JP2013018391A - Power transmission control apparatus for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress occurrence of a problem that an occupant being annoyed by rattling noise that occurs in the transmission in an AMT-equipped hybrid vehicle during EV travel mode.SOLUTION: This power transmission control apparatus selectively implements an EV travel mode in which only electric motor drive torque is utilized for travel with clutch torque maintained at zero, or an EG travel mode (or HV travel mode) in which internal combustion engine drive torque is utilized for travel with clutch torque adjusted to a value greater than zero, depending on travel state. In the EG travel mode, an "implemented transmission stage" is changed depending on the vehicle travel state (transmission map). When the "implemented transmission stage" is set for any of a plurality of travel transmission stages, the implemented transmission stage is changed to and fixed at neutral stage when a change from the EG travel mode to the EV travel mode is effected.

Description

  The present invention relates to a power transmission control device for a vehicle, and more particularly to a device that is applied to a vehicle that includes an internal combustion engine and an electric motor as power sources and includes a clutch.

  In recent years, a stepped transmission having a plurality of shift stages and not including a torque converter and a clutch torque (clutch transmitted) is interposed between an output shaft of an internal combustion engine and an input shaft of a stepped transmission. Developed a power transmission control device that includes a clutch that can adjust the maximum torque that can be obtained) and a control means that controls the clutch torque and the speed of the stepped transmission using an actuator according to the running state of the vehicle. (For example, see Patent Document 1). Such a power transmission control device is also called an automated manual transmission (AMT).

  In vehicles equipped with AMT, it is usually based on a map prepared in advance that defines the relationship between "accelerator opening and vehicle speed" and "speed stage to be realized", and the current values of accelerator opening and vehicle speed. The gear stage to be realized is determined / changed.

  In recent years, so-called hybrid vehicles including an engine and an electric motor (electric motor, motor generator) as power sources have been developed (see, for example, Patent Document 2). In the hybrid vehicle, a configuration in which the output shaft of the electric motor is connected to any of the output shaft of the internal combustion engine, the input shaft of the transmission, and the output shaft of the transmission can be employed. Hereinafter, the driving torque of the output shaft of the internal combustion engine is referred to as “internal combustion engine driving torque”, and the driving torque of the output shaft of the electric motor is referred to as “motor driving torque”.

JP 2006-97740 A JP 2000-224710 A

  Hereinafter, a hybrid vehicle (hereinafter referred to as “hybrid vehicle with AMT”) equipped with an AMT and having a configuration in which the output shaft of the electric motor is connected to the output shaft of the transmission is assumed. In the hybrid vehicle with AMT, the “motor running mode” in which only the motor driving torque is used while the clutch torque is maintained at zero, and the internal combustion engine driving torque with the clutch torque adjusted to a value greater than zero. Or “internal combustion engine traveling mode” in which traveling is performed using both “internal combustion engine driving torque and electric motor driving torque” can be selectively realized.

  In the electric motor travel mode, electric motor drive torque is transmitted from the output shaft of the electric motor to the output shaft of the transmission (accordingly, drive wheels) without going through the transmission with the clutch disconnected. As a result, a state in which a power transmission system is formed between the input shaft and the output shaft of the transmission while the vehicle is traveling in the electric motor traveling mode (specifically, In a state where the gear stage is realized), the input shaft of the transmission is “idled” in response to the driving torque resulting from the rotation of the output shaft of the transmission (more precisely, power is supplied to other members). Rotate without the purpose of transmitting).

  In a state where the transmission input shaft is “idle”, when the rotational fluctuation of the output shaft of the transmission occurs, the rattling noise ( Sound generated when the tooth surfaces of meshing gears collide with each other. Specifically, for example, in the case of a stepped transmission, a state in which a certain gear stage is realized (that is, the idle gear corresponding to the gear stage is fixed by the sleeve so as not to be rotatable relative to the output shaft). State), "the idle gear corresponding to another gear (and thus the idle gear not fixed so as not to be rotatable relative to the output shaft)" and "the fixed gear meshing with the idle gear" Due to the presence of backlash between them, rattling noise can occur. This rattling noise may cause the passenger to feel uncomfortable.

