JP2013216285A - Control device of vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle drive device capable of properly executing a refill operation of a hydraulic actuator for driving a clutch and suppressing incongruity imparted to a vehicle driver.SOLUTION: A vehicle drive device includes an engine 1 and a motor 2. The engine 1 is disposed to drive a vehicle via a clutch and the motor 2 is disposed to drive the vehicle without interposing the clutch. When a refill operation request is outputted, the clutch in an engaged state is opened while filling vehicle drive torque by the motor 2 when the vehicle can be traveled by the motor 2, and a refill operation for making a closed hydraulic circuit 80 corresponding to the opened clutch communicate with a hydraulic fluid storage tank 74 is executed. The vehicle drive torque during the opening of the clutch is filled by the motor 2, and thereby the lowering of the vehicle drive torque accompanying the execution of the refill operation is prevented and excellent vehicle drivability can be maintained.

Description

  The present invention relates to a control device for a vehicle drive device, and more particularly to a control device for a vehicle drive device including a transmission including two clutches corresponding to each of an odd-numbered gear stage and an even-numbered gear stage of a transmission mechanism.

  Patent Document 1 discloses a vehicle drive device including a transmission that includes two clutches corresponding to each of an odd-numbered gear stage and an even-numbered gear stage of a speed change mechanism, and for performing an engagement / release operation of the clutch. As a hydraulic actuator, the one shown in Patent Document 2 is known.

  As shown in FIG. 10, the hydraulic actuator disclosed in Patent Document 2 includes a driven side piston PR for moving the clutch disk, a driving side piston PD for generating hydraulic pressure for driving the driven side piston PR, and a driving side piston. A connection oil passage POC that connects the PD and the driven piston PR and a hydraulic oil storage tank TR are provided. When the drive side piston PD moves to the position where the drive side piston PD opens the clutch (the position indicated by the alternate long and short dash line shown on the left side of the figure), the hydraulic oil storage tank TR moves to the hydraulic chamber CR, the connection oil path POC, and the driven side piston PR. It is provided so as to be able to communicate with a closed hydraulic circuit composed of a hydraulic chamber CD of the driving side piston PD. The drive side piston PD is configured to be movable in the left-right direction in the figure by a motor.

International Publication WO2011-136235 Japanese Patent Laid-Open No. 11-315858

  Since the hydraulic actuator shown in FIG. 10 is disposed in the engine room of the vehicle, there is a possibility that the temperature change or pressure change of the hydraulic oil in the closed hydraulic circuit may occur, and when the clutch engagement state is continued for a long time. In order to avoid an adverse effect on the closed hydraulic circuit due to a pressure change or the like, it is necessary to perform a refill operation that temporarily connects the closed hydraulic circuit to the hydraulic oil storage tank TR. By the refill operation, the hydraulic oil is replenished from the hydraulic oil storage tank TR to the closed hydraulic circuit, or the hydraulic oil is returned from the closed hydraulic circuit to the hydraulic oil storage tank TR, so that the hydraulic pressure in the closed hydraulic circuit is in an appropriate state. Returned. When performing the refilling operation, in the hydraulic actuator shown in FIG. 10, it is necessary to move the driving side piston PD further to the left in the figure from the clutch disengagement position, so the clutch being engaged must be temporarily disengaged. For this reason, the vehicle driving force may be temporarily reduced, which may cause the vehicle driver to feel uncomfortable.

  The present invention has been made paying attention to this point, and provides a control device for a vehicle drive device that can appropriately perform a refill operation of a hydraulic actuator that drives a clutch and can suppress a sense of discomfort given to a vehicle driver. The purpose is to do.

  In order to achieve the above object, a first aspect of the present invention provides a control device for a vehicle drive device that is mounted on a vehicle and drives the vehicle, wherein the vehicle drive device is a prime mover (1) for driving the vehicle. And the motor (2), the first clutch (21) and the second clutch (22) capable of transmitting the driving force of the prime mover, and the driving force for engaging / disengaging the first clutch (21). A first actuator (70) having a first closed hydraulic circuit (80); a second actuator having a second closed hydraulic circuit for transmitting a driving force for engaging / disengaging the second clutch; A storage tank (74) capable of communicating with the second closed hydraulic circuit (80) and storing hydraulic oil, a first input shaft (11) directly connected to an output member of the first clutch, and the second Directly connected to the clutch output member The second input shaft (12), the output shaft (14) arranged in parallel with the first and second input shafts, the first and second input shafts (11, 12), and the output shaft (14), and a transmission mechanism that can achieve a plurality of shift speeds, and a transmission mechanism that transmits the driving force of the output shaft (14) to the drive wheels (7) of the vehicle, The electric motor (2) is disposed so as to be able to drive the drive wheel (7) without any of the first and second clutches (21, 22), and the first clutch and the second clutch (21, 22). The closed hydraulic circuit (80) corresponding to the opened clutch is connected to the storage tank (74) while one is open and the other is engaged. The closed hydraulic circuit (80) corresponding to the clutch is connected to the storage tank (74). The refill operation request means is configured to determine a predetermined refill execution condition and output a refill operation request when the predetermined refill execution condition is satisfied, and the refill operation request is output. When the vehicle can be driven by the electric motor (2), the clutch in the engaged state is released, and the closed hydraulic circuit (80) corresponding to the released clutch is connected to the storage tank ( 74) and a refill operation control means for performing the refill operation for communicating with the motor (2) and supplementing the vehicle driving force during the clutch release by the electric motor (2).

  According to a second aspect of the present invention, in the control device for a vehicle drive device according to the first aspect, the refill operation control means is engaged when the vehicle drive force cannot be compensated by the electric motor (2). One of the clutches in a state is released, the refilling operation is executed for the closed hydraulic circuit (80) corresponding to the released clutch, and the upshift or downshift is executed by controlling the speed change mechanism, and the released state The other clutch in the above is fastened.

  According to a third aspect of the present invention, in the control device for a vehicle drive device according to the second aspect, the refill operation control means upshifts when the vehicle drive force cannot be compensated for by the electric motor (2). When it is possible, the refill operation is executed and the upshift is executed, while when the upshift is impossible, the refill operation is executed and the downshift is executed.

  According to a fourth aspect of the present invention, in the control device for a vehicle drive device according to the first aspect, any one of the plurality of shift speeds according to an operation amount (AP) and a vehicle speed (VP) of an accelerator pedal of the vehicle. Shift control means for performing a shift control for selecting the gear, and when the refill operation request is output, the shift control means changes the gear position according to the change in the accelerator pedal operation amount (AP) at that time. The control algorithm of the shift control is changed so as to be easily performed.

  According to a fifth aspect of the present invention, in the control device for a vehicle drive device according to the second or third aspect, the refill operation control means performs the upshift after executing the refill operation and the upshift or downshift. Alternatively, a downshift or an upshift is performed to the gear position immediately before the downshift is executed.

