JP2019143788A - Power transmission device for vehicle - Google Patents

Abstract

To provide a power transmission device for a vehicle capable of improving drivability in decelerating the vehicle.SOLUTION: A power transmission device 10 for a vehicle includes a first input shaft 21 and an auxiliary shaft 23 which are connected to an engine 11 through a clutch 28 and to which a first torque is input, a second input shaft 22 which is directly connected to the engine 11 and to which a second torque is input, a gear member 29 and a gear member 30 disposed coaxially with the auxiliary shaft 23 in an idling possible manner, a first switching mechanism 31 rotated integrally with the auxiliary shaft 23 and engaged with the gear member 29 or the gear member 30, a first rotary member 24 and a second rotary member 25 disposed coaxially with the second input shaft 22 in an idling possible manner, a second switching mechanism 32 rotated integrally with the second input shaft 22 and engaged with the first rotary member 24 or the second rotary member 25, and a motor generator MG connected to the auxiliary shaft 23 to perform a driving motion or a regenerating motion.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle power transmission device.

  Conventionally, as this type of vehicle power transmission device, for example, a transmission as disclosed in Patent Document 1 below is known. In this conventional transmission, an integrated main clutch and assist clutch are arranged between the engine, the crankshaft, and one end side of the main shaft of the transmission, and when the main clutch is connected, the crankshaft becomes the first outer shaft. When the assist clutch is engaged, the crankshaft is connected to the inner shaft. Further, this conventional transmission is provided with a planetary gear mechanism and a one-way clutch on the other end side of the main shaft, and the one-way clutch has a rotational speed on the outer race side connected to the planetary gear mechanism on the inner race side. The engagement is performed when the rotation speed is exceeded, and the engagement is released in other cases. The conventional transmission switches the gear stage in a state where the main clutch is disengaged. Even if the main clutch is disengaged, the assist clutch and Torque is transmitted to the output shaft via the one-way clutch, and gear shifting without torque interruption is possible.

JP2013-133841A

  By the way, in the conventional transmission described above, when the vehicle is traveling in a state where the main clutch is disengaged before the shift stage is switched, in other words, in a state where torque is transmitted via the assist clutch and the one-way clutch. For example, when the driver decelerates the vehicle in response to the accelerator pedal return operation, it is necessary to engage the main clutch in order to generate the engine brake. For this reason, it takes time until an appropriate deceleration occurs in the vehicle, that is, the response time becomes long, and as a result, the drivability perceived by the driver may deteriorate.

  The present invention has been made to solve the above problems. That is, an object of the present invention is to provide a vehicular power transmission device capable of shifting without torque interruption and capable of improving drivability when the vehicle is decelerated. is there.

  In order to solve the above-described problems, a vehicle power transmission device according to a first aspect of the present invention is a vehicle power transmission device that transmits torque output from a drive source to drive wheels of the vehicle, and is output from the drive source. A first input shaft to which the generated torque is input as a first torque, a second input shaft different from the first input shaft, to which a torque output from the drive source is input as a second torque, a drive source and a first Provided between one input shaft and a transmission state in which the first torque is transmitted between the drive source and the first input shaft, and transmission of the first torque between the drive source and the first input shaft is interrupted. A clutch that switches between a cut-off state, a first rotating member that transmits a first torque from the first input shaft and a second torque from the second input shaft, and a first torque from the first input shaft and a second input shaft. A second rotating part that is different from the first rotating member and transmits the second torque. And an output shaft coupled to the drive wheel, wherein at least one of the first torque and the second torque is transmitted from the first rotating member and the second rotating member with different reduction ratios, and the first input shaft and the first rotation A first state in which the first torque is transmitted between the members and the transmission of the first torque is interrupted between the first input shaft and the second rotating member, between the first input shaft and the first rotating member The second state in which the transmission of the first torque is interrupted and the first torque is transmitted between the first input shaft and the second rotating member, and the first input shaft, the first rotating member, and the second rotating member A first switching mechanism that switches to any one of the third states that block transmission of the first torque between the first input and the second input only when the first rotating member is accelerated by the second input shaft The second torque is transmitted between the shaft and the first rotating member, and the second input shaft and the second A fourth state in