  An object of the present invention is a vehicle power transmission control device applied to a hybrid vehicle, which can suppress the occurrence of a situation in which an occupant feels uncomfortable due to rattling noise generated in a transmission in an electric motor travel mode. It is to provide.

  As a transmission used in a vehicle power transmission control device applied to a hybrid vehicle according to the present invention, not only the above-described manual transmission that does not include a torque converter but also an automatic transmission that includes a torque converter is used. obtain.

  The power transmission control device according to the present invention is characterized in that when the transmission is in a “state in which a power transmission system is formed between the input shaft and the output shaft”, the selected travel mode is changed from the internal combustion engine travel mode to the motor travel mode. On the basis of this change, the transmission state is changed and fixed to the state where the neutral stage is realized. In particular, when a manual transmission having a plurality of travel speeds is used, the feature of this device is that the “speed stage to be realized” is set to one of the plurality of travel speeds. The selected travel mode is changed from the internal combustion engine travel mode to the motor travel mode, so that the “speed stage to be realized” is changed and fixed to the neutral stage.

  According to this, when the electric motor traveling mode is selected, a power transmission system is not formed between the input shaft and the output shaft of the transmission. Therefore, when the vehicle is traveling in the electric motor travel mode, the above-described “idle rotation of the input shaft of the transmission” does not occur (the input shaft of the transmission does not rotate). As a result, even if the rotation of the output shaft of the transmission occurs, the above-described rattling noise does not occur, and therefore, the passenger does not experience discomfort due to such rattling noise.

  In the power transmission control device according to the present invention, in a state where the motor travel mode is selected and the “speed stage to be realized” is fixed to the neutral stage, the vehicle speed is equal to or lower than a predetermined speed. It is preferable that the shift stage to be realized is configured to be changed according to the traveling state of the vehicle.

  According to this, based on the fact that the traveling vehicle stops in the state where the electric motor travel mode is selected, the “speed stage to be realized” is the “speed stage with the largest reduction ratio” (typically "1st speed"). That is, it is possible to obtain a state in which the gear stage having the largest reduction ratio is already realized when the vehicle is stopped or immediately before the vehicle is stopped. Therefore, for example, when the vehicle starts immediately in the internal combustion engine travel mode after the vehicle stops, the vehicle can be started quickly using the gear position having the largest reduction ratio.

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 a schematic block diagram of the transmission shown in FIG. 3 is a graph showing a map defining “stroke-torque characteristics” for the clutch shown in FIG. 1. It is the graph which showed the map which prescribed | regulated the relationship between a vehicle speed and an accelerator opening degree, and a shift position. It is the time chart which showed an example in case the gear stage implement | achieved according to embodiment of this invention is set to neutral with the change from EG driving | running | working to EV driving | running | working.

  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 a hybrid vehicle that includes an internal combustion engine and a motor generator as power sources, and a so-called automated manual transmission (AMT) that uses a stepped transmission and a clutch that do not include a torque converter. is there.

  This vehicle includes an engine E / G, a transmission T / M, a clutch C / D, and a motor generator M / G. E / G 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 / G is connected to the input shaft A2 of the transmission T / M via a flywheel F / W and a clutch C / D.

  The transmission T / M is a known stepped gear that does not include a torque converter having a plurality of (for example, five) forward gears (shift positions), one reverse gear (shift position), and a neutral gear. One of the transmissions. The T / M output shaft A3 is connected to the drive wheels of the vehicle via a differential D / F.

