. Become. Therefore, the increasing speed of the friction torque in the deceleration direction received by the sleeve 54 from the connecting piece 52 is reduced. This is because it takes a long time for the rotational speed (= Nm) of the sleeve 54 to decrease to coincide with the rotational speed Nin of the connecting piece 52 after the state where both end faces come into contact with each other while rotating relative to each other. This means that the end of the tooth portion of the sleeve 54 often starts to bite into the end of the tooth portion of the connecting piece 52. From the above, it can be said that the locked state is less likely to occur as the moving speed of the sleeve 54 becomes smaller at the stage where the sleeve 54 tries to pass the IN-side engagement start position.

  On the other hand, if the moving speed of the sleeve 54 is decreased over the entire range from the neutral position to the IN position, the time required for the sleeve 54 to move from the neutral position to the IN position becomes longer. The above configuration is based on this viewpoint. According to this, the moving speed of the sleeve 54 is reduced only when the sleeve 54 attempts to pass the IN-side engagement start position, and the moving speed of the sleeve 54 is increased at other stages. As a result, the time required for the sleeve 54 to move from the neutral position to the IN position (time t4 to t6 in FIG. 6) can be shortened while the occurrence of the locked state is suppressed. The switching from the neutral state to the IN connection state during vehicle traveling has been described above.

<Switching from neutral to IN connection while the vehicle is stopped>
Next, switching from the neutral state to the IN connection state while the vehicle is stopped will be described with reference to FIG. FIG. 8 shows a state where the vehicle is stopped, the M / G connection state is in the neutral state, and the rotation of the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40 is stopped (ie, An example of the operation when the switching condition from the neutral state to the IN connection state is satisfied at time t1 at the rotational speed of the sleeve 54 = the rotational speed of the connecting piece 52 = 0) is shown.

  In this example, it is assumed that the rotation of the sleeve 54 and the connection piece 52 is stopped before the time t1 in a state where the phases related to the engagement between the sleeve 54 and the connection piece 52 do not match. Accordingly, in this state, the sleeve 54 and the connecting piece 52 do not rotate (that is, the output shaft A4 of the M / G 40 and the input shaft A2 of the T / M 20 do not rotate), and the sleeve 54 moves to the IN side. When the mesh start position is reached, a locked state can occur. In this apparatus, it is assumed that a process for detecting a lock state is executed.

  As shown in FIG. 8, when the switching condition is satisfied (time t1), the switching operation from the neutral state to the IN connection state is started. Specifically, at time t1, the sleeve 54 is started to drive from the neutral position (see FIG. 3C) toward the IN position (see FIG. 3A) by the driving force of the actuator 55. The As a result, the sleeve 54 moves from the neutral position toward the IN position without rotating the output shaft A4 of the M / G 40 and the input shaft A2 of the T / M 20 after the time t1. At this stage, the M / G current Im (and therefore the M / G torque Tm0) is maintained at zero, and the M / G rotational speed Nm is also maintained at zero.

  In this example, it is assumed that the sleeve 54 reaches the IN-side engagement start position and a locked state (see FIG. 5) occurs immediately before time t2. For this reason, the position of the sleeve 54 is fixed at the IN-side meshing start position after this point, although the sleeve 54 is driven by the actuator 55.

  Accordingly, in the present apparatus, the occurrence of the locked state is detected at time t2 after the time when the locked state is started. For example, in addition to the fact that the rotational speed of the sleeve 54 and the connecting piece 52 are the same (in this example, zero), the occurrence of the locked state occurs only for a predetermined time after the moving speed of the sleeve 54 has been reduced stepwise to zero. It is detected by detecting that the actual value is maintained at zero or that the actual value deviates from the target value by a predetermined value or more when feedback control is performed so that the actual value of the position of the sleeve 54 matches the target value. obtain. The rotational speed of the sleeve 54 (and hence the M / G rotational speed Nm) can be detected from the rotational speed sensor 65. The rotational speed of the connecting piece 52 can be calculated based on the output result of a sensor (not shown) that detects the rotational speed of the input shaft A2 of the T / M 20. The moving speed of the sleeve 54 can be calculated based on the output result of a sensor (not shown) that detects the position of the sleeve 54.

