JP2014055614A - Shifting control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shifting control device capable of supplying lubricant to an automatic transmission even if an ignition switch is off.SOLUTION: A shifting control device includes: a TCU 1b that controls a shift actuator 1a on the basis of an electric signal showing a shift position selected by a shift position selecting means 70 to switch a speed-changing gears of an automatic transmission 1; an EPB 80 that receives a command from the TCU 1b to set the automatic transmission 1 to a parking lock state; and an oil pump that is driven by rotational power of a drive wheel to supply lubricant to the automatic transmission 1 when the automatic transmission 1 is switched to a predetermined speed-changing gear. The EPB 80 cancels the parking lock of the automatic transmission 1 when an ignition switch 71 is off. The TCU 1b switches the automatic transmission 1 to a speed-changing gear where the oil pump drives if the EPB 80 cancels the parking lock of the automatic transmission 1.

Description

  The present invention relates to a transmission control device.

2. Description of the Related Art A shift control device (automatic) having control means for converting a shift position selected by a shift lever into an electric signal and switching a shift stage of an automatic transmission is widely known. Since such a shift control device is configured such that the gear stage of the automatic transmission is switched by an actuator that is driven when the ignition switch is on (ON), automatic shift is performed when the ignition switch is off (OFF). The gear position of the machine does not switch.
On the other hand, since it is preferable that the automatic transmission is in a parking state (parking lock or the like) with the ignition switch being off (for example, parking), Patent Document 1 discloses that when the ignition switch is turned off. There is disclosed a transmission that controls an actuator to switch a shift position of an automatic transmission to a predetermined parking position.

  Further, in Patent Document 2, in a shift-by-wire automatic transmission, the shift operation is restricted by the shift lock device when the ignition switch is off, and the shift operation can be performed when the shift lock device is released. (Automatic transmission) is disclosed.

JP-A-4-69450 JP 2002-307965 A

In the transmission disclosed in Patent Document 1, when the ignition switch is turned off, the shift position of the automatic transmission is switched to the parking position. Since the automatic transmission is mechanically locked when the shift position is switched to the parking position, when moving the vehicle by towing, the ignition switch is turned on and the shift lever is operated to park the automatic transmission shift position. A complicated operation of switching to a position other than the position is required.
In order to solve such a problem, the automatic transmission disclosed in Patent Document 2 includes a shift lock device that is released by operating a shift lock release button, and the shift lock is released even when the ignition switch is off. The shift lock of the automatic transmission can be released by operating a button.

However, the automatic transmission disclosed in Patent Document 2 does not drive a pump that circulates lubricating oil in the automatic transmission when the ignition switch is off. Therefore, when the ignition switch is off and the shift lock in the automatic transmission is released and the vehicle moves by towing, the lubricating oil does not circulate through the automatic transmission, and the components of the automatic transmission become insufficiently lubricated. There is a fear.
For example, even if the ignition switch is off, it is possible to provide a pump to be driven separately and circulate the lubricating oil in the automatic transmission, but this increases the weight, increases the production cost, and determines the location of the pump. Problems such as securing.

  Accordingly, an object of the present invention is to provide a shift control device configured to be able to supply lubricating oil to an automatic transmission even when an ignition switch is in an off state.

  In order to solve the above problems, the present invention provides a control means for controlling an actuator based on an electric signal indicating a shift position selected by a shift position selection means to switch a shift stage of an automatic transmission, and a command from the control means. And a lock means for setting the automatic transmission to a parking lock state, and when the automatic transmission is switched to a predetermined gear position, it is driven by the rotational power of the driving wheels to supply lubricating oil to the automatic transmission. And a lock release unit for releasing the parking lock of the automatic transmission when a predetermined operation is performed when the ignition switch is in an off state. Then, when the unlocking means that has been subjected to the predetermined operation releases the parking lock of the automatic transmission, the control means sets the oil supply means to the gear stage that is driven by the rotational power of the drive wheels. The automatic transmission is switched.

  According to the present invention, when the ignition switch is off and the parking lock of the automatic transmission is released by the unlocking means, the automatic transmission is switched to the gear stage where the oil supply means is driven by the rotational power of the drive wheels. Therefore, the oil supply means can be driven by the rotational power of the drive wheels. Therefore, when the driving wheel rotates during movement of the vehicle by traction or the like, lubricating oil can be supplied to the automatic transmission, and occurrence of insufficient lubrication of the automatic transmission can be avoided.

  Further, the control means of the present invention provides a command to the lock means when the ignition switch is switched to an off state when the automatic transmission is not set to a parking lock state, and the automatic shift is performed. When the machine is set to a parking lock state and the lock release means that has performed the predetermined operation when the ignition switch is off releases the parking lock of the automatic transmission, the oil supply means The automatic transmission is switched to a gear stage that is driven by the rotational power of the drive wheels.

  According to the present invention, when the automatic transmission is not set to the parking lock state, the automatic transmission can be automatically set to the parking lock state when the ignition switch is switched to the off state. Even when the automatic transmission is automatically set to the parking lock state, when the parking lock is released by the unlocking means that has been subjected to a predetermined operation, the oil supply means is used to rotate the driving wheel. The automatic transmission is switched to the gear stage driven by. Therefore, when the driving wheel rotates during movement of the vehicle by traction or the like, lubricating oil can be supplied to the automatic transmission, and occurrence of insufficient lubrication of the automatic transmission can be avoided.

  Further, the lock release means of the present invention is provided with switch means for enabling the actuator to be operable when the ignition switch is turned off by performing the predetermined operation. .

  According to the present invention, when a predetermined operation is performed on the switch means, the actuator for driving the automatic transmission can be brought into an operable state even when the ignition switch is turned off. For example, it can be configured not to supply electric power to other than the automatic transmission, and excessive power consumption can be suppressed.

  In the automatic transmission according to the present invention, the rotational power of the engine output shaft of the internal combustion engine is taken out as the rotational power of the first input shaft, and the rotation of the first input shaft is taken as one of a plurality of shift stages having different reduction ratios. A first transmission mechanism that decelerates and transmits the rotational power of the engine output shaft as rotational power of the second input shaft, and the rotation of the second input shaft is converted into a plurality of speed stages having different reduction ratios. A second transmission mechanism that decelerates and transmits the drive wheel to the drive wheel, a first clutch that selectively switches engagement and disengagement between the engine output shaft and the first input shaft, the engine output shaft, and the A second clutch that selectively switches engagement and disengagement of the second input shaft, and the oil supply means is oil driven by rotational power of at least one of the first input shaft and the second input shaft. A pump, wherein the control means is When the unlocking means that has performed the predetermined operation releases the parking lock of the automatic transmission, the rotational power of the drive wheels is applied to the first input shaft or the second input shaft that drives the oil pump. The automatic transmission is switched to a transmission speed to be transmitted.

  According to the present invention, in a vehicle including an automatic transmission of a dual clutch transmission including two clutches, a first clutch and a second clutch, when the parking lock is released by the lock release means that has performed a predetermined operation, The gear stage of the automatic transmission can be set so that the rotational power of the drive wheels is transmitted to the first input shaft or the second input shaft that drives the oil pump.

  In the automatic transmission according to the present invention, the rotational power of the engine output shaft of the internal combustion engine or the rotational power generated in the rotor of the electric motor is taken out as the rotational power of the first input shaft, and the rotation of the first input shaft is reduced by the reduction ratio. A first speed change mechanism that decelerates at one of a plurality of different speed stages and transmits it to the drive wheel, and rotational power of the engine output shaft is taken out as rotational power of the second input shaft, and rotation of the second input shaft is performed. A second transmission mechanism that decelerates at one of a plurality of shift stages having different reduction ratios and transmits the same to the drive wheel; and a first clutch that selectively switches engagement and disengagement between the engine output shaft and the first input shaft. A second clutch that selectively switches engagement and disengagement between the engine output shaft and the second input shaft, and a third clutch that selectively switches engagement and disengagement between the rotor and the first input shaft, And The oil supply means is an oil pump driven by the rotational power of the first input shaft, and the third clutch separates the rotor and the first input shaft when the ignition switch is off, And a control unit configured to automatically shift the automatic transmission to a shift stage in which the rotational power of the driving wheels is transmitted to the first input shaft when the unlocking unit that has performed the predetermined operation releases the parking lock of the automatic transmission. The transmission is switched.