  According to the first aspect of the present invention, when the refill operation request is output and the vehicle can be driven by the electric motor, the clutch in the engaged state is released, and the released clutch is dealt with. A refill operation is performed for communicating the closed hydraulic circuit with the storage tank, and the vehicle driving force during clutch release is compensated by the electric motor, thus preventing a decrease in vehicle driving force associated with the execution of the refilling operation. Vehicle drivability can be maintained.

  According to the second aspect of the present invention, when the vehicle driving force cannot be compensated for by the electric motor, one of the clutches in the engaged state is released, and the refill operation is performed on the closed hydraulic circuit corresponding to the opened clutch. Is executed and the speed change mechanism is controlled to execute upshift or downshift, and the other clutch in the released state is engaged. By performing the refill operation together with the speed change operation, it is possible to minimize the uncomfortable feeling given to the driver when the driving force cannot be compensated by the electric motor.

  According to the third aspect of the present invention, when upshifting is possible when the vehicle driving force cannot be compensated for by the electric motor, the refill operation is performed and the upshift is performed while the upshift is performed. When the shift is impossible, the refill operation is executed and the downshift is executed. Since the upshift gives the driver less discomfort, it is possible to perform a refill operation with less discomfort by prioritizing the upshift.

  According to the fourth aspect of the present invention, when the refill operation request is output, the shift control algorithm is changed so that the shift stage is easily changed according to the change in the accelerator pedal operation amount at that time. Therefore, the possibility of changing the gear position is increased, and the refilling operation can be performed without causing the driver to feel uncomfortable.

  According to the fifth aspect of the present invention, after the refill operation and the upshift or downshift are performed, the downshift or the upshift to the gear stage immediately before the upshift or the downshift is performed is performed. The driving force is returned to the original state, and the traveling with the driving force appropriate for the driver can be continued.

1 is a diagram illustrating an overall configuration of a vehicle drive device and a control device thereof according to an embodiment of the present invention. It is a skeleton figure of the vehicle drive device shown in FIG. FIG. 3 is a diagram schematically illustrating a configuration of a hydraulic actuator (clutch actuator) that performs engagement / disengagement operation of the clutch illustrated in FIG. 2. It is a flowchart of the process which performs the refill operation control of a clutch actuator. 5 is a time chart for explaining refill operation control when a first refill operation mode is selected in the process of FIG. 4. 6 is a time chart for explaining refill operation control when a second refill operation mode is selected in the process of FIG. 4. 5 is a time chart for explaining refill operation control when a third refill operation mode is selected in the process of FIG. 4. 5 is a time chart for explaining refill operation control when a fourth refill operation mode is selected in the process of FIG. 4. It is a flowchart of the shift control process concerning the 2nd Embodiment of this invention. It is a figure which shows the conventional hydraulic actuator.

Embodiments of the present invention will be described below with reference to the drawings.
[First Embodiment]
FIG. 1 is a diagram showing an overall configuration of a vehicle drive device and its control device according to an embodiment of the present invention, and FIG. 2 is a skeleton diagram of the vehicle drive device shown in FIG. The vehicle drive apparatus shown in these drawings includes an internal combustion engine (hereinafter referred to as “engine”) 1 as a prime mover, an electric motor (hereinafter referred to as “motor”) 2 having functions as a prime mover and a generator, an engine 1 and / or A transmission 3 for transmitting the driving force of the motor 2, and the drive wheels 7 are driven via the counter shaft 14, the differential gear mechanism 5, and the drive shaft 6 that are output shafts of the transmission 3. It is configured. The motor 2 is connected to a power drive unit (hereinafter referred to as “PDU”) 201, and the PDU 201 is connected to a battery 202.

  When the motor 2 is driven with a positive driving torque, that is, when the motor 2 is driven with electric power output from the battery 202, the electric power output from the battery 202 is supplied to the motor 2 via the PDU 201. When the motor 2 is driven with a negative driving torque, that is, when the motor 2 is regeneratively operated, the electric power generated by the motor 2 is supplied to the battery 202 via the PDU 201, and the battery 202 is charged.

  An electronic control unit (hereinafter referred to as “ECU”) 100 performs shift control of the transmission 3 via the hydraulic control device 3 a, and performs drive control of the motor 2 and output control of the engine 1 via the PDU 201. The output control of the engine 1 is performed by a known method by changing mainly the intake air amount, the fuel supply amount, and the ignition timing.

  The ECU 100 includes an engine speed sensor 101 that detects the engine speed NE, an accelerator sensor 102 that detects an accelerator pedal operation amount (hereinafter referred to as an “accelerator pedal operation amount”) AP, and a vehicle speed sensor that detects a vehicle speed VP. 103 and various sensors (not shown) are connected, and detection signals from these sensors are supplied to the ECU 100. The ECU 100 is configured to be able to detect the storage amount (remaining charge amount) SOC of the battery 202 according to the output voltage and output current of the battery 202. Note that the ECU 100 is actually configured by connecting a transmission control ECU, a motor control ECU, and an engine control ECU via a data bus. In the figure, the ECU 100 is shown as a whole.

  As shown in FIG. 2, the transmission 3 includes a twin clutch 20 including a first clutch 21 and a second clutch 22, a first main shaft 11, a second main shaft 12, a connecting shaft 13, a counter shaft provided in parallel to each other. 14, a first intermediate shaft 15, a second intermediate shaft 16, and a reverse shaft 17, and a crankshaft 1 a of the engine 1 is connected to the twin clutch 20. The first main shaft 11 is disposed coaxially with the crankshaft 1 a of the engine 1.

  The motor 2 is directly connected to the first main shaft 11 of the transmission 3 and is provided so as to be able to drive the connecting shaft 13 via the planetary gear mechanism 40. The motor 2 includes a stator 61 and a rotor 62 disposed to face the stator 61. The rotor 62 is disposed on the outer peripheral side of the ring gear 45 of the planetary gear mechanism 40 and is attached to the first main shaft 11 of the transmission 3 together with the sun gear 42 of the planetary gear mechanism 40.

  The planetary gear mechanism 40 includes a sun gear 42, a planetary gear 44, a ring gear 45, and a carrier 46. The ring gear 45 is arranged coaxially with the sun gear 42 and is arranged so as to surround the sun gear 42. The planetary gear 44 is meshed with the sun gear 42 and the ring gear 45, and the carrier 46 supports the planetary gear 44 so that it can rotate and revolve. Therefore, the sun gear 42, the ring gear 45, and the carrier 46 are configured to be differentially rotatable with respect to each other. The ring gear 45 includes a lock mechanism 50. The lock mechanism 50 includes a synchronization mechanism, and is configured to be able to stop the rotation of the ring gear 45.