As shown in FIG. 2, T / M is
A plurality of fixed gears G1i, G2i, G3i, G4i, G5i, each of which is provided on the input shaft A2 so as not to rotate relative to the input shaft A2;
A plurality of idler gears G1o, G2o that are provided on the output shaft A3 so as to be relatively rotatable, respectively, and that respectively correspond to a plurality of forward gears and always mesh with fixed gears of the corresponding gears. , G3o, G4o, G5o,
Each of them is provided on the output shaft A3 so as not to be relatively rotatable and relatively movable in the axial direction, and each of the plurality of idler gears is fixed to the output shaft A3 so as not to be relatively rotatable. A plurality of sleeves S1, S2, S3 engageable with corresponding idle gears;
Is provided.

  The change / setting of the T / M gear stage is executed by driving the sleeves S1, S2, S3 by the transmission actuator ACT2 (see FIG. 1) and controlling the axial positions of the sleeves S1, S2, S3. The The speed reduction ratio (ratio of the rotational speed Ni of the input shaft A2 to the rotational speed No of the output shaft A3) is adjusted by changing the gear position. Specifically, the “reduction ratio” of the “N” speed is represented by “number of teeth of GNo / number of teeth of GNi” (N: 1, 2, 3, 4, 5). The reduction ratio gradually decreases toward “5th gear”.

  The clutch C / D is a friction clutch disk having one of well-known configurations provided to rotate integrally with the input shaft A2 of the transmission T / M. More specifically, the clutch C / D (more precisely, the clutch disc) faces each other with respect to the flywheel F / W provided to rotate integrally with the output shaft A1 of the engine E / G. It is arranged coaxially. The axial position of the clutch C / D (more precisely, the clutch disc) with respect to the flywheel F / W can be adjusted. The axial position of the clutch C / D is adjusted by a clutch actuator ACT1 (see FIG. 1). The clutch C / D does not include a clutch pedal operated by the driver.

  Hereinafter, the movement amount in the axial direction from the original position of the clutch C / D (the position where the clutch disk is farthest from the flywheel) in the joining direction (crimping direction) is referred to as a clutch stroke CSt. When the clutch C / D is in the “original position”, the clutch stroke CSt is “0”. As shown in FIG. 3, the maximum torque (clutch torque Tc) that can be transmitted by the clutch C / D is adjusted by adjusting the clutch stroke CSt. In the state of “Tc = 0”, no power is transmitted between the output shaft A1 of the engine E / G and the input shaft A2 of the transmission T / M. This state is referred to as “divided state”. Further, in the state of “Tc> 0”, power is transmitted between the output shaft A1 and the input shaft A2. This state is called a “joined state”.

  The motor generator M / G has one of known configurations (for example, an AC synchronous motor), and, for example, a rotor (not shown) rotates integrally with an output shaft of the M / G. . In the example shown in FIG. 2, the output shaft of M / G is integrally and coaxially connected to the output shaft A3 of T / M, but is connected to the output shaft A3 of T / M through a predetermined gear train. May be. The drive torque of the M / G output shaft is transmitted to the T / M output shaft A3 (accordingly, drive wheels) without passing through the T / M (power transmission system in the T / M).

  This device includes an accelerator opening sensor S1 that detects an operation amount (accelerator opening) of the accelerator pedal AP, a shift position sensor S2 that detects the position of the shift lever SF, and a brake that detects whether or not the brake pedal BP is operated. Sensor S3.

  The apparatus also includes an electronic control unit ECU. The ECU controls the actuators ACT1 and ACT2 based on the information from the above-described sensors S1 to S3 and other sensors, etc., so that the C / D clutch stroke CSt (accordingly, the clutch torque Tc), And the T / M gear stage is controlled. Further, the ECU controls the drive torque of the output shaft A1 of the E / G by controlling the fuel injection amount (throttle valve opening) of the E / G and also controls the inverter (not shown). The drive torque of the output shaft of M / G is controlled.