According to the present invention, in a vehicle including an electric motor as a power source, when the ignition switch is off, the first input shaft that drives the oil pump and the rotor of the electric motor can be disconnected by the third clutch. Accordingly, the parking lock is released by the unlocking means that has been operated in a predetermined manner, and the shift stage of the automatic transmission is set so that the rotational power of the drive wheels is transmitted to the first input shaft that drives the oil pump. For example, when the vehicle moves forward (retreats), the rotation of the rotor is suppressed even if the first input shaft rotates due to the rotation of the drive wheels.
Since the rotation of the rotor becomes a load with respect to the rotation of the first input shaft (drive wheel), when the rotor rotates together with the first input shaft, the load on the traction of the vehicle increases.
That is, the present invention suppresses the rotation of the rotor accompanying the rotation of the drive wheels by separating the first input shaft and the rotor of the motor with the third clutch when the ignition switch is in the off state, and is necessary for towing the vehicle. Power can be reduced.

  According to the present invention, it is possible to provide a shift control device configured to be able to supply lubricating oil to an automatic transmission even when an ignition switch is off.

1 is a system configuration diagram of a hybrid vehicle according to a first embodiment. It is a figure which shows the structure of the power transmission system of a hybrid vehicle. It is a flowchart which shows the operation | movement when a driver | operator operates the lock release switch, (a) shows operation | movement when releasing parking lock, (b) shows operation | movement when parking-locking. It is a figure which shows the state in which the automatic transmission was set to the 5th speed stage. It is a figure which shows the structure of the power transmission system of the hybrid vehicle which concerns on 2nd Embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings as appropriate. In addition, this invention is not limited by the following embodiment. In addition, the constituent elements in the embodiments include those that can be easily assumed by those skilled in the art or that are substantially the same.

<< First Embodiment >>
FIG. 1 is a system configuration diagram of a hybrid vehicle according to the first embodiment of the present invention.
As shown in FIG. 1, the hybrid vehicle V according to the first embodiment is a vehicle including an automatic transmission 1, and includes a shift position selection unit 70 that allows a driver to select a shift position. The shift position selecting means 70 includes a shift lever 70a operated by the driver, a lock release switch 70d for releasing the parking lock of the automatic transmission 1 when the ignition switch 71 (IGSW) is in an OFF state, a shift lever The shift position selected by the driver by the operation of 70a is detected, and the detected shift position is converted into an electric signal (shift position signal Sig1), and this shift position signal Sig1 is transmitted to the transmission control unit (TCU1b) as control means. Shift sensor 70c.
That is, in the first embodiment, the shift position signal Sig1 transmitted from the shift sensor 70c to the TCU 1b is an electrical signal indicating the shift position selected by the shift position selection unit 70.
Reference numeral 70d1 denotes an insertion port into which a key (ignition key) used for ON / OFF operation of the ignition switch 71 is inserted, and reference numeral Sig7 denotes that the ignition key is inserted into the insertion port 70d1. The release operation signal for notifying is shown. The function of the insertion port 70d1 and the function of the release operation signal Sig7 will be described later.

The shift lever 70a provided in the shift position selection means 70 moves along a predetermined pattern (shift pattern), and a plurality of shift positions are arranged along the shift pattern. Examples of the shift position arranged in the shift position selecting means 70 include an N position (neutral position), a B position (brake position), a D position (drive position), and an R position (reverse position). Further, the shift position selecting means 70 of the first embodiment is configured such that the H position (home position) is set and the shift lever 70a automatically returns to the H position.
The shift position selecting means 70 includes a switch (parking switch 70b) for selecting a P position (parking position) at which the driver sets the automatic transmission 1 to the parking state when the hybrid vehicle V is parked. Is provided.

The shift position selecting means 70 detects the shift lever 70a at the position of the shift position when the driver moves to the shift position where the driver wants to select the shift lever 70a, and further detects the shift position where the shift lever 70a is detected. The shift position signal Sig1 shown is configured to be transmitted to the TCU 1b. The TCU 1b is configured to acquire the shift position selected by the driver using the shift position signal Sig1 transmitted from the shift sensor 70c.
The shift sensor 70c is configured to detect that the parking switch 70b is operated by the driver, convert the parking switch 70b into an electric signal (PSW signal Sig6), and transmit the PSW signal Sig6 to the TCU 1b. The TCU 1b is configured to acquire that the parking switch 70b has been operated by the PSW signal Sig6 transmitted from the shift sensor 70c.

Further, the hybrid vehicle V of the first embodiment includes an electronic parking brake (EPB80) and an actuator (shift actuator 1a) that supplies electric power to the automatic transmission 1.
The shift actuator 1a has a function of generating electric power to be supplied to the automatic transmission 1. Further, the EPB 80 of the first embodiment mechanically locks the rotation of the gear in the automatic transmission 1 when, for example, a predetermined signal (P lock signal Sig2) is received from the TCU 1b. The progression is regulated (specifically, the rotation of the drive wheel DW (see FIG. 2) is regulated), and the automatic transmission 1 is set to the parking lock state.

When receiving the P lock signal Sig2 for locking the automatic transmission 1 from the TCU 1b, the EPB 80 controls the automatic transmission 1 to enter the parking lock state, while releasing the parking lock (P lock release signal Sig3). Is received from the TCU 1b, the automatic transmission 1 is controlled to release the parking lock.
Further, the hybrid vehicle V is provided with a sensor (P sensor 1c) for detecting that the automatic transmission 1 is in a parking lock state. For example, the P sensor 1c is configured to generate a detection signal (lock detection signal Sig8) and transmit it to the TCU 1b when the automatic transmission 1 enters a parking lock state. The TCU 1b is configured to detect that the automatic transmission 1 is park-locked by a lock detection signal Sig8 transmitted from the P sensor 1c.

In the first embodiment, the automatic transmission 1, the shift actuator 1a, the TCU 1b, the P sensor 1c, and the EPB 80 are used as the transmission control device 10, and the shift actuator 1a, the P sensor 1c, and the EPB 80 are supplied with electric power from the TCU 1b. Supplied.
Further, the TCU 1b has a function of stopping the supply of power to the shift actuator 1a, the P sensor 1c, and the EPB 80. With this function, the TCU 1b can cause the transmission control device 10 to sleep. That is, the state in which the supply of power to the shift actuator 1a, the P sensor 1c, and the EPB 80 is stopped is set to the sleep state of the transmission control device 10.

The hybrid vehicle V having the shift control device 10 configured as described above includes a controller such as an engine control unit (ECU2), for example.
The ECU 2 has a function of detecting the rotational speed of the engine 3 (see FIG. 2) and the motor 4 (see FIG. 2), which will be described later, and the speed of the hybrid vehicle V. Furthermore, the detected rotational speed of the engine 3 and the motor 4; It is preferable to have a function of notifying the TCU 1b of the speed of the hybrid vehicle V by data communication or the like.

  Further, a signal (IG signal Sig4) indicating the ON / OFF of the ignition switch 71 is transmitted from the ignition switch 71 to the ECU 2, and the ECU 2 can acquire the state (ON / OFF) of the ignition switch 71 by the IG signal Sig4. Composed. The ECU 2 is preferably configured to start the transmission control device 10 when the ignition switch 71 is switched to the ON state. Specifically, the ECU 2 is configured to give a command to the TCU 1b when the ignition switch 71 is switched to the ON state, and the TCU 1b supplies power to the shift actuator 1a, the P sensor 1c, and the EPB 80 based on the given command. What is necessary is just to set it as the structure supplied.

  On the other hand, it is preferable that the ECU 2 puts the shift control device 10 in the sleep state when the ignition switch 71 is switched to the OFF state. Specifically, the ECU 2 is configured to give a command to the TCU 1b when the ignition switch 71 is switched to the OFF state, and the TCU 1b further supplies power to the shift actuator 1a, the P sensor 1c, and the EPB 80 based on the given command. The supply may be stopped.