  Next, the configuration of the transmission 3 will be described in detail. The first main shaft 11 has an end portion on the engine 1 side connected to the first clutch 21 (directly connected to the output side disk of the first clutch 21), and a planetary gear near the end portion on the opposite side to the engine 1. The sun gear 42 of the mechanism 40 and the rotor 62 of the motor 2 are attached. Therefore, the first main shaft 11 can be connected to the crankshaft 1 a of the engine 1 by the first clutch 21 and is directly connected to the motor 2, so that the driving force of the engine 1 and / or the motor 2 is transmitted to the sun gear 42. Is possible.

  The first main shaft 11 is provided with a fifth speed drive gear 35a so as to be relatively rotatable, and a reverse driven gear 38b and a first speed change selector 51 are attached. The reverse driven gear 38 b rotates integrally with the first main shaft 11.

  The second main shaft 12 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the engine 1 side portion of the first main shaft 11. An idle drive gear 37a is attached to the second main shaft 12, and an end portion on the engine 1 side is connected to the second clutch 22 (directly connected to the output side disk of the second clutch 22). Therefore, the second main shaft 12 can be connected to the crankshaft 1 a of the engine 1 by the second clutch 22, and when the second clutch 22 is engaged, the driving force of the engine 1 is idled via the second main shaft 12. It is transmitted to the drive gear 37a.

  The connecting shaft 13 is configured to be shorter and hollow than the first main shaft 11 and is disposed so as to be relatively rotatable so as to cover the periphery of the portion of the first main shaft 11 opposite to the engine 1. Further, a third speed drive gear 33 a is attached to the connecting shaft 13 on the engine 1 side, and a carrier 46 of the planetary gear mechanism 40 is attached to the opposite side of the engine 1. Therefore, the carrier 46 attached to the connecting shaft 13 and the third-speed drive gear 33a rotate as a result of the revolution of the planetary gear 44.

  The first speed change selector 51 is provided between the third speed drive gear 33a and the fifth speed drive gear 35a. The first main shaft 11, the third speed drive gear 33a or the fifth speed drive gear is provided. 35a is connected or opened. When the first speed change selector 51 is connected to the third speed position, the first main shaft 11 and the third speed drive gear 33a are connected to rotate integrally, and when connected to the fifth speed position, When the first main shaft 11 and the fifth speed drive gear 35a rotate together and the first speed change selector 51 is in the neutral position, the first main shaft 11 is driven by the third speed drive gear 33a and the fifth speed drive gear. Released from 35a.

  When the first main shaft 11 and the third speed drive gear 33a rotate together, the sun gear 42 attached to the first main shaft 11 and the carrier connected to the third speed drive gear 33a by the connecting shaft 13 are used. 46 and the ring gear 45 rotate together, and the planetary gear mechanism 40 is integrated. When the planetary gear mechanism 40 rotates as a unit, the third speed traveling is performed. When the first speed change selector 51 is in the neutral position and the lock mechanism 50 is connected in the first speed position, the ring gear 45 is locked, and the rotation of the sun gear 42 is decelerated and transmitted to the carrier 46. . Thus, the first speed traveling is performed.

  A first idle driven gear 37 b that meshes with an idle drive gear 37 a attached to the second main shaft 12 is attached to the first intermediate shaft 15. A second idle driven gear 37c, a second speed drive gear 32a, a fourth speed drive gear 34a, and a second speed change selector 52 are attached to the second intermediate shaft 16.

  The second idle driven gear 37c meshes with a first idle driven gear 37b attached to the first intermediate shaft 15, and constitutes a first idle gear train 37A together with the idle drive gear 37a and the first idle driven gear 37b. The second speed drive gear 32a and the fourth speed drive gear 34a are supported so as to be relatively rotatable with the second intermediate shaft 16 at positions corresponding to the third speed drive gear 33a and the fifth speed drive gear 35a, respectively. Has been. The second speed change selector 52 is provided between the second speed drive gear 32a and the fourth speed drive gear 34a, and the second intermediate shaft 16 and the second speed drive gear 32a or the fourth speed drive gear. 34a is connected or opened.

  When the second speed change selector 52 is connected at the second speed position, the second intermediate shaft 16 and the second speed drive gear 32a rotate together, and the second speed change selector 52 moves to the fourth speed position. When the second intermediate shaft 16 and the fourth speed drive gear 34a rotate together, and the second speed change selector 52 is in the neutral position, the second intermediate shaft 16 is driven for the second speed. It is released from the gear 32a and the fourth speed drive gear 34a.

  A first shared driven gear 33b, a second shared driven gear 34b, a parking gear 31, and a final gear 36a are attached to the counter shaft 14 in this order from the side opposite to the engine 1, via the final gear 36a. Thus, the differential gear mechanism 5 is driven. Therefore, the counter shaft 14 corresponds to the output shaft of the transmission 3.

  The first shared driven gear 33b meshes with the third speed drive gear 33a attached to the connecting shaft 13 to form a third speed gear pair 33 together with the third speed drive gear 33a, and the second intermediate shaft 16 And a second speed gear pair 32 together with the second speed drive gear 32a.

  The second shared driven gear 34b meshes with a fifth speed drive gear 35a provided on the first main shaft 11 to form a fifth speed gear pair 35 together with the fifth speed drive gear 35a, and a second intermediate shaft. 16 is engaged with a fourth speed drive gear 34a to form a fourth speed gear pair 34 together with the fourth speed drive gear 34a.

  The final gear 36 a meshes with the differential gear mechanism 5, and the differential gear mechanism 5 is connected to the drive wheel 7 via the drive shaft 6. Accordingly, the driving force transmitted to the counter shaft 14 is output to the driving wheel 7 via the final gear 36 a, the differential gear mechanism 5, and the driving shaft 6.

  A third idle driven gear 37d, a reverse drive gear 38a, and a reverse selector 53 are attached to the reverse shaft 17. The third idle driven gear 37d meshes with a first idle driven gear 37b attached to the first intermediate shaft 15, and constitutes a second idle gear train 37B together with the idle drive gear 37a and the first idle driven gear 37b.

  The reverse drive gear 38a meshes with a reverse driven gear 38b attached to the first main shaft 11, and is supported on the reverse shaft 17 so as to be relatively rotatable. The reverse drive gear 38a constitutes a reverse gear train 38 together with the reverse driven gear 38b.

  The reverse selector 53 is provided on the opposite side of the reverse drive gear 38a from the engine 1, and connects or opens the reverse shaft 17 and the reverse drive gear 38a. When the reverse selector 53 is connected at the reverse position, the reverse shaft 17 and the reverse drive gear 38a rotate together, and when the reverse selector 53 is at the neutral position, the reverse shaft 17 is connected to the reverse drive gear 38a. Is released from.