  When the occurrence of the locked state is detected (time t2), the phase change process is started. The phase change process is a process for driving the M / G 40 with a predetermined periodic drive current pattern. In this example, the M / G current Im is increased or decreased in a pulse manner as the phase change process. As the phase change process, the M / G current Im may be maintained at a constant value (> 0). By this phase change processing, only the output shaft A4 (that is, the sleeve 54) of the M / G 40 changes the change in the M / G current Im (accordingly, the sleeve 54 and the end faces facing each other of the teeth of the connecting piece 52 are in contact with each other). , M / G torque Tm0).

  Thereby, the phase relationship regarding the meshing between the sleeve 54 and the connecting piece 52 is changed. As a result, it is possible to increase the possibility that the end portion of the tooth portion of the sleeve 54 starts to bite into the end portion of the tooth portion of the connecting piece 52 by the driving force of the actuator 55 at the time when the phases of both coincide.

  In this example, at the time t <b> 3, the end portion of the tooth portion of the sleeve 54 starts to bite into the end portion of the tooth portion of the connection piece 52 by the driving force of the actuator 55. That is, at time t3, the locked state is released, and the engagement (spline fitting) between the sleeve 54 and the connecting piece 52 is started. In response to the release of the locked state, the above-described phase change process ends. As a result, thereafter, the M / G current Im (and hence the M / G torque Tm0) is maintained at zero. The release of the locked state can be detected by detecting, for example, that the moving speed of the sleeve 54 has been changed from zero to a value greater than zero.

  When the locked state is released (time t3), the sleeve 54 moves again from the IN side engagement start position toward the IN position by the driving force of the actuator 55, and at the time t4, the IN position (FIG. 3 ( see a)). That is, at time t4, the switching operation from the neutral connection state to the IN connection state ends. In accordance with this, driving of the sleeve 54 by the actuator 55 ends.

  As described above, in the embodiment (example shown in FIG. 8), the locked state can be canceled by starting and executing the phase change process after time t2 when the locked state is detected. That is, even if a locked state occurs, the locked state can be quickly eliminated. As a result, switching from the neutral state to the IN connection state can be achieved smoothly.

  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 (example shown in FIG. 8), the phase change process is started and executed when the occurrence of the lock state is detected, but is the lock state occurring at a predetermined time point? Regardless of whether or not, the phase change process may be started and executed.

  In this case, the phase change process is performed, for example, at a position where the sleeve 54 is determined based on the IN-side engagement start position (for example, the IN-side engagement start position itself, or a predetermined distance from the IN-side engagement start position to the neutral position side. It can be started / executed when it reaches the position.

  In the above embodiment, the switching mechanism 50 that can be switched to any of the IN connection state, the OUT connection state, and the neutral state is used. However, as the switching mechanism 50, the IN connection state and the neutral state are used. A switchable switch may be used.

  Moreover, although the case where the switching operation from the neutral state to the IN connection state is performed is shown in the above embodiment (examples shown in FIGS. 6 and 8), the switching operation from the neutral state to the OUT connection state is performed. The same applies to the case. In this case, as the switching mechanism 50, a mechanism that can be switched only to the OUT connection state and the neutral state may be used.

  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, 54 ... Sleeve, 61 ... Wheel speed sensor, 62 ... Accelerator opening sensor, 63 ... Shift position sensor, 64 ... Brake sensor , 65 ... Rotational speed sensor, 70 ... ECU, AP ... Accelerator pedal, BP ... Accelerator pedal, SF ... Shift lever

Claims (10)