  The ECU 2 preferably has a function of controlling the supply of electric power to the motor 4 (see FIG. 2) and other electrical components (not shown) in addition to the shift control device 10 according to the state of the ignition switch 71. .

Further, when the shift control device 10 is activated, the TCU 1b acquires the shift position selected by the driver using the shift position selection means 70 by using the shift position signal Sig1 transmitted from the shift sensor 70c, and the shift selected by the driver. The automatic transmission 1 is configured to be controlled according to the position.
For example, the TCU 1b automatically shifts according to the speed of the hybrid vehicle V notified from the ECU 2, the rotational speed of the engine 3 (see FIG. 2), and the shift position selected by the driver with the shift lever 70a provided in the shift position selecting means 70. The speed ratio (speed stage) to be set for the machine 1 is determined. Then, the TCU 1b transmits a control signal (shift signal Sig5) for switching the automatic transmission 1 to the determined gear position to the shift actuator 1a. The shift actuator 1a supplies a drive current to the automatic transmission 1 based on the received shift signal Sig5, and drives the automatic transmission 1 to switch to the gear position determined by the TCU 1b.

FIG. 2 is a diagram illustrating a configuration of a power transmission system of the hybrid vehicle.
As shown in FIG. 2, the hybrid vehicle V of the first embodiment is a four-wheeled vehicle including a pair of drive wheels DW (only one is shown) and a pair of driven wheels (not shown). An internal combustion engine (hereinafter referred to as “engine”) 3 and a motor (hereinafter referred to as “motor”) 4 capable of generating power are provided. The engine 3 is a gasoline engine having a plurality of cylinders, and has an engine output shaft (crankshaft 3a) for outputting power.
As shown in FIG. 2, the automatic transmission 1 according to the first embodiment has five shift speeds (first speed to fifth speed) in the forward direction. The number of is not limited. Further, the reduction ratio of the first gear is set to the largest and the reduction ratio of the fifth gear is set to the smallest.

The motor 4 is a general one-rotor type brushless DC motor which is a so-called motor generator, and includes a stator 4a which is a fixed portion and a rotor 4b which is a rotating portion.
The stator 4a is for generating a rotating magnetic field, and is composed of an iron core or a three-phase coil. The stator 4 a is attached to a casing CA fixed to the hybrid vehicle V, and is electrically connected to a chargeable / dischargeable battery 52 via a power drive unit (hereinafter referred to as “PDU”) 51. The PDU 51 is configured by an electric circuit such as an inverter, and is electrically connected to the ECU 2. The rotor 4b described above is composed of a magnet or the like, and is disposed so as to face the stator 4a.

  In the motor 4 having the above configuration, when electric power is supplied from the battery 52 to the stator 4a via the PDU 51 by the control of the PDU 51 by the ECU 2, a rotating magnetic field is generated, and this electric power is converted into motive power accordingly, and the rotor 4b. Rotates. In this case, the power of the rotor 4b is controlled by controlling the power supplied to the stator 4a.

  In addition, when the rotor 4b is rotated by power input while the power supply to the stator 4a is stopped, a rotating magnetic field is generated by the control of the PDU 51 by the ECU 2, and accordingly, the power input to the rotor 4b. Is converted into electric power to generate electric power, and the generated electric power is charged in the battery 52. Further, the power transmitted to the rotor 4b is controlled by appropriately controlling the stator 4a. Hereinafter, the generation of electric power by the motor 4 and the charging of the generated electric power to the battery 52 are appropriately referred to as “regeneration”.

  Further, the hybrid vehicle V includes a driving force transmission device (automatic transmission 1) for transmitting the power of the engine 3 and the motor 4 to the drive wheels DW of the hybrid vehicle V. The automatic transmission 1 A dual clutch transmission including the first transmission mechanism 11 and the second transmission mechanism 31 is provided.

  The first speed change mechanism 11 shifts (decelerates) the power input from the engine 3 or the motor 4 by one of the first speed, the third speed, and the fifth speed and transmits the power to the drive wheels DW. It is. The gear ratios of the first gear, the third gear, and the fifth gear are set on the higher speed side as the number of gears is larger. Specifically, the first speed change mechanism 11 includes a first clutch C1, a planetary gear device 12, a first input shaft 13, a third speed gear 14, and a fifth speed gear 15 arranged coaxially with the crankshaft 3a of the engine 3. have.

  The first clutch C1 is a dry multi-plate clutch, and includes an outer C1a that is integrally attached to the crankshaft 3a, an inner C1b that is integrally attached to one end of the first input shaft 13, and the like. The first clutch C1 is driven by the drive current supplied from the shift actuator 1a. In the engaged state, the first input shaft 13 is engaged with the crankshaft 3a, while in the released state, the engagement is released, and the crankshaft The transmission of power between the first input shaft 13 and the crankshaft 3a is cut off by separating the 3a and the first input shaft 13.

  The planetary gear device 12 is of a single planetary type, and meshes with a sun gear 12a, a ring gear 12b having a larger number of teeth than the sun gear 12a, and a sun gear 12a and a ring gear 12b, which are rotatably provided on the outer periphery of the sun gear 12a. A plurality of (for example, three) planetary gears 12c (only two are shown) and a rotatable carrier 12d that rotatably supports the planetary gears 12c are provided.

  The sun gear 12 a is integrally attached to the other end portion of the first input shaft 13. Further, the rotor 4b of the motor 4 is integrally attached to the other end of the first input shaft 13, and the first input shaft 13 is rotatably supported by a bearing (not shown). With the above configuration, the first input shaft 13, the sun gear 12a, and the rotor 4b rotate integrally with each other.

  The ring gear 12b is provided with a lock mechanism BR. This lock mechanism BR is of an electromagnetic type, and is turned on / off by the drive current supplied from the shift actuator 1a. When the lock mechanism BR is in the ON state, the ring gear 12b is held unrotatable, and when in the OFF state, the ring gear is Allow rotation of 12b. A synchro clutch may be used as the lock mechanism BR.

  The carrier 12d is integrally attached to the hollow rotating shaft 17. The rotary shaft 17 is relatively rotatably disposed outside the first input shaft 13 and is rotatably supported by a bearing (not shown).

  The third speed gear 14 is integrally attached to the rotary shaft 17 and is rotatable together with the rotary shaft 17 and the carrier 12d. The fifth speed gear 15 is rotatably provided on the first input shaft 13. Further, the third speed gear 14 and the fifth speed gear 15 are arranged in this order between the planetary gear device 12 and the first clutch C1.

  The first input shaft 13 is provided with a first sync clutch S1. The first sync clutch S1 includes a sleeve S1a, a shift fork, and an actuator (all not shown). The first sync clutch S1 moves the sleeve S1a in the axial direction of the first input shaft 13 by the drive current supplied from the shift actuator 1a, so that the third speed gear 14 (rotary shaft 17) or the fifth speed gear 15 is moved. The first input shaft 13 is selectively engaged.

  Further, a first passive gear 18 and a second passive gear 19 are engaged with the third speed gear 14 and the fifth speed gear 15, respectively, and these first and second passive gears 18 and 19 are connected to the output shaft 21. It is attached integrally. The output shaft 21 is rotatably supported by a bearing (not shown), and is disposed in parallel with the first input shaft 13. A gear 21a is integrally attached to the output shaft 21, and the gear 21a meshes with a final gear FG having a differential device. The output shaft 21 is connected to the drive wheel DW via the gear 21a and the final gear FG.