  The first shift selector 51, the second shift selector 52, and the reverse selector 53 are driven by a motor of a synchronous mechanism (synchromesh) sleeve that matches the shaft to be connected with the rotational speed of the gear. Connects / releases gears. Note that the sleeve of the synchronization mechanism may be hydraulically driven.

  As described above, the transmission 3 includes the planetary gear mechanism 40, the third speed drive gear 33a, and the fifth speed drive gear 35a that can form a part of the first speed drive gear on the first main shaft 11. And an even-numbered gear group including a second-speed drive gear 32a and a fourth-speed drive gear 34a on the second intermediate shaft 16.

With the configuration described above, the driving device shown in FIG. 1 can establish five driving force transmission paths (hereinafter simply referred to as “transmission paths”) TRP1 to TRP5 described below.
In the first transmission path TRP1, the crankshaft 1a of the engine 1 has the first main shaft 11, the planetary gear mechanism 40, the connecting shaft 13, the third speed gear pair 33 (the third speed drive gear 33a, the first shared driven gear). 33 b), a path (first speed path) connected to the drive wheel 7 via the counter shaft 14, the final gear 36 a, the differential gear mechanism 5, and the drive shaft 6. The reduction gear ratio of the planetary gear mechanism 40 is set so that the engine torque transmitted to the drive wheels 7 via the first power transmission path TRP1 corresponds to the first speed. That is, the reduction ratio obtained by multiplying the reduction ratio of the planetary gear mechanism 40 and the reduction ratio of the third speed gear pair 33 is set to be equivalent to the first speed.

  In the second transmission path TRP2, the crankshaft 1a of the engine 1 has the second main shaft 12, the first idle gear train 37A (idle drive gear 37a, first idle driven gear 37b, second idle driven gear 37c), second intermediate Shaft 16, second speed gear pair 32 (second speed drive gear 32a, first shared driven gear 33b) or fourth speed gear pair 34 (fourth speed drive gear 34a, second shared driven gear 34b) , A path (second speed / fourth speed path) connected to the drive wheel 7 via the counter shaft 14, the final gear 36 a, the differential gear mechanism 5, and the drive shaft 6.

  In the third transmission path TRP3, the crankshaft 1a of the engine 1 has the first main shaft 11, the third speed gear pair 33 (the third speed drive gear 33a, the first common driven gear 33b) or the fifth speed gear pair. 35 (5th speed drive gear 35a, second shared driven gear 34b), counter shaft 14, final gear 36a, differential gear mechanism 5, and drive shaft 6 are driven without the planetary gear mechanism 40. This is a path (third speed / fifth speed path) connected to the wheel 7.

  In the fourth transmission path TRP4, the motor 2 is connected to the planetary gear mechanism 40 or the third speed gear pair 33 (third speed drive gear 33a, first shared driven gear 33b) or fifth speed gear pair 35 (fifth speed). Speed drive gear 35a, second shared driven gear 34b), counter shaft 14, final gear 36a, differential gear mechanism 5, and path connected to drive wheel 7 via drive shaft 6 (motor travel path) It is.

  In the fifth transmission path TRP5, the crankshaft 1a of the engine 1 has the second main shaft 12, the second idle gear train 37B (the idle drive gear 37a, the first idle driven gear 37b, the third idle driven gear 37d), and the reverse shaft 17. , Reverse gear train 38 (reverse drive gear 38a, reverse driven gear 38b), planetary gear mechanism 40, connecting shaft 13, third speed gear pair 33 (third speed drive gear 33a, first shared driven gear) 33b), a path (reverse travel path) connected to the drive wheel 7 via the counter shaft 14, the final gear 36a, the differential gear mechanism 5, and the drive shaft 6.

  According to the drive device configured as described above, the lock mechanism 50, the first and second clutches 21 and 22 are controlled to be connected / released, and the first shift selector 51, the second shift selector 52, and the reverse drive are controlled. By controlling the connection position of the selector 53, the engine 1 can perform the first to fifth speed traveling and the reverse traveling.

  When the first transmission path TRP1 is established by engaging the first clutch 21 and connecting the lock mechanism 50, the first speed travel is performed, the second clutch 22 is engaged, and the second shift selector 52 is When the second transmission path TRP2 is established by connecting at the second speed position, the second speed travel is performed, the first clutch 21 is engaged, and the first shift selector 51 is moved to the third speed position. When the third transmission path TRP3 is established by the connection, the third speed traveling is performed.

When the second transmission path TRP2 is established by engaging the second clutch 22 and connecting the second shift selector 52 at the fourth speed position, the fourth speed travel is performed and the first clutch 21 is engaged. When the third transmission path TRP3 is established by connecting the first shift selector 51 at the fifth speed position, the fifth speed travel is performed. When the fifth transmission path TRP5 is established by engaging the second clutch 22 and connecting the reverse selector 53, reverse travel is performed.
Note that the basic configuration of the drive device shown in FIG.

  FIG. 3 is a diagram schematically showing a configuration of a hydraulic actuator (hereinafter referred to as “clutch actuator”) 70 that is included in the hydraulic control device 3a and performs the engagement / disengagement operation of the first clutch 21. The clutch shown in FIG. The basic structure of the actuator is the same as that of the conventional hydraulic actuator shown in FIG. The clutch actuator 70 connects a driven piston 71 for moving the clutch disk, a driving piston 72 for generating hydraulic pressure for driving the driven piston 71, and a connection for connecting the driving piston 72 and the driven piston 71. An oil passage 73 and a storage tank 74 for storing hydraulic oil are provided. The storage tank 74 has a hydraulic chamber 75 for driving the driven piston 71, a connecting oil passage 73, when the driving piston 72 is moved to a position for releasing the clutch 21 (a position indicated by an alternate long and short dash line on the left side of the drawing). And a closed hydraulic circuit 80 composed of a hydraulic chamber 76 pressurized by the drive side piston 72 so as to be able to communicate therewith. The drive-side piston 72 can be moved in the left-right direction in the figure by a clutch control motor (not shown), and the operation of the clutch control motor is controlled by the ECU 100.

  When the drive side piston 72 is in the position shown in FIG. 3, the first clutch 21 is engaged, and when the drive side piston 72 moves leftward, the first clutch 21 is released. When performing the refilling operation of the closed hydraulic circuit 80, it is necessary to move the drive side piston 72 leftward, that is, to release the first clutch 21.

  The hydraulic actuator (clutch actuator) for engaging / disengaging the second clutch 22 is configured in the same manner.