  As described above, this vehicle is an “AMT-equipped hybrid vehicle” equipped with an AMT and a configuration in which the output shaft of M / G is connected to the output shaft A3 of T / M. Hereinafter, for convenience of explanation, the driving torque generated on the output shaft A1 by the combustion of E / G is referred to as “EG torque Te”, and the driving torque of the output shaft of M / G is referred to as “MG torque Tm”. Te and Tm take positive values in the acceleration direction of the vehicle and take negative values in the deceleration direction.

  In this device, the EV traveling mode, the EG traveling mode, and the HV traveling mode are selectively realized. Which of the EV traveling mode, the EG traveling mode, and the HV traveling mode is realized is determined based on the traveling state of the vehicle such as the vehicle speed and the accelerator opening, for example.

  In the EV travel mode, the vehicle travels using only the MG torque Tm (> 0) while the E / G is stopped and the clutch C / D is maintained in the disconnected state (Tc = 0). In the EG travel mode, the MG torque Tm is maintained at zero, the clutch C / D is adjusted to the engaged state (Tc> 0), and the vehicle travels using only the EG torque Te (> 0). In the HV travel mode, the clutch C / D is adjusted to the engaged state (Tc> 0), and the vehicle travels using both the EG torque Te (> 0) and the MG torque Tm (> 0). In the EV travel mode and the HV travel mode, Tm is adjusted based on the travel state of the vehicle such as the accelerator opening. In the EG traveling mode and the HV traveling mode, Te is adjusted based on the traveling state of the vehicle such as the accelerator opening.

  In this device, when the shift lever SL is at a position corresponding to the “automatic mode” (for example, D range), a shift map (see FIG. 4) stored in the ROM in the ECU, the vehicle speed, the accelerator opening, etc. The shift position (the speed to be selected / realized) is selected based on the traveling state of the vehicle. For example, when the current vehicle speed is α and the current accelerator opening is β, “3rd speed” is selected as the shift position. On the other hand, when the shift lever SL is in a position (for example, M (manual) range) corresponding to the “manual mode”, the shift position is selected based on the position of the shift lever SL.

  In the transmission T / M, a gear position corresponding to the selected shift position is usually realized. When the shift position changes, a T / M shift operation (operation when the gear position is changed) is performed. Before the shift operation is started, the clutch C / D is changed from the engaged state (clutch torque> 0) to the disconnected state (clutch torque = 0), and the shift operation is performed while the clutch is maintained in the disconnected state. After the operation is completed, the clutch is returned from the disconnected state to the engaged state. The start of the shift operation corresponds to the start of the movement of the member (specifically, the sleeve) that moves in relation to the change of the shift stage, and the end of the shift operation refers to the end of the movement of the member. Correspond.

(Switching to neutral in EV mode)
In the present apparatus, when the “automatic mode” is selected by the SL and the EG traveling mode or the HV traveling mode is realized, the shift position (accordingly, the shift speed to be realized) is changed to the above-described shift map ( 4) and the vehicle running state (accelerator opening, vehicle speed, etc.).

  On the other hand, in the EV travel mode, the clutch C / D is maintained in the disconnected state, and the MG torque Tm is changed from the output shaft of the M / G to the output shaft A3 of the T / M (accordingly, without passing through the inside of the T / M). Drive wheel). Therefore, when the vehicle is traveling in the EV traveling mode, a state in which a gear stage for traveling (other than neutral) is realized within the T / M (that is, the power transmission system between the input shaft A2 and the output shaft A3). ), The input shaft A2 receives the driving torque resulting from the rotation of the output shaft A3 and is “idled” (more precisely, it rotates without the purpose of transmitting power to other members). To do).