In the first speed change mechanism 11 configured as described above, the planetary gear unit 12, the third speed gear 14, and the first passive gear 18 constitute the first and third speed stages, and the fifth speed gear 15 and the first speed gear. The second passive gear 19 forms a fifth gear. The power input to the first input shaft 13 is shifted by one of the first, third, and fifth gears, and is driven via the output shaft 21, the gear 21a, and the final gear FG. It is transmitted to the wheel DW.
That is, in the first speed change mechanism 11, when the crankshaft 3a and the first input shaft 13 are engaged by the first clutch C1, the rotational power of the crankshaft 3a of the engine 3 is taken out as the rotational power of the first input shaft 13 and decelerated. The vehicle is decelerated at one of the first gear, the third gear, and the fifth gear with different ratios and is transmitted to the drive wheel DW. The first speed change mechanism 11 takes out the rotational power of the rotor 4b of the motor 4 as the rotational power of the first input shaft 13, and is one of the first gear, the third gear, and the fifth gear with different reduction ratios. It also has a function of decelerating and transmitting to the drive wheel DW.

  The second speed change mechanism 31 described above is for shifting (decelerating) the input power to one of the second speed and the fourth speed and transmitting it to the drive wheels DW. The speed ratios of these second gear and fourth gear are set on the higher speed side as the number of gears is larger. Specifically, the second speed change mechanism 31 includes a second clutch C2, a second input shaft 32, a second input intermediate shaft 33, a second speed gear 34, and a fourth speed gear 35. The second clutch C2 The second input shaft 32 is disposed coaxially with the crankshaft 3a.

  Similar to the first clutch C1, the second clutch C2 is a dry multi-plate clutch, and includes an outer C2a integrally attached to the crankshaft 3a and an inner C2b integrally attached to one end of the second input shaft 32. It is configured. The second clutch C2 is driven by the drive current supplied from the shift actuator 1a. In the engaged state, the second input shaft 32 is engaged with the crankshaft 3a, while in the released state, the engagement is released, and the crankshaft The transmission of power between the second input shaft 32 and the crankshaft 3a is cut off by separating the 3a and the second input shaft 32.

  The second input shaft 32 is formed in a hollow shape, is relatively rotatably disposed outside the first input shaft 13, and is rotatably supported by a bearing (not shown). A gear 32 a is integrally attached to the other end of the second input shaft 32.

  The second input intermediate shaft 33 is rotatably supported by a bearing (not shown), and is arranged in parallel with the second input shaft 32 and the output shaft 21 described above. A gear 33a is integrally attached to the second input intermediate shaft 33, and an idler gear 37 is engaged with the gear 33a. In FIG. 1, for convenience of illustration, the idler gear 37 is depicted at a position away from the gear 32a. However, the second input intermediate shaft 33 is connected to the first input intermediate shaft 33 via the gear 33a, the idler gear 37 and the gear 32a. Two input shafts 32 are connected. That is, the idler gear 37 and the gear 32a of the second input shaft 32 are engaged with each other.

  The second speed gear 34 and the fourth speed gear 35 are arranged in this order and are rotatably provided on the second input intermediate shaft 33, and mesh with the first passive gear 18 and the second passive gear 19, respectively. . Further, the second input intermediate shaft 33 is provided with a third synchro clutch S3. The third sync clutch S3 is configured in the same manner as the first sync clutch S1.

  The third sync clutch S3 moves the sleeve S3a in the axial direction of the second input intermediate shaft 33 by the drive current supplied from the shift actuator 1a, thereby moving the second speed gear 34 or the fourth speed gear 35 to the second speed gear 34. The input intermediate shaft 33 is selectively engaged.

In the second speed change mechanism 31 configured as described above, the second speed gear 34 and the first passive gear 18 constitute a second speed gear stage, and the fourth speed gear 35 and the second passive gear 19 constitute a fourth speed gear. A stage is constructed. The power input to the second input shaft 32 is transmitted to the second input intermediate shaft 33 via the gear 32a, the idler gear 37 and the gear 33a, and the power transmitted to the second input intermediate shaft 33 is The speed is changed by one of the second speed stage and the fourth speed stage, and is transmitted to the drive wheel DW via the output shaft 21, the gear 21a, and the final gear FG.
That is, in the second speed change mechanism 31, when the crankshaft 3a and the second input shaft 32 are engaged by the second clutch C2, the rotational power of the crankshaft 3a of the engine 3 is taken out as the rotational power of the second input shaft 32, and decelerated. The speed is reduced and transmitted to the drive wheel DW at one of the second speed stage and the fourth speed stage having different ratios.

  As described above, the first and second transmission mechanisms 11 and 31 share the output shaft 21 for transmitting the shifted power to the drive wheels DW.

The automatic transmission 1 is provided with a reverse mechanism 41. The reverse mechanism 41 includes a reverse shaft 42, a reverse gear 43, a reverse transmission gear 45, and a fifth sync clutch S5 having a sleeve S5a. When the hybrid vehicle V is moved backward, the reverse gear 43 is engaged with the reverse shaft 42 by moving the sleeve S5a in the axial direction of the reverse shaft 42 by the drive current supplied from the shift actuator 1a. The reverse gear 43 meshes with the reverse gear 44 attached to the first input shaft 13 and rotates in the reverse direction to the first input shaft 13, and the reverse shaft 42 rotates together with the reverse gear 43. The reverse transmission gear 45 is configured to rotate with the reverse shaft 42 and mesh with the third passive gear 20 attached to the output shaft 21.
With this configuration, the rotational power of the reverse shaft 42 that rotates in the opposite direction to the first input shaft 13 is transmitted to the output shaft 21 via the reverse transmission gear 45 and the third passive gear 20.

The reverse gear 43 is configured to mesh with a pump drive gear 62 attached to the oil pump rotating shaft 61.
The hybrid vehicle V includes oil supply means (oil pump 60) that circulates lubricating oil through the first and second transmission mechanisms 11 and 31 and supplies lubricating oil to the automatic transmission 1. The oil pump 60 is driven by the rotation of the oil pump rotating shaft 61 and is configured to circulate lubricating oil through the first and second transmission mechanisms 11 and 31.

While the hybrid vehicle V is traveling, the rotational power of the engine 3 or the motor 4 is taken out by the first input shaft 13 and transmitted to the drive wheels DW. For example, when the motor 4 is driven and the rotor 4b rotates, the first input shaft 13 rotates. Further, when the engine 3 is being driven and the crankshaft 3a and the first input shaft 13 are engaged by the first clutch C1, the first input shaft 13 rotates. The first input shaft 13 and the oil pump rotating shaft 61 are engaged with each other via the reverse gear 44, the reverse gear 43, and the pump drive gear 62, and the first and second oil pumps 60 are driven by the oil pump 60 while the hybrid vehicle V is traveling. The lubricating oil is circulated through the transmission mechanisms 11 and 31. With this configuration, the lubricating oil is supplied to the automatic transmission 1 by the oil pump 60 while the hybrid vehicle V is traveling.
When the rotational power of the engine 3 is taken out by the second input shaft 32 and transmitted to the drive wheels DW, for example, the third speed gear 14 or the fifth speed gear 15 is transferred to the first input shaft 13 by the first sync clutch S1. By selectively engaging, the first input shaft 13 can be rotated by the rotation of the drive wheel DW.
Thus, the oil pump 60 is configured to be driven by the rotational power of the first input shaft 13. Therefore, for example, even when the rotational power of the drive wheel DW is transmitted to the first input shaft 13 and the first input shaft 13 is rotated by the rotation of the drive wheel DW, the oil pump 60 is driven to lubricate the automatic transmission 1. Oil is supplied.

  The power transmission system of the hybrid vehicle V (see FIG. 1) of the first embodiment is configured as shown in FIG. 2, and the automatic transmission 1 is controlled by the TCU 1b. Specifically, the TCU 1b controls the automatic transmission 1 according to the shift position selected by the driver using the shift position selection means 70 (see FIG. 1).

  When the driver selects the N position, the TCU 1b transmits a shift signal Sig5 for setting the automatic transmission 1 to the neutral state to the shift actuator 1a. In the shift actuator 1a, the first sync clutch S1 releases the engagement between the third speed gear 14 and the fifth speed gear 15 and the first input shaft 13, and the third sync clutch S3 includes the second speed gear 34 and the fourth speed gear 35. Both the second input intermediate shaft 33 is disengaged, the lock mechanism BR is turned off, and the automatic transmission 1 is driven so that the fifth sync clutch S5 disengages the reverse gear 43 and the reverse shaft 42. Supply current. The drive wheel DW is released from the first input shaft 13 and the automatic transmission 1 enters the neutral state.