  FIG. 4 is a flowchart of processing for performing refill operation control of the clutch actuator 70. This process is executed by the ECU 100 when the refill request flag FRFLR is set to “1” during cruise driving of the vehicle in a hydraulic control process (not shown) (when the refill request is output). The cruise traveling is a traveling state in which the accelerator pedal operation amount AP and the vehicle speed VP are held substantially constant. The refill request flag FRFLR is set to “1” when the first refill request flag FRFLR1 corresponding to the first clutch 21 or the second refill request flag FRFLR2 corresponding to the second clutch 22 is “1” as described later. Flag to be

The refill request flag FRFLR is set to “1” in the following cases 1) to 4).
1) When the closed hydraulic circuit 80 is in a closed state and the amount of change in hydraulic oil temperature in the closed hydraulic circuit 80 exceeds a predetermined oil temperature change threshold 2) The closed hydraulic circuit 80 is in a closed state and closed When the amount of change in the hydraulic pressure in the hydraulic circuit 80 exceeds a predetermined hydraulic pressure change threshold 3) When the closed hydraulic circuit 80 is closed for a predetermined time 4) When an abnormality of the hydraulic control device 3a is detected

  In the process shown in FIG. 4, one of the first to fourth refill operation modes is selected and executed as an operation mode for performing the refill operation. Details of the first to fourth refill operation modes will be described later with reference to FIGS.

  In step S11, it is determined whether or not a torque compensation possible flag FMTC is “1”. The torque compensation possible flag FMTC is set to “1” when the remaining charge amount SOC of the battery 202 is equal to or greater than a predetermined threshold value. If the answer to step S11 is affirmative (YES), the first refill operation mode MRFL1 that uses drive torque compensation by the motor 2 is selected (step S12).

  When the torque compensation flag FMTC is “0” and the drive torque compensation by the motor 2 cannot be performed, it is determined whether or not the refill time TRFL is equal to or greater than a predetermined threshold value TRFLTH (step S13). The refill time TRFL is a time required from the start to the end of the refill operation, and changes mainly depending on the hydraulic oil temperature TOIL in the closed hydraulic circuit 80, and thus is calculated according to the hydraulic oil temperature TOIL.

  If the answer to step S13 is negative (NO), that is, if the refill time TRFL is shorter than the predetermined threshold value TRFLTH, the fourth refill operation mode MRFL4 in which the refill operation is performed by opening the refill operation side clutch is selected (step S19). ).

  If the answer to step S13 is affirmative (YES), it is determined whether or not a single-axis failure flag FFAIL1 is “1” (step S14). The one-axis failure flag FFAIL1 is set to “1” when a failure that disables one of the first spindle 11 and the second spindle 12 is detected. If the answer to step S14 is affirmative (YES) and a failure is detected, the process proceeds to step S19.

  If the answer to step S14 is negative (NO), it is determined whether or not an upshift enable flag FUPSHHP is “1” (step S15). The upshift possible flag FUPSHHP indicates that the operating point corresponding to the current accelerator pedal operation amount AP and the vehicle speed VP in the shift map for selecting the gear position according to the accelerator pedal operation amount AP and the vehicle speed VP is the current shift stage. It is set to “1” when it is in the area to be maintained and is located near the upshift boundary.

  If the answer to step S15 is affirmative (YES), the second refill operation mode MRFL2 involving the release of the clutch on the refill operation side and the upshift of the gear stage is selected (step S16).

  If the answer to step S15 is negative (NO), it is determined whether or not a downshift enable flag FDNSHP is “1” (step S17). The downshift enable flag FDNSHP indicates that the operating point corresponding to the current accelerator pedal operation amount AP and the vehicle speed VP on the shift map for selecting the gear position according to the accelerator pedal operation amount AP and the vehicle speed VP is the current gear position. Is set to “1” when it is in the region where the image is maintained and is located in the vicinity of the downshift boundary line.

  If the answer to step S17 is affirmative (YES), a third refill operation mode MRFL3 involving disengagement of the clutch performing the refill operation and downshifting of the gear position is selected (step S18). If the answer to step S17 is negative (NO), that is, if neither an upshift nor a downshift can be performed, the process proceeds to step S19.

  Hereinafter, the first to fourth refill operation modes MRFL1 to MRFL4 will be described in detail with reference to FIGS. 5, 6 and 8 show an example in which a refill request is output in a state in which the first clutch 21 (a clutch corresponding to an odd gear (first speed, third speed, fifth speed)) is engaged. These show an example in which a refill request is output in a state in which the second clutch 22 (a clutch corresponding to an even-numbered gear stage (second speed, fourth speed)) is engaged. It should be noted that the accelerator pedal operation amount AP and the vehicle speed VP are kept substantially constant during the periods shown in these time charts.

  FIG. 5 is a time chart for explaining the first refill operation mode MRFL1, and shows an example in which the refill operation is performed by opening the first clutch 21 while compensating for the vehicle drive torque by the output torque of the motor 2. Has been. FIG. 5 shows a first refill request flag FRFLR1, a first refill permission flag FRFLP1, a first refill execution flag FRFLE1 (FIG. 5A), a first clutch torque TCL1, an engine torque TENG, and a motor torque TMOT (the same (B)), the transition of the vehicle driving torque TDRV ((c) in the figure) is shown.

  The first refill request flag FRFLR1 is set to “1” when requesting a refill operation (hereinafter referred to as “first refill operation”) of the closed hydraulic circuit 80 corresponding to the first clutch 21, and the first refill permission flag FRFLP1 is set. The first refill operation is set to “1” when the first refill operation is permitted, and the first refill execution flag FRFLE1 is set to “1” when the first refill operation is executed. The first clutch torque TCL1 is a torque transmitted through the first clutch 21 and increases as the degree of engagement of the first clutch 21 increases.

  The first refill request flag FRFLR1 is set to “1” before the time t0, and the motor torque TMOT takes a negative value before the time t0 and performs a regenerative operation. From time t0, the motor torque TMOT is gradually increased (regenerative torque is decreased), and the engine torque TENG is decreased. Torque compensation by the motor 2 is started from time t1, and the motor torque TMOT is gradually increased and the engine torque TENG is gradually decreased. At time t2, the engine torque TENG becomes “0”. During the period from time t0 to t2, the motor torque TMOT is increased and the engine torque TENG is decreased so that the vehicle driving torque TDRV is constant. This control is hereinafter referred to as “EM torque switching control”.

  At time t3 immediately after time t2, the first clutch torque TCL1 is set to “0” stepwise (the first clutch 21 is released), the first refill permission flag FRFLP1 is set to “1”, and immediately after time t4. The first refill execution flag FRFLE1 is set to “1”. Correspondingly, the drive-side piston 72 shown in FIG. 3 moves further leftward from the clutch disengagement position, and the refilling operation of the closed hydraulic circuit 80 is performed. At time t5, the first refill permission flag FRFLP1, the first refill request flag FRFLR1, and the first refill execution flag FRFLE1 are all returned to “0”, and the refill operation is terminated.