  In a state where the input shaft A2 is “idling”, the fixed gears G1i, G2i, G3i, G4i, and G5i that rotate integrally with the input shaft A2 also “idle”. Hereinafter, as an example, a state in which “fourth speed” is realized (that is, a state in which the idle gear G4o is fixed to the output shaft A3 so as not to rotate relative to the output shaft A3) by the sleeve S2 will be described. In this case, when the rotation fluctuation of the output shaft A3 occurs, the rotation fluctuation also occurs in the stationary gears G1i, G2i, G3i, G4i, and G5i that are “idling”. Due to this, the idle gears G1o, G2o, G3o, G5o (that is, idle gears that are not fixed so as not to be rotatable relative to the output shaft A3) corresponding to gears other than “fourth speed”. And the fixed gears G1i, G2i, G3i, and G5i that mesh with the idle gears, respectively, can generate rattling noise. This rattling noise may cause the passenger to feel uncomfortable. The rattling noise is generated by the same mechanism even when a gear stage other than “fourth speed” is realized.

  Therefore, in the present apparatus, based on the fact that the “automatic mode” is selected and the shift speed for driving (other than neutral) is realized, the mode is changed from the driving mode other than the EV mode to the EV driving mode. As a result, the shift stage to be realized is changed and fixed to neutral.

  Hereinafter, this will be described with reference to FIG. In FIG. 5, “automatic mode” (D range) is selected and maintained by SL, and a travel mode other than the EV travel mode (specifically, EG travel mode) is selected before time t1, and time t1 Hereinafter, an example in which the EV traveling mode is selected is shown. In the “shift stage” column of FIG. 5, a broken line indicates a case where the above-described “change to neutral” is not performed, and a solid line indicates a case where the “change to neutral” is performed by the apparatus.

  In the example shown in FIG. 5, the EG torque Te and the clutch torque Tc decrease toward zero and the MG torque Tm increases from zero after the time t1 in accordance with the switching from the EG traveling mode to the EV traveling mode at the time t1. . Te reaches zero at time t2, and after time t2, the engine rotational speed NE decreases toward zero and becomes zero at time t4. After time t4, E / G is maintained in a stopped state (NE = 0).

  After time t2, clutch torque Tc is maintained at zero (that is, clutch C / D is maintained in a disconnected state). In other words, after time t2, the vehicle travels using only MG torque.

  The accelerator opening is kept constant from before time t1. Accordingly, MG torque Tm is maintained constant after time t2. As a result, the vehicle speed is also kept constant from before time t1.

  The “speed stage to be realized” is maintained at “fourth speed” until time t2 when the clutch torque Tc reaches zero, according to the above-described shift map (see FIG. 4). Here, when the above-mentioned “change to neutral” is not made (see the broken line), after the time t2, the “fourth speed” is set according to the shift map (see FIG. 4) according to the vehicle speed and the accelerator opening. Is maintained. At this stage, since the clutch C / D is in the disconnected state, as described above, the input shaft A2, and thus the fixed gears G1i, G2i, G3i, G4i, and G5i are also “idle”. Therefore, when the rotational fluctuation of the output shaft A3 occurs, the same mechanism as described above causes each backlash between the idle gears G1o, G2o, G3o, G5o and the fixed gears G1i, G2i, G3i, G5i. As a result, rattling noise can occur.

  On the other hand, in this device, at time t2 when the clutch torque Tc reaches zero, a shift operation for changing the “realized gear stage” from the current gear stage (“4th speed” in this example) to neutral is performed. Be started. As a result, the gear stage to be realized is fixed to neutral immediately after time t2. That is, immediately after time t2, a power transmission system is not formed between the input shaft A2 and the output shaft A3. Therefore, the above-mentioned “idle rotation of the input shaft A2” does not occur. In other words, even if the output shaft A3 rotates, the input shaft A2, and thus the fixed gears G1i, G2i, G3i, G4i, and G5i do not rotate. As a result, even if the rotation fluctuation of the output shaft A3 occurs, the above-described rattling noise does not occur.

  In this example, after switching from the EG travel mode (or HV travel mode) to the EV travel mode, the shifting operation to neutral is started when the clutch torque Tc reaches zero. On the other hand, the neutral shift operation is started before the clutch torque Tc reaches zero in consideration of the response delay of the neutral shift operation within a range where no shock is generated by the neutral shift operation. Alternatively, in consideration of an increase in the load on the electronic control unit ECU due to the simultaneous actuation of the actuators ACT1 and ACT2, the shift operation to the neutral is started after the clutch torque Tc reaches zero. Also good.