  When the driver selects the R position, the TCU 1b transmits a shift signal Sig5 for setting the automatic transmission 1 to the reverse state to the shift actuator 1a. In the shift actuator 1a, the first sync clutch S1 releases the engagement of the third gear 14 and the fifth gear 15 and the first input shaft 13, the lock mechanism BR is turned off, and the fifth sync clutch S5 is the reverse gear. A drive current is supplied to the automatic transmission 1 so that 43 and the reverse shaft 42 are engaged. The shift actuator 1a supplies a drive current to the automatic transmission 1 so that the first clutch C1 engages the crankshaft 3a and the first input shaft 13.

When the hybrid vehicle V travels using the engine 3 as a power source and the driver selects the D position, the TCU 1b selects a suitable gear (1st to 5th gears) according to the speed of the hybrid vehicle V, the rotational speed of the engine 3, and the like. And a shift signal Sig5 for setting the automatic transmission 1 to the determined shift stage is transmitted to the shift actuator 1a.
A technique by which the TCU 1b determines a suitable gear position (first speed to fifth speed) is a known technique.
Hereinafter, the state of the automatic transmission 1 when set to each gear stage will be described. In the first to fifth gears, the fifth sync clutch S5 is set to a state in which the reverse gear 43 and the reverse shaft 42 are disengaged.
When the hybrid vehicle V travels using the motor 4 as a power source and the driver selects the D position, the TCU 1b is in accordance with the speed of the hybrid vehicle V, the rotational speed of the motor 4, etc. One of the fifth speed stages is set, and a shift signal Sig5 for setting the automatic transmission 1 to the determined shift stage is transmitted to the shift actuator 1a.

<< 1st gear >>
The lock mechanism BR is set to the ON state, and the first sync clutch S1 releases the engagement between the third speed gear 14 and the fifth speed gear 15 and the first input shaft 13.
Further, the first clutch C1 is engaged, the crankshaft 3a and the first input shaft 13 are engaged, and the second clutch C2 is released, and the crankshaft 3a and the second input shaft 32 are engaged. Is released.
<< 2nd gear >>
The lock mechanism BR is set to the OFF state, and the third synchro clutch S3 engages the second speed gear 34 and the second input intermediate shaft 33.
Further, the first clutch C1 is released, the engagement between the crankshaft 3a and the first input shaft 13 is released, the second clutch C2 is engaged, and the crankshaft 3a and the second input shaft 32 are connected. Engage.
<< 3rd gear >>
The lock mechanism BR is set to the OFF state, and the first sync clutch S1 engages the third speed gear 14 and the first input shaft 13.
Further, the first clutch C1 is engaged, the crankshaft 3a and the first input shaft 13 are engaged, and the second clutch C2 is released, and the crankshaft 3a and the second input shaft 32 are engaged. Is released.
<< 4th gear >>
The lock mechanism BR is set to the OFF state, and the third synchro clutch S3 engages the fourth speed gear 35 and the second input intermediate shaft 33.
Further, the first clutch C1 is released, the engagement between the crankshaft 3a and the first input shaft 13 is released, the second clutch C2 is engaged, and the crankshaft 3a and the second input shaft 32 are connected. Engage.
<< 5th gear >>
The lock mechanism BR is set to the OFF state, and the first sync clutch S1 engages the fifth speed gear 15 and the first input shaft 13.
Further, the first clutch C1 is engaged, the crankshaft 3a and the first input shaft 13 are engaged, and the second clutch C2 is released, and the crankshaft 3a and the second input shaft 32 are engaged. Is released.

  When the driver selects the B position, the TCU 1b operates the engine brake. Specifically, the TCU 1 b selects a gear stage having a large reduction ratio as the gear stage of the automatic transmission 1. The engine brake technology is also a known technology.

  When the driver operates the parking switch 70b (see FIG. 1), the TCU 1b transmits a shift signal Sig5 for setting the automatic transmission 1 to the neutral state to the shift actuator 1a. Further, the TCU 1b transmits to the EPB 80 (see FIG. 1) a P lock signal Sig2 for parking locking the automatic transmission 1. When the EPB 80 receives the P lock signal Sig2, the EPB 80 controls the shift actuator 1a to mechanically lock the gears constituting the first and second speed change mechanisms 11 and 31 to place the automatic transmission 1 in a parking lock state. The structure for mechanically locking the gears constituting the first and second transmission mechanisms 11 and 31 is based on a known technique.

  When the hybrid vehicle V travels using the motor 4 as a power source, the TCU 1b preferably controls the automatic transmission 1 so that the first clutch C1 and the second clutch C2 are both released. With this configuration, it is avoided that the power of the motor 4 is transmitted to the engine 3 in vain.

In the hybrid vehicle V including the automatic transmission 1 configured as described above, when the driver operates the parking switch 70b (see FIG. 1), the shift sensor 70c (see FIG. 1) operates the parking switch 70b. The PSW signal Sig6 indicating this is transmitted to the TCU 1b. Receiving the PSW signal Sig6, the TCU 1b transmits a shift signal Sig5 for setting the automatic transmission 1 to the neutral state, and further transmits a P lock signal Sig2 to the EPB 80 (see FIG. 1). The shift actuator 1a sets the automatic transmission 1 to the neutral state, and the EPB 80 sets the automatic transmission 1 to the parking lock state.
As described above, the EPB 80 of the first embodiment functions as a lock unit that sets the automatic transmission 1 to the parking lock state in response to the command (P lock signal Sig2) from the TCU 1b.

Further, also when the driver switches the ignition switch 71 (see FIG. 1) to OFF, the TCU 1b sets the automatic transmission 1 to the neutral state and further sets the parking lock state.
Specifically, when a signal indicating that the ignition switch 71 is switched off is transmitted from the ECU 2, the TCU 1b transmits a shift signal Sig5 for setting the automatic transmission 1 to the neutral state to the shift actuator 1a. A lock signal Sig2 is transmitted to the EPB 80. With this configuration, for example, when the hybrid vehicle V is parked, the automatic transmission 1 is in the parking lock state even if the driver forgets to operate the parking switch 70b (see FIG. 1).

  However, the hybrid vehicle V may be required to move forward or backward (that is, rotation of the drive wheels DW) with the ignition switch 71 being OFF, such as when being pulled. In this case, the parking lock of the automatic transmission 1 needs to be released. Therefore, as shown in FIG. 1, the shift position selection means 70 of the first embodiment is provided with a lock release switch 70d for releasing the parking lock of the automatic transmission 1 when the ignition switch 71 is OFF.

The configuration of the lock release switch 70d is not limited. For example, an ignition key insertion port 70d1 used for ON / OFF operation of the ignition switch 71 is provided, and a signal (release operation signal Sig7) for notifying that the ignition key is inserted into this insertion port 70d1 is TCU1b. It may be configured to be transmitted to.
The TCU 1b supplies power to the shift position selection means 70, the shift actuator 1a, the P sensor 1c, and the EPB 80 even when the ignition switch 71 is OFF when the release operation signal Sig7 is received from the lock release switch 70d. It is preferable that the shift control device 10 (system) of the vehicle V is activated.

  In addition, when a tool such as a minus driver is inserted into the insertion port 70d1 instead of the ignition key, a release operation signal Sig7 for notifying that a tool (such as a minus driver) is inserted into the insertion port 70d1. May be the lock release switch 70d configured to be transmitted to the TCU 1b.

Furthermore, the TCU 1b may be configured to release the parking lock of the automatic transmission 1 when the N position is selected by the shift lever 70a after the shift control device 10 (system) is activated.
Specifically, when the ignition key is inserted into the lock release switch 70d and the N position is selected by the shift lever 70a, the TCU 1b may transmit the P lock release signal Sig3 to the EPB 80.
In the first embodiment, the lock release switch 70d, the TCU 1b that detects that the ignition key is inserted into the lock release switch 70d and transmits the P lock release signal Sig3 to the EPB 80, and the P lock release signal Sig3 are received. And an EPB 80 for releasing the parking lock of the automatic transmission 1 when the automatic transmission 1 is released.