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,
A first meshing member that rotates in conjunction with a first shaft that is one of an input shaft and an output shaft of the transmission, and a gear that rotates in conjunction with the output shaft of the motor and is coaxial with the first meshing member. And a second meshing member that is axially movable with respect to the first meshing member, and an actuator that adjusts the position of the second meshing member in the axial direction. The position in the axial direction is adjusted to a first connection position where the first and second meshing members overlap and mesh with each other in the axial direction, so that the output shaft of the motor and the first shaft of the transmission are between. A first connection state in which a power transmission system is formed is achieved, and the position of the second engagement member in the axial direction is a non-connection position where the first and second engagement members do not overlap each other without overlapping in the axial direction. The output of the motor by being adjusted A switching mechanism for non-connection state is achieved in which no power transmission system is formed between the first shaft of the transmission and,
Control means for controlling the electric motor and the actuator of the switching mechanism;
With
The control means includes
When the switching mechanism is switched from the non-connected state to the first connected state while the vehicle is running and the first meshing member is rotating, first, the motor is controlled to control the second meshing member. The rotational speed is increased to a value larger by a predetermined value than the reference rotational speed that is the rotational speed of the first meshing member corresponding to the speed of the vehicle, and then the motor is controlled or the motor is controlled. Without the rotation speed of the second meshing member being decreased, the actuator is controlled so that the axial position of the second meshing member is moved from the non-connection position toward the first connection position. A vehicle power transmission control device configured as described above. The power transmission control device for a vehicle according to claim 1,
The control means includes
When the rotational speed of the second meshing member reaches a value larger than the reference rotational speed by the predetermined value, the axial position of the second meshing member is changed from the non-connection position to the first connection position. A power transmission control device for a vehicle configured to start moving toward the vehicle. In the vehicle power transmission control device according to claim 1 or 2,
The control means includes
After the rotation speed of the second meshing member reaches a value larger than the reference rotation speed by the predetermined value, the motor is controlled to set the rotation speed of the second meshing member to the reference rotation speed. A power transmission control device for a vehicle configured to perform feedback control so as to decrease to a target value that is smaller by a value. The power transmission control device for a vehicle according to any one of claims 1 to 3,
The control means includes
While the rotational speed of the second meshing member is decreasing, the actuator is controlled to control the movement speed of the second meshing member in the axial direction, and the axial position of the second meshing member is the first, In a period that is within a predetermined range including a meshing start position at which the meshing of the second meshing members starts, the first value is obtained. In a period in which the axial position of the second meshing member is outside the predetermined range, A power transmission control device for a vehicle configured to adjust to a value larger than a value of 1. 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,
A first meshing member that rotates in conjunction with a first shaft that is one of an input shaft and an output shaft of the transmission, and a gear that rotates in conjunction with the output shaft of the motor and is coaxial with the first meshing member. And a second meshing member that is axially movable with respect to the first meshing member, and an actuator that adjusts the position of the second meshing member in the axial direction. The position in the axial direction is adjusted to a first connection position where the first and second meshing members overlap and mesh with each other in the axial direction, so that the output shaft of the motor and the first shaft of the transmission are between. A first connection state in which a power transmission system is formed is achieved, and the position of the second engagement member in the axial direction is a non-connection position where the first and second engagement members do not overlap each other without overlapping in the axial direction. The output of the motor by being adjusted A switching mechanism for non-connection state is achieved in which no power transmission system is formed between the first shaft of the transmission and,
Control means for controlling the electric motor and the actuator of the switching mechanism;
With
The control means includes
When the vehicle is stopped and the first and second meshing members are not rotating and the switching mechanism is switched from the non-connected state to the first connected state, the actuator is controlled to control the second meshing. The position of the member in the axial direction is moved from the non-connection position toward the first connection position, and at a predetermined time after the movement of the second engagement member, the electric motor is controlled to control the second engagement member. A power transmission control device for a vehicle configured to start and execute a phase change process for changing the phase in the rotation direction of the second meshing member by rotating the second engagement member. The vehicle power transmission control device according to claim 5,
The control means includes
The phase change process is started and executed when the axial position of the second engagement member reaches a position determined based on the engagement start position at which the first and second engagement members start to engage each other. A power transmission control device for a vehicle configured as described above. The vehicle power transmission control device according to claim 5,
The control means includes
A lock state in which the axial position of the second meshing member cannot move from the meshing start position where the meshing of the first and second meshing members starts toward the first connection position is detected. A detection means,
A vehicle power transmission control device configured to start and execute the phase change process when the locked state is detected. The vehicle power transmission control device according to claim 7,
The control means includes
The phase change process is terminated based on the fact that the position of the second meshing member in the axial direction starts moving from the meshing start position toward the first connection position during execution of the phase change process. Vehicle power transmission control device. In the vehicle power transmission control device according to any one of claims 1 to 8,
The switching mechanism is
Of the input shaft and output shaft of the transmission, it rotates in conjunction with a second shaft different from the first shaft and is coaxial with the first and second meshing members and with respect to the second meshing member. A third engagement member disposed on the opposite side of the first engagement member, and the second and third engagement members are disposed in the axial direction when the axial position of the second engagement member is in the non-connection position. The position of the second meshing member in the axial direction is adjusted to the second connection position where the second and third meshing members overlap in the axial direction and mesh with each other. A vehicle power transmission control device configured to achieve a second connection state in which a power transmission system is formed between an output shaft and the second shaft of the transmission. A vehicle power transmission control device according to any one of claims 1 to 9,
The vehicle includes an internal combustion engine as the power source,
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 power transmission control device for a vehicle, wherein the control means is configured to control the transmission and the clutch mechanism.

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