Immediately after time t5 (time t6), the first clutch torque TCL1 is increased and the first clutch 21 is quickly engaged. Immediately after time t6 (time t7), torque switching control for increasing the engine torque TENG while decreasing the motor torque TMOT, that is, ME torque switching control opposite to the EM torque switching control is performed. The motor torque TMOT becomes “0” at time t8, and thereafter, the engine torque TENG is increased while decreasing the motor torque TMOT (while increasing the regenerative torque), and the EM torque switching control is terminated at time t9.
Although not shown, in the first refill operation mode MRFL1, the engaged state of the second clutch 22 is maintained to maintain the gear position, and the engine speed NE is also maintained substantially constant.

  As described above, in the first refill operation mode MRFL1, the first clutch 21 is released after the EM torque switching control is performed, so that the vehicle driving torque TDRV is kept constant as shown in FIG. 5C. As a result, the refilling operation can be performed without giving the driver a sense of incongruity.

  FIG. 6 is a time chart for explaining the second refill operation mode MRFL2, while performing an upshift from the first main shaft gear stage GP1 (for example, third gear) to the second main shaft gear position (for example, fourth gear), An example of performing a refill operation is shown. FIG. 6 shows a first refill request flag FRFLR1, a first refill permission flag FRFLP1, a first refill execution flag FRFLE1 (FIG. 6A), a first clutch torque TCL1, a second clutch torque TCL2, an engine torque TENG, Motor torque TMOT (FIG. (B)), vehicle drive torque TDLV (FIG. (C)), target gear stage GPCMD and travel ratio RGR (FIG. (D)), engine speed NE (FIG. (E)) ) Is shown. The travel ratio RGR indicates an actual gear ratio that follows the target gear stage GPCMD.

  In this mode, the motor torque TMOT is increased from time t10 (regenerative torque is decreased), and is set to “0” at time t11, and thereafter maintained at “0”. The first clutch torque TCL1 is decreased from time t11 to release the first clutch 21. At the same time, the first refill permission flag FRFLP1 is set to “1”, and immediately after that, the first refill execution flag FRFLE1 is set to “1” to start the refill operation. At time t11, the target shift speed GPCMD is changed to the second main spindle shift speed GP2 that is one stage higher than the first main spindle shift speed GP1.

  The first clutch torque TCL1 is “0” at time t12 and the second clutch torque TCL2 is maintained at “0”, so that the vehicle driving torque TDRV is “0”. In order to cope with the upshift, control is performed to temporarily reduce the engine torque TENG and reduce the engine speed NE (t12 to t13). At time t13, the first refill permission flag FRFLP1, the first refill request flag FRFLR1, and the first refill execution flag FRFLE1 are all returned to “0”, and the refill operation is terminated.

  By increasing the second clutch torque TCL2 immediately after time t13, the upshift is completed slightly before time t14. At time t14, the target gear stage GPCMD is changed to the original first main gear stage GP1, and the second clutch torque TCL2 is decreased from time t15 to perform a downshift. Control corresponding to the downshift is performed to increase the engine speed NE (t16 to t17). The first clutch torque TCL1 is increased immediately after time t17, and the downshift is completed at time t18.

  In the second refill operation mode MRFL2, since the drive torque cannot be compensated by the motor 2, a torque loss period (t12 to t13) in which the vehicle drive torque TDRV is “0” occurs. However, the refill operation is performed together with the upshift operation. By executing this, it is possible to minimize the uncomfortable feeling given to the driver. In addition, a downshift is performed immediately after the completion of the upshift, and the gear position is returned to the original gear position, so that the vehicle driving force is restored to the original state and the vehicle continues to run with an appropriate driving force for the driver. Is possible.

  FIG. 7 is a time chart for explaining the third refill operation mode MRFL3, while downshifting from the second main spindle gear stage GP2 (for example, fourth gear) to the first main shaft gear stage GP1 (for example, third gear). An example of performing a refill operation is shown. FIG. 7 shows a second refill request flag FRFLR2, a second refill permission flag FRFLP2, and a second refill execution flag FRFLE2 (FIG. 7A), a first clutch torque TCL1, a second clutch torque TCL2, an engine torque TENG, Motor torque TMOT (FIG. (B)), vehicle drive torque TDLV (FIG. (C)), target gear stage GPCMD and travel ratio RGR (FIG. (D)), engine speed NE (FIG. (E)) ) Is shown.

  The second refill request flag FRFLR2 is set to “1” when requesting a refill operation of the closed hydraulic circuit 80 corresponding to the second clutch 22 (hereinafter referred to as “second refill operation”), and the second refill permission flag FRFLP2 is set. The second refill operation is set to “1” when the second refill operation is permitted, and the second refill execution flag FRFLE2 is set to “1” when the second refill operation is executed. The second clutch torque TCL2 is a torque transmitted through the second clutch 22, and increases as the degree of engagement of the second clutch 22 increases.

  In this mode, the motor torque TMOT is increased from time t20 (regenerative torque is decreased), and is set to “0” at time t21, and thereafter maintained at “0”. From time t21, the second clutch torque TCL2 is decreased and the second clutch 22 is released. At the same time, the target shift stage GPCMD is changed from the original shift stage GP2 to a shift stage GP1 one stage lower. At time t22, the second clutch torque TCL2 becomes “0”. Since the first clutch torque TCL1 is maintained at “0”, the vehicle driving torque TDRV is “0”. In order to cope with the downshift, control is performed to maintain the engine torque TENG and increase the engine speed NE (t20 to t25).

  At time t22, the second refill permission flag FRFLP2 is set to “1”, and immediately thereafter, the second refill execution flag FRFLE2 is set to “1”, and the refill operation is started. The first clutch torque TCL1 is maintained at “0” until time t23, and is controlled to increase thereafter, and the vehicle driving torque TDRV also increases accordingly.

  The downshift is completed at time t25, but at time t24 slightly before that, the second refill request flag FRFLR2, the second refill permission flag FRFLP2, and the second refill execution flag FRFLE2 are returned to “0”, and the refill operation is finished. To do.

  The target gear stage GPCMD is changed to the original second main shaft gear stage GP2 at time t25, but the engaged state of the first clutch 21 is maintained until time t26, and the first clutch torque TCL1 is reduced from time t26. . The second clutch torque TCL2 is increased slightly after time t26, the first clutch torque TCL1 becomes “0” at time t27, the engagement of the second clutch 22 is completed at time t28, and the upshift is completed. Corresponding to this upshift, the engine speed NE decreases (t27 to t28). The second clutch torque TCL2 is increased immediately after time t26, and the upshift is completed at time t28.

  In the third refill operation mode MRFL3, since the drive torque cannot be compensated by the motor 2, a torque loss period in which the vehicle drive torque TDRV is “0” occurs. However, the operation is performed by executing the refill operation together with the downshift operation. Discomfort given to the person can be minimized.