The transmission of the release operation signal Sig7 to the TCU 1b may be stopped when the ignition key is removed from the insertion port 70d1 of the lock release switch 70d.
The TCU 1b is preferably configured to start the shift control device 10 (system) when reception of the release operation signal Sig7 is stopped.
Furthermore, the TCU 1b is preferably configured to lock the automatic transmission 1 when the parking switch 70b is operated with the ignition key removed from the lock release switch 70d. Specifically, the TCU 1b detects that the ignition key has been removed from the lock release switch 70d by the release operation signal Sig7, and further detects that the parking switch 70b has been operated by the PSW signal Sig6, the P lock signal Sig2 May be transmitted to the EPB 80 (see FIG. 1).

  If the TCU 1b is configured to detect that the automatic transmission 1 is park-locked by the lock detection signal Sig8 transmitted from the P sensor 1c, the TCU 1b can detect that the automatic transmission 1 is park-locked. And TCU1b should just be set as the structure which makes the gear shift control apparatus 10 (system) sleep state, when detecting that the automatic transmission 1 was park-locked. Specifically, when the TCU 1b detects that the automatic transmission 1 is park-locked by the lock detection signal Sig8, the TCU 1b stops supplying electric power to the shift actuator 1a, the P sensor 1c, and the EPB 80 to change the speed control device. 10 is put into a sleep state.

  However, when the ignition switch 71 is turned off, the automatic transmission 1 is generally set to the neutral state by the driver operating the parking switch 70b. There is also a hybrid vehicle V configured such that the automatic transmission 1 is automatically set to a neutral state when the ignition switch 71 is turned off. Therefore, when the driver or the like inserts the ignition key into the insertion port 70d1 of the lock release switch 70d and operates the shift lever 70a, the automatic transmission 1 remains in the neutral state and the parking lock is released.

  When the automatic transmission 1 is in the neutral state, the drive wheels DW shown in FIG. 2 are released from the first input shaft 13 and no power is transmitted between the drive wheels DW and the first input shaft 13. Therefore, when the hybrid vehicle V (see FIG. 1) moves forward (or reverses), for example, the first input shaft 13 does not rotate even if the drive wheels DW rotate. Therefore, the oil pump rotary shaft 61 meshed with the first input shaft 13 via the reverse gear 44, the reverse gear 43, and the pump drive gear 62 does not rotate, and the oil pump 60 does not drive. That is, the lubricating oil does not circulate through the first and second transmission mechanisms 11 and 31 of the automatic transmission 1, and the lubricating oil is not supplied to the automatic transmission 1.

  When the hybrid vehicle V is pulled for a long time in a state where the oil pump 60 is not driven and the lubricating oil is not supplied to the automatic transmission 1, the automatic transmission 1 (the first transmission mechanism 11, the second transmission mechanism 31). However, there is a risk that the lubricating oil will be insufficient.

Therefore, in the shift control device 10 (see FIG. 1) of the first embodiment, when the ignition key is inserted into the lock release switch 70d (see FIG. 1) and the parking lock of the automatic transmission 1 (see FIG. 1) is released. The automatic transmission 1 is configured so that power is transmitted between the drive wheel DW and the first input shaft 13.
Specifically, when the ignition key is inserted into the insertion port 70d1 of the lock release switch 70d to release the parking lock of the automatic transmission 1, the TCU 1b sets the automatic transmission 1 to, for example, the fifth gear. Composed. Further, when the ignition key is pulled out from the insertion port 70d1 of the lock release switch 70d and the automatic transmission 1 is park-locked, the automatic transmission 1 is set to the neutral state.

FIG. 3 is a flowchart showing the operation when the driver operates the lock release switch. (A) shows the operation when releasing the parking lock, and (b) shows the operation when parking.
FIG. 4 is a diagram showing a state in which the automatic transmission is set to the fifth speed.
3 (a) and 3 (b), the operation surrounded by the alternate long and short dash line indicates the driver's operation, and the operation surrounded by the broken line indicates the action on the shift control device 10 (system) side (hereinafter referred to as appropriate). 1 and 2).

  When the driver turns off the ignition switch 71 (OP1), the TCU 1b sets the automatic transmission 1 to the neutral state (ACT1) and further sets the parking lock state (ACT2). Thereafter, the ECU 2 causes the hybrid vehicle V (system) to sleep (ACT3). Specifically, the ECU 2 gives a command to the TCU 1b to stop the supply of electric power to the shift position selection means 70 and the shift control device 10.

  When the ignition key is removed from the ignition switch 71 (OP2), when a driver or the like inserts the ignition key into the lock release switch 70d (OP3), a release operation signal Sig7 is transmitted from the lock release switch 70d to the TCU 1b. Then, the TCU 1b activates the shift position selecting means 70 and the shift control device 10 (system) (ACT4). Then, electric power is supplied to the shift position selection means 70, the shift actuator 1a, the P sensor 1c, and the EPB 80, and the shift position selection means 70 and the shift actuator 1a become operable.

  In this state, when the driver or the like operates the shift lever 70a to select the N position (OP4), the TCU 1b transmits a P lock release signal Sig3 for releasing the parking lock to the EPB 80. Upon receiving the P lock release signal Sig3, the EPB 80 transmits a control signal for releasing the parking lock to the shift actuator 1a to release the parking lock of the automatic transmission 1 (ACT5).

  Further, the TCU 1b sets the automatic transmission 1 to the fifth speed (ACT 6). Specifically, the TCU 1b transmits a shift signal Sig5 for setting the automatic transmission 1 to the fifth gear to the shift actuator 1a. The shift actuator 1a sets the lock mechanism BR to the OFF state, the first sync clutch S1 engages the fifth speed gear 15 and the first input shaft 13, the first clutch C1 enters the released state, and the crankshaft 3a And the first input shaft 13 are disengaged, the second clutch C2 is disengaged, and the drive current is applied to the automatic transmission 1 so that the engagement between the crankshaft 3a and the second input shaft 32 is disengaged. Supply.

Further, the TCU 1b controls an indicator (not shown) to display that the N position has been selected (for example, “N”) (ACT 7). Then, after a predetermined time has elapsed, the TCU 1b causes the shift position selection means 70 and the shift control device 10 (system) to sleep (ACT8). Supply of electric power to the shift position selecting means 70, the shift actuator 1a, the P sensor 1c, and the EPB 80 is stopped.
The predetermined time until the TCU 1b puts the shift control device 10 (system) or the like to sleep may be, for example, a time sufficient for the driver to confirm “N” display of an indicator (not shown).

As described above, the TCU 1b of the first embodiment transmits the P lock release signal Sig3 to the EPB 80 when the predetermined operation that the ignition key is inserted into the lock release switch 70d is performed, and the automatic transmission 1 is locked. When releasing, the automatic transmission 1 is configured to be switched to the fifth speed stage that is driven by the oil pump 60 by the rotation of the drive wheel DW.
Further, the lock release switch 70d functions as a switch unit that activates the shift control device 10 by performing a predetermined operation of inserting an ignition key to make the shift actuator 1a operable.

When the driver removes the ignition key from the lock release switch 70d, the automatic transmission 1 is park-locked according to the procedure shown in FIG.
When the driver or the like removes the ignition key from the lock release switch 70d (OP10), the TCU 1b activates the shift position selection means 70 and the shift control device 10 (system) in the sleep state (ACT10). Electric power is supplied to the shift position selection means 70, the shift actuator 1a, the P sensor 1c, and the EPB 80.
When the driver or the like operates the parking switch 70b in this state (OP11), the shift sensor 70c detects that the parking switch 70b is operated and transmits the PSW signal Sig6 to the TCU 1b. The TCU 1b detects that the parking switch 70b is operated by the PSW signal Sig6 transmitted from the shift sensor 70c, controls an indicator (not shown), and displays that the parking switch 70b has been operated (for example, “P”). (ACT11).