  Although not shown in FIG. 5, when the “speed stage to be realized” is fixed to neutral in the EV traveling mode, the neutral speed is fixed based on the fact that the vehicle speed is equal to or lower than the predetermined speed. The “speed stage to be realized” may be selected and changed based on the above-described shift map (see FIG. 4) and the running state of the vehicle (accelerator opening, vehicle speed, etc.).

  According to this, based on the subsequent stop of the vehicle, the “speed stage to be realized” is set to the “speed stage with the largest reduction ratio” (“1st speed” in this example). That is, it is possible to obtain a state in which the gear stage having the largest reduction ratio (that is, the starting gear stage) is already realized when the vehicle is stopped or immediately before the vehicle is stopped. Therefore, for example, when the vehicle immediately starts in the EG traveling mode or the HV traveling mode after the vehicle is stopped, the vehicle can be promptly started using the “speed stage with the largest reduction ratio”.

  As described above, according to the present device, in the state where the driving gear stage other than neutral is realized, the “achieved speed change” is based on the transition of the driving mode from the driving mode other than the EV mode to the EV driving mode. "Stage" is changed to neutral and fixed. According to this, when the EV traveling mode is selected, a power transmission system is not formed between the input shaft A2 and the output shaft A3 of the transmission T / M. Therefore, when the vehicle is traveling in the EV traveling mode, the above-mentioned “idle rotation of the transmission input shaft A2” does not occur (the transmission input shaft A2 does not rotate). As a result, even if the rotational fluctuation of the output shaft A3 of the transmission occurs, the above-mentioned rattling noise does not occur, and therefore, the passenger does not feel uncomfortable due to such rattling noise.

  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, a manual transmission T / M that does not include a torque converter is used as a transmission, but an automatic transmission that includes a torque converter may be used. In this case, the clutch C / D becomes unnecessary.

  Moreover, in the said embodiment, although it is comprised so that three types of driving modes, EV driving mode, EG driving mode, and HV driving mode, may be selectively implement | achieved, EV driving mode and EG driving mode are comprised. The two types of travel modes may be selectively realized (that is, the HV travel mode cannot be realized).

  T / M ... transmission, E / G ... engine, C / D ... clutch, M / G ... motor generator, A1 ... engine output shaft, A2 ... transmission input shaft, A3 ... transmission output shaft, ACT1 ... Clutch actuator, ACT2 ... Transmission actuator, ECU ... Electronic control unit

Claims (6)