  FIG. 8 is a time chart for explaining the fourth refill operation mode MRFL4. An example in which the refill operation is performed by opening the first clutch 21 without compensating for the vehicle drive torque by the output torque of the motor 2 is shown. It is shown. FIG. 8 shows a first refill request flag FRFLR1, a first refill permission flag FRFLP1, a first refill execution flag FRFLE1 (FIG. 8A), a first clutch torque TCL1, an engine torque TENG, and a motor torque TMOT (the same). (B)) and the transition of the vehicle driving torque TDRV ((c) in the figure) are shown.

  The first refill request flag FRFLR1 is set to “1” before the time t30, and the motor torque TMOT takes a negative value before the time t30 to perform the regenerative operation. The motor torque TMOT is gradually increased from time t30 (regenerative torque is decreased), and the engine torque TENG is decreased. At this time, control is performed so that the amount of decrease in engine torque TENG is equal to the amount of increase in motor torque TMOT (so that vehicle drive torque TDRV is maintained constant).

  At time t31, the motor torque TMOT becomes “0” and thereafter is maintained at “0”. The engine torque TENG is gradually decreased from time t31, and the engine torque TENG becomes “0” at time t32. Therefore, vehicle drive torque TDRV starts to decrease from time t31 and becomes “0” at time t32.

  At time t33 immediately after time t32, the first clutch torque TCL1 is set to “0” (the first clutch 21 is released), the first refill permission flag FRFLP1 is set to “1”, and the first refill is executed immediately after. The flag FRFLE1 is set to “1” and the refill operation is executed. At time t34, the first refill request flag FRFLR1, the first refill permission flag FRFLP1, and the first refill execution flag FRFLR1 are returned to “0”, and the refill operation is ended.

The first clutch torque TCL1 is gradually increased from time t35 slightly after time t34, the first clutch 21 is quickly engaged and the engine torque TRQE is increased. At time t36, the vehicle drive torque TDRV returns to the original torque, and from that time, the engine torque TENG is gradually increased and the motor torque TMOT is decreased (the regeneration torque is increased). At this time, control is performed so that the increase amount of the engine torque TENG is equal to the decrease amount of the motor torque TMOT (so that the vehicle drive torque TDRV is kept constant). At time t37, the operation state at time t30 is restored.
Although not shown, in the fourth refill operation mode MRFL4, the engaged state of the second clutch 22 is maintained to maintain the gear position, and the engine speed NE is also maintained substantially constant.

  Thus, in the fourth refill operation mode MRFL4, the engine torque TENG is not compensated for by the motor torque TMOT, so the vehicle drive torque TDRV temporarily becomes “0”. In this case, the driver feels uncomfortable, but the refill operation is prioritized.

  As described above, in the present embodiment, when the refill operation is requested (when the refill request flag FRFLR1 or FRFLR2 is set to “1”), when the motor 2 can travel the vehicle, the first Of the clutch 21 or the second clutch 22, the clutch in the engaged state is released, and a refilling operation is performed to connect the closed hydraulic circuit 80 corresponding to the released clutch to the storage tank 74, and the clutch is released by the motor 2. Since the vehicle driving force inside is compensated for, it is possible to prevent the vehicle driving force from being lowered due to the execution of the refilling operation and maintain good vehicle drivability.

  When the motor 2 cannot compensate for the vehicle driving force, one of the clutches in the engaged state is released, the refilling operation is performed on the closed hydraulic circuit 80 corresponding to the released clutch, and an upshift or A downshift is performed and the other clutch in the released state is engaged. By performing the refill operation together with the speed change operation, when the driving force cannot be compensated for by the motor 2, the uncomfortable feeling given to the driver can be minimized. In this case, since the upshift gives the driver less discomfort, it is possible to perform a refill operation with less discomfort by prioritizing the upshift.

  In addition, after performing the refill operation and upshift or downshift, downshift or upshift to the gear just before the upshift or downshift is performed, the vehicle driving force is returned to the original state, It is possible to continue traveling with an appropriate driving force for the driver.

  In the present embodiment, the engine 1 and the motor 2 correspond to the prime mover and the electric motor, respectively, the clutch actuator 70 corresponding to the first and second clutches 21 and 22 corresponds to the first and second actuators, and the first and second The closed hydraulic circuit 80 corresponding to the clutches 21 and 22 corresponds to the first and second closed hydraulic circuits, the first and second main shafts 11 and 12 correspond to the first and second input shafts, respectively, and the counter shaft 14 Corresponds to the output shaft, the portion of the transmission 3 other than the clutches 21, 22, the main shafts 11, 12 and the counter shaft 14 corresponds to the transmission mechanism, and the differential gear mechanism 5 and the drive shaft 6 correspond to the transmission mechanism. The ECU 100 constitutes a refill operation request unit and a refill operation control unit.

[Second Embodiment]
In the present embodiment, a shift control process shown in FIG. 9 is further added to the first embodiment. The process shown in FIG. 9 is included in the shift control process executed in the ECU 100, and performs an upshift or a downshift according to the change amount DAP of the accelerator pedal operation amount AP, and is executed every predetermined time TCAL. .

In step S31, a change amount of the accelerator pedal operation amount (hereinafter referred to as “AP change amount”) DAP is calculated by the following equation (1).
DAP = AP-APZ (1)
Here, “AP” and “APZ” are the current value and the previous value (the value before the predetermined time TCAL) of the accelerator pedal operation amount.

  In step S32, it is determined whether or not the upshift enable flag FUPSHHP is “1”. If the answer is affirmative (YES), it is determined whether or not the refill request flag FRFLR is “1”. (Step S33). The refill request flag FRFLR is a flag that is set to “1” when the first refill request flag FRFLR1 or the second refill request flag FRFLR2 is “1”.

  If the answer to step S33 is negative (NO), the upshift threshold DAPTHM is set to the first predetermined decrease threshold DAPTHM1 (<0) (step S34), while the answer to step S33 is affirmative (YES) When the refill operation request is output, the upshift threshold value DAPTHM is set to the second predetermined decrease threshold value DAPTHM2 (<0) (step S35). The second predetermined decrease threshold value DAPTHM2 is set to a value larger than the first predetermined decrease threshold value DAPTHM1 (that is, a value that satisfies | DAPTHM2 | <| DAPTHM1 |).

  In step S36, it is determined whether or not the AP change amount DAP is equal to or smaller than the upshift threshold value DAPTHM. When this answer is negative (NO), the processing is terminated and the current gear position is maintained. On the other hand, if the answer to step S36 is affirmative (YES) and the decrease amount (| DAP |) of the accelerator pedal operation amount AP is equal to or greater than the upshift threshold DAPTHM, an upshift is executed (step S37).