  Further, the TCU 1b sets the automatic transmission 1 to the neutral state (ACT 12). Specifically, the TCU 1b transmits a shift signal Sig5 that sets the automatic transmission 1 to the neutral state to the shift actuator 1a. In the shift actuator 1a that has received the shift signal Sig5, the first sync clutch S1 releases the engagement between the third speed gear 14 and the fifth speed gear 15 and the first input shaft 13, turns the lock mechanism BR to the OFF state, A drive current is supplied to the automatic transmission 1 so that the synchro clutch S5 disengages the reverse gear 43 and the reverse shaft 42.

Further, the TCU 1b transmits to the EPB 80 a P lock signal Sig2 for parking locking the automatic transmission 1. The EPB 80 that has received the P lock signal Sig2 controls the automatic transmission 1 to enter the parking lock state (ACT 13). Then, after a predetermined time has elapsed, the TCU 1b puts the shift position selecting means 70 and the shift control device 10 (system) into a sleep state (ACT 14). The supply of power from the battery 52 to the shift position selecting means 70, the shift actuator 1a, etc. is stopped.
In the hybrid vehicle V, the shift control device 10 enters the sleep state while the automatic transmission 1 is parked locked.
The predetermined time until the TCU 1b puts the shift control device 10 (system) in the sleep state may be set to a time sufficient for the driver to confirm the “P” display of an indicator (not shown).

The hybrid vehicle V of the first embodiment (see FIG. 2) automatically shifts as shown in FIG. 3A when the ignition key is inserted into the lock release switch 70d (see FIG. 1) to release the parking lock. The operation (ACT6) for setting the machine 1 to the fifth speed is executed, and the automatic transmission 1 is set to the fifth speed as shown in FIG. When the automatic transmission 1 is set to the fifth gear, the fifth gear 15 and the first input shaft 13 are engaged by the first sync clutch S1, and the rotational power of the drive wheels DW is output shaft as shown by the bold line. It is transmitted to the first input shaft 13 via the 21st and 5th gears 15.
Therefore, when the hybrid vehicle V moves forward (retreats) by traction or the like and the drive wheels DW rotate, the rotational power is transmitted to the first input shaft 13 via the output shaft 21 and the fifth speed gear 15, and the first input shaft 13 rotates.
Further, the rotational power of the first input shaft 13 is transmitted to the oil pump rotary shaft 61 via the reverse gear 44, the reverse gear 43 and the pump drive gear 62, and the oil pump rotary shaft 61 rotates to drive the oil pump 60. To do.

  Then, the oil is circulated through the first and second transmission mechanisms 11 and 31 of the automatic transmission 1 by driving the oil pump 60. Therefore, when the hybrid vehicle V moves forward (retracts) by traction or the like, the oil transmission is supplied to the automatic transmission 1 by driving the oil pump 60, and it is avoided that the components of the automatic transmission 1 become insufficiently lubricated. The

The TCU 1b preferably has a configuration in which the first clutch C1 is set to a released state when the parking lock of the automatic transmission 1 is released (ACT 6 in FIG. 3).
By setting the first clutch C1 to the released state, the engagement between the first input shaft 13 and the crankshaft 3a of the engine 3 is released.
When the first input shaft 13 and the crankshaft 3a are engaged, the crankshaft 3a rotates as the first input shaft 13 rotates.
The rotation of the crankshaft 3a becomes a load on the first input shaft 13, and eventually a load on the traction of the hybrid vehicle V. Therefore, when the crankshaft 3a rotates with the first input shaft 13, the power required for traction increases.

  By disengaging the crankshaft 3a and the first input shaft 13 by the first clutch C1, the rotation of the crankshaft 3a accompanying the rotation of the drive wheel DW is suppressed, and the power required for the traction of the hybrid vehicle V Can be reduced.

  As described above, in the hybrid vehicle V of the first embodiment shown in FIGS. 1 and 2, the lock release switch 70d is operated when the ignition switch 71 is OFF, and the N position is selected by the shift lever 70a. Then, the TCU 1b sets the automatic transmission 1 to the fifth speed, and further releases the parking lock. As a result, the oil pump 60 can be driven when the hybrid vehicle V moves forward (retracts) by traction or the like, and it is avoided that the components of the automatic transmission 1 become insufficiently lubricated.

<< Second Embodiment >>
FIG. 5 is a diagram showing a configuration of a power transmission system of a hybrid vehicle according to the second embodiment of the present invention.
As shown in FIG. 5, the hybrid vehicle V2 of the second embodiment is disengaged from the rotor 4b of the motor 4 and the first input shaft 13, unlike the hybrid vehicle V of the first embodiment shown in FIG. A third clutch C3 configured to be possible is provided. In addition, the same code | symbol is attached | subjected to the same component as the hybrid vehicle V of 1st Embodiment shown in FIG. 2, and detailed description is abbreviate | omitted.

The third clutch C3 may be, for example, a dry multi-plate clutch similar to the first clutch C1, and is driven by a drive current supplied from the shift actuator 1a. In the engaged state, the first input shaft 13 is connected to the rotor 4b. It is preferable that the rotor 4b and the first input shaft 13 are separated from each other by releasing the engagement in the released state.
The third clutch C3 is configured to be released when the ignition switch 71 (see FIG. 1) is OFF and to disconnect the rotor 4b and the first input shaft 13, and is engaged when the ignition switch 71 is ON. It is preferable that the rotor 4b and the first input shaft 13 are engaged.

  In the hybrid vehicle V2 of the second embodiment, when the ignition switch 71 (see FIG. 1) is switched OFF, the TCU 1b controls to release the engagement between the rotor 4b of the motor 4 and the first input shaft 13. A signal is transmitted to the shift actuator 1a. The shift actuator 1a that has received this control signal supplies the automatic transmission 1 with a drive current for driving the third clutch C3 so that the engagement between the rotor 4b and the first input shaft 13 is released. The engagement between the rotor 4b and the first input shaft 13 is released by the third clutch C3, and the transmission of the rotational power of the first input shaft 13 to the rotor 4b is interrupted. Thereby, rotation of the rotor 4b when the 1st input shaft 13 rotates is suppressed.

  In the TCU 1b, when the ignition switch 71 (see FIG. 1) is OFF, the ignition key is inserted into the lock release switch 70d (see FIG. 1), and the N position is selected by the shift lever 70a (see FIG. 1). When this happens, the TCU 1b sets the automatic transmission 1 to the fifth gear and releases the parking lock.

In the hybrid vehicle V2 of the second embodiment, when the ignition switch 71 (see FIG. 1) is OFF, when the ignition key is inserted into the lock release switch 70d (see FIG. 1) and the parking lock is released, the automatic transmission 1 Is set to 5th gear. Therefore, when the hybrid vehicle V2 moves forward (retracts) by traction or the like and the drive wheel DW rotates, the first input shaft 13 also rotates. At this time, if the first input shaft 13 and the rotor 4b are engaged, the rotor 4b rotates as the first input shaft 13 rotates.
The rotation of the rotor 4b becomes a load on the first input shaft 13, and eventually becomes a load on the traction of the hybrid vehicle V2. Therefore, when the rotor 4b rotates with the first input shaft 13, the power required for towing increases.

  When the engagement of the rotor 4b and the first input shaft 13 is released by the third clutch C3, the rotation of the rotor 4b accompanying the rotation of the drive wheel DW is suppressed, and the power required for traction of the hybrid vehicle V2 is reduced. It becomes possible.

For example, the TCU 1b sets a control signal for releasing the engagement between the rotor 4b and the first input shaft 13 after setting the automatic transmission 1 to the neutral state by “ACT1” shown in FIG. What is necessary is just to set it as the structure transmitted to the shift actuator 1a. Further, the TCU 1b transmits a control signal for engaging the rotor 4b and the first input shaft 13 to the shift actuator 1a when notified from the ECU 2 that the ignition switch 71 (see FIG. 1) has been turned ON. What is necessary is just composition.
With such a configuration, the engagement between the rotor 4b and the first input shaft 13 is released when the ignition switch 71 is OFF.
Further, when the ignition switch 71 is ON, the automatic transmission 1 is set to the neutral state and the rotor 4b and the first input shaft 13 are engaged.