Applied to vehicles equipped with internal combustion engine and electric motor as power source,
An input shaft for inputting power from the output shaft of the internal combustion engine and an output shaft for outputting power to the drive wheels of the vehicle, and a power transmission system is formed between the input shaft and the output shaft Shifting with a neutral stage that can change a reduction ratio that is a ratio of the rotational speed of the input shaft to the rotational speed of the output shaft in a state and that does not form a power transmission system between the input shaft and the output shaft A transmission in which power is input from the output shaft of the electric motor to the output shaft of the transmission without going through a power transmission system between the input shaft and the output shaft;
Control means for controlling the internal combustion engine drive torque that is the drive torque of the output shaft of the internal combustion engine, the motor drive torque that is the drive torque of the output shaft of the electric motor, and the transmission based on the running state of the vehicle;
With
The control means includes
Based on the running state of the vehicle, an electric motor driving mode that uses only the electric motor driving torque, and uses only the internal combustion engine driving torque or uses both the internal combustion engine driving torque and the electric motor driving torque. In the vehicle power transmission control device configured to selectively realize the internal combustion engine travel mode that travels as
The control means includes
When the transmission is in a state where a power transmission system is formed between the input shaft and the output shaft, the selected travel mode is changed from the internal combustion engine travel mode to the electric motor travel mode. The power transmission control device for a vehicle configured to change / fix the state of the transmission to a state where the neutral stage is realized based on the above. Applied to vehicles equipped with internal combustion engine and electric motor as power source,
An input shaft for inputting power from the output shaft of the internal combustion engine; and an output shaft for outputting power to the drive wheels of the vehicle; a power transmission system is formed between the input shaft and the output shaft; A power transmission system is not formed between a plurality of predetermined driving speed stages having different reduction ratios, which are ratios of the rotational speed of the input shaft to the rotational speed of the output shaft, and the input shaft and the output shaft. A stepped transmission having a neutral stage and not including a torque converter, wherein power is output from the output shaft of the electric motor without passing through a power transmission system between the input shaft and the output shaft. A stepped transmission that is input to the output shaft of
A clutch interposed between an output shaft of the internal combustion engine and an input shaft of the stepped transmission and capable of adjusting a clutch torque that is a maximum value of torque that can be transmitted by the clutch;
A first actuator for controlling the clutch and adjusting the clutch torque;
A second actuator that controls the stepped transmission to change a shift speed realized from among the plurality of travel shift speeds and the neutral speed;
Based on the running state of the vehicle, an internal combustion engine drive torque that is a drive torque of the output shaft of the internal combustion engine, an electric motor drive torque that is a drive torque of the output shaft of the electric motor, the first actuator, and the second actuator Control means for controlling;
With
The control means includes
Based on the traveling state of the vehicle, in an electric motor traveling mode in which only the electric motor driving torque is used while the clutch torque is maintained at zero, and the clutch torque is adjusted to a value greater than zero. Power transmission of a vehicle configured to selectively realize an internal combustion engine travel mode that travels using only the internal combustion engine drive torque or using both the internal combustion engine drive torque and the electric motor drive torque In the control device,
The control means includes
In the state in which the internal combustion engine travel mode is selected, the shift stage to be realized is configured to be changed according to the travel state of the vehicle,
The control means includes
When the realized gear is set to any one of the plurality of driving gears, the selected driving mode is changed from the internal combustion engine driving mode to the electric motor driving mode. A vehicle power transmission control device configured to change and fix the realized gear to the neutral gear. The power transmission control device for a vehicle according to claim 2,
The stepped transmission is
A plurality of fixed gears, each of which is provided on the input shaft of the stepped transmission so as not to rotate relative to each other, and each of which corresponds to each of the plurality of travel gears;
A plurality of idle gears are provided on the output shaft of the stepped transmission so as to be rotatable relative to each other. With rolling gear,
Each is provided so that it cannot rotate relative to the output shaft of the stepped transmission and can move in the axial direction, and each of the corresponding idler gears among the plurality of idler gears cannot rotate relative to the output shaft. A plurality of sleeves engageable with corresponding idler gears for fixing to
With
A vehicle power transmission control device configured to change the realized gear position by controlling the axial positions of the plurality of sleeves with the second actuator. In the vehicle power transmission control device according to claim 2 or 3,
The control means includes
In the state where the electric motor traveling mode is selected and the realized shift speed is fixed to the neutral speed, the realized shift speed is determined based on the fact that the speed of the vehicle is equal to or lower than a predetermined speed. A power transmission control device for a vehicle configured to be changed according to a traveling state of the vehicle. The vehicle power transmission control device according to claim 4,
The control means includes
In a state where the electric motor travel mode is selected, based on the fact that the traveling vehicle is stopped, the realized shift speed is changed to the shift speed with the largest reduction ratio among the plurality of travel speeds. A vehicle power transmission control device configured to be set. In the vehicle power transmission control device according to any one of claims 2 to 5,
The control means includes
In order to change the realized shift speed to the neutral speed based on the fact that the clutch torque reaches zero after the selected travel mode is changed from the internal combustion engine travel mode to the electric motor travel mode. A vehicle power transmission control device configured to start the operation of the vehicle.

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