  If the answer to step S32 is negative (NO), and the upshift cannot be performed, the process proceeds to step S38, and it is determined whether or not the downshift enable flag FDNSHP is “1”. If the answer to step S38 is affirmative (YES), it is determined whether or not a refill request flag FRFLR is “1” (step S39).

  If the answer to step S39 is negative (NO), the downshift threshold value DAPHP is set to the first predetermined increase threshold value DAPTHP1 (> 0) (step S40), while the answer to step S39 is positive (YES). When the refill operation request is output, the downshift threshold value DAPTHP is set to the second predetermined increase threshold value DAPTHP2 (> 0) (step S41). The second predetermined increase threshold value DAPTH2 is set to a value smaller than the first predetermined increase threshold value DAPTHP1.

  In step S42, it is determined whether or not the AP change amount DAP is equal to or greater than the downshift threshold value DAPTHP. When this answer is negative (NO), the processing is terminated and the current gear position is maintained. On the other hand, if the answer to step S42 is affirmative (YES) and the increase amount of the accelerator pedal operation amount AP is equal to or greater than the downshift threshold value DAPTHP, a downshift is executed (step S43).

According to the processing of FIG. 9, an upshift or a downshift is executed in accordance with the AP change amount DAP, and the upshift threshold DAPTHM (<0) is applied when a refill operation is requested but not requested. Is set to a second predetermined decrease threshold value DPATHHM2 whose absolute value is smaller than the first predetermined decrease threshold value DPATHHM1, while the downshift threshold value DAPTHP (> 0) is not required when the refill operation is required. The second predetermined increase threshold value DPATHP2 smaller than the first predetermined increase threshold value DPATHHP1 to be applied is set. Accordingly, the upshift threshold value DAPTHM and the downshift threshold value DAPTHP are changed so that the change of the shift stage according to the change in the accelerator pedal operation amount AP is facilitated, and the possibility of changing the shift stage is increased, which makes the driver feel uncomfortable. It is possible to perform the refilling operation without giving.
In the present embodiment, the process of FIG. 9 corresponds to the shift control means.

  The present invention is not limited to the embodiment described above, and various modifications can be made. For example, in the above-described second embodiment, when the refill operation request is output, the threshold values DAPTHM and DAPTHP for determining whether or not the upshift or the downshift can be executed according to the change amount DAP of the accelerator pedal operation amount AP are output. However, when the refill operation request is output as one of the shift maps for selecting the shift stage according to the accelerator pedal operation amount AP and the vehicle speed VP, the shift operation is made easier. A refill operation request corresponding shift map to be applied may be provided in advance, and the refill operation request corresponding shift map may be set so that the shift stage is easily changed according to the change in the accelerator pedal operation amount AP.

  In the above-described embodiment, the shift control is performed according to the accelerator pedal operation amount AP. However, the driver's requested driving force is calculated based on the accelerator pedal operation amount AP, and the gear shift is performed according to the requested driving force. Control may be performed. The required driving force is basically calculated so as to increase as the accelerator pedal operation amount AP increases. However, when the required driving force is calculated based on the accelerator pedal operation amount AP, a refill operation request is output. When this is done, the calculation method of the required driving force may be changed so that the shifting operation is facilitated.

Further, the arrangement of the motor 2 is not limited to that described above, and the motor 2 may be arranged anywhere as long as the driving wheel 7 can be driven without using the clutches 21 and 22.
The prime mover is not limited to the internal combustion engine, and may be an electric motor.

1 Internal combustion engine (motor)
2 Motor (electric motor)
3 Transmission 11 First spindle (first input shaft)
12 Second spindle (second input shaft)
14 Counter shaft (output shaft)
21 First clutch 22 Second clutch 71 Driven piston 72 Drive piston (first actuator)
73 Connection oil passage 74 Storage tank 75, 76 Hydraulic chamber 80 Closed hydraulic circuit 100 Electronic control unit (refill operation request means, refill operation control means, shift control means)

Claims (5)

In a control device for a vehicle drive device mounted on a vehicle and driving the vehicle,
The vehicle drive device comprises:
A prime mover and an electric motor as drive sources for driving the vehicle;
A first clutch and a second clutch capable of transmitting the driving force of the prime mover;
A first actuator having a first closed hydraulic circuit for transmitting a driving force for engaging / disengaging the first clutch;
A second actuator having a second closed hydraulic circuit for transmitting a driving force for engaging / disengaging the second clutch;
A storage tank capable of communicating with the first and second closed hydraulic circuits and storing hydraulic fluid;
A first input shaft directly connected to the output member of the first clutch;
A second input shaft directly connected to the output member of the second clutch;
An output shaft disposed parallel to the first and second input shafts;
A transmission mechanism provided between the first and second input shafts and the output shaft and capable of achieving a plurality of shift stages;
A transmission mechanism for transmitting the driving force of the output shaft to the driving wheels of the vehicle,
The electric motor is arranged so as to be able to drive the drive wheels without any of the first and second clutches,
When one of the first clutch and the second clutch is in an open state and the other is in an engaged state, the closed hydraulic circuit corresponding to the opened clutch can be communicated with the storage tank while being engaged. The closed hydraulic circuit corresponding to the clutch being configured is configured to be unable to communicate with the storage tank;
Refill operation requesting means for determining a predetermined refill execution condition and outputting a refill operation request when the predetermined refill execution condition is satisfied;
When the refill operation request is output and the vehicle can be driven by the electric motor, the clutch in the engaged state is released, and the closed hydraulic circuit corresponding to the opened clutch is stored. A control device for a vehicle drive device, comprising: a refill operation for communicating with a tank, and refill operation control means for compensating for a vehicle drive force during release of the clutch by the electric motor.   The refilling operation control means, when the motor driving force cannot be compensated for by the electric motor, releases one clutch in the engaged state and performs the refilling operation on the closed hydraulic circuit corresponding to the opened clutch. 2. The control device for a vehicle drive device according to claim 1, wherein the control device performs the upshift or the downshift by controlling the speed change mechanism and fastens the other clutch in the released state.   The refill operation control means performs the refill operation and the upshift when the upshift is possible when the electric motor cannot compensate the vehicle driving force, while the upshift is impossible. 3. The control device for a vehicle drive device according to claim 2, wherein the refilling operation is executed and downshifting is executed when it is. Shift control means for performing shift control for selecting any of the plurality of shift speeds according to an operation amount and a vehicle speed of an accelerator pedal of the vehicle;
The shift control means changes the control algorithm of the shift control so that when the refill operation request is output, the shift stage is easily changed according to the change in the accelerator pedal operation amount at that time. The control device for a vehicle drive device according to claim 1.   3. The refill operation control means, after performing the refill operation and the upshift or downshift, downshifting or upshifting to a gear position immediately before performing the upshift or downshift. Or the control apparatus of the vehicle drive device of 3.

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