Although the embodiment of the present invention has been described above, the present invention is not limited to the above-described embodiment, and can be appropriately changed in design without departing from the spirit of the invention.
For example, when the ignition key is inserted into the lock release switch 70d (see FIG. 1) and the parking lock of the automatic transmission 1 is released, the automatic transmission 1 is set to the fifth gear. It is not limited.
The fifth speed stage is the gear position with the smallest reduction ratio, and the rotational power of the drive wheels DW can be suitably transmitted to the first input shaft 13 (see FIG. 2), so that the fifth speed stage is set. For example, even if the automatic transmission 1 is set to the third speed, if the structure can suitably transmit the rotational power of the drive wheels DW to the first input shaft 13, the configuration is set to the third speed. Also good.

  In the first and second embodiments, the oil pump rotation shaft 61 (see FIG. 2) rotates with the first input shaft 13 (see FIG. 2), but this configuration is not limited. For example, even if the oil pump rotating shaft 61 rotates with the second input shaft 32 (see FIG. 2), that is, the oil pump 60 (see FIG. 2) is driven by the rotational power of the second input shaft 32. Good. In the case of this configuration, when the ignition key is inserted into the lock release switch 70d (see FIG. 1) and the parking lock of the automatic transmission 1 is released, the automatic transmission 1 and the drive wheels DW (see FIG. 2) What is necessary is just to set it as the structure set to the gear stage (2nd speed stage or 4th speed stage) which the 2 input shaft 32 rotates.

Moreover, although the automatic transmission 1 (see FIG. 1) has five shift speeds (first speed to fifth speed) in the forward direction, this is not limited. The automatic transmission 1 having six or more shift stages may be used, or the automatic transmission 1 having four or less shift stages may be used.
For example, in the case of the automatic transmission 1 having six shift speeds (first speed to sixth speed), the ignition key is inserted into the lock release switch 70d (see FIG. 1), and the parking lock of the automatic transmission 1 is released. The automatic transmission 1 may be configured to be set to the fifth gear or the sixth gear.

  In the first and second embodiments, as shown in FIG. 1, the shift position selecting means 70 is provided with the shift lever 70a that automatically returns to the H position. The shift position selecting means 70 may have other configurations such as a configuration in which is selected.

In the second embodiment, the third clutch C3 (see FIG. 5) releases the engagement between the rotor 4b and the first input shaft 13 when the ignition switch 71 (see FIG. 1) is OFF. It is not limited.
For example, the third clutch C3 releases the engagement between the rotor 4b and the first input shaft 13 when the ignition key is inserted into the lock release switch 70d (see FIG. 1) when the ignition switch 71 is OFF. May be.

Further, a cover member (not shown) for opening / closing the ignition key insertion port 70d1 (see FIG. 1) of the lock release switch 70d (see FIG. 1) is provided, and a signal indicating opening / closing of the ignition key insertion port 70d1 is provided. The structure transmitted to TCU1b (refer FIG. 1) may be sufficient. According to this configuration, the TCU 1b can acquire the state (open / closed state) of the ignition key insertion port 70d1. For example, the TCU 1b displays “P” on an indicator (not shown) in “ACT 11” shown in FIG. 3B, and then executes “ACT 14” when the ignition key insertion port 70d1 is closed by the cover. Thus, the shift control device 10 (see FIG. 1) may be in a sleep state.
Further, the structure of the lock release switch 70d is not limited. For example, a configuration in which a member other than the ignition key is inserted, or a lock release switch 70d including a push switch and a toggle switch may be used.
When the lock release switch 70d includes a push switch or a toggle switch, the predetermined operation performed on the lock release switch 70d is a push switch pressing operation or a toggle switch switching operation.

1 Automatic transmission 1a Shift actuator (actuator)
1b TCU (control means, lock release means)
3 Engine (Internal combustion engine)
3a Crankshaft (engine output shaft)
4 Motor (electric motor)
4b Rotor 7 Shift position selection means 11 First transmission mechanism 13 First input shaft 31 Second transmission mechanism 32 Second input shaft 60 Oil pump (oil supply means)
70d Lock release switch (lock release means, switch means)
71 Ignition switch 80 EPB (locking means, unlocking means)
C1 First clutch C2 Second clutch C3 Third clutch DW Drive wheel V, V2 Hybrid vehicle

Claims (5)

Control means for controlling the actuator based on the electrical signal indicating the shift position selected by the shift position selection means and switching the shift stage of the automatic transmission;
Lock means for setting the automatic transmission to a parking lock state according to a command from the control means;
Oil supply means for driving the rotating power of the drive wheels to supply lubricating oil to the automatic transmission when the automatic transmission is switched to a predetermined gear position;
A lock release means for releasing the parking lock of the automatic transmission when a predetermined operation is performed when the ignition switch is in an off state,
When the unlocking unit that has performed the predetermined operation releases the parking lock of the automatic transmission, the control unit is configured to shift the automatic transmission to a shift stage that the oil supply unit is driven by the rotational power of the drive wheels. A gear change control device characterized by switching machines. The control means includes
When the automatic transmission is not set to the parking lock state, the ignition switch is turned off to give a command to the locking means to set the automatic transmission to the parking lock state,
A shift in which the oil supply means is driven by the rotative power of the drive wheels when the unlocking means that has performed the predetermined operation releases the parking lock of the automatic transmission when the ignition switch is off. The shift control apparatus according to claim 1, wherein the automatic transmission is switched to a stage.   2. The lock release means is provided with switch means for making the actuator operable when the ignition switch is turned off by performing the predetermined operation. Item 3. The gear change control device according to Item 2. The automatic transmission is
Rotational power of the engine output shaft of the internal combustion engine is taken out as rotational power of the first input shaft, and the rotation of the first input shaft is decelerated at one of a plurality of shift stages having different reduction ratios and transmitted to the drive wheels. One transmission mechanism;
A second shift that takes out the rotational power of the engine output shaft as the rotational power of the second input shaft, decelerates the rotation of the second input shaft at one of a plurality of shift stages having different reduction ratios, and transmits the reduced speed to the drive wheels. Mechanism,
A first clutch that selectively switches engagement and disengagement between the engine output shaft and the first input shaft;
A second clutch that selectively switches engagement and disengagement between the engine output shaft and the second input shaft;
The oil supply means is an oil pump that is driven by rotational power of at least one of the first input shaft and the second input shaft,
The control means drives the oil pump to the first input shaft or the second input shaft when the lock release means that has performed the predetermined operation releases the parking lock of the automatic transmission. The shift control device according to any one of claims 1 to 3, wherein the automatic transmission is switched to a gear stage to which wheel rotational power is transmitted. The automatic transmission takes out rotational power of an engine output shaft of an internal combustion engine or rotational power generated in a rotor of an electric motor as rotational power of a first input shaft, and the rotation of the first input shaft is converted into a plurality of speed stages having different reduction ratios. A first speed change mechanism that decelerates and transmits the speed to the drive wheel,
A second shift that takes out the rotational power of the engine output shaft as the rotational power of the second input shaft, decelerates the rotation of the second input shaft at one of a plurality of shift stages having different reduction ratios, and transmits the reduced speed to the drive wheels. Mechanism,
A first clutch that selectively switches engagement and disengagement between the engine output shaft and the first input shaft;
A second clutch that selectively switches engagement and disengagement between the engine output shaft and the second input shaft;
A third clutch that selectively switches engagement and disengagement between the rotor and the first input shaft;
The oil supply means is an oil pump that is driven by the rotational power of the first input shaft,
The third clutch disconnects the rotor and the first input shaft when the ignition switch is in an off state;
The control means is configured such that when the lock release means that has performed the predetermined operation releases the parking lock of the automatic transmission, the control means receives the rotational speed of the drive wheels that is transmitted to the first input shaft. The shift control device according to any one of claims 1 to 3, wherein the automatic transmission is switched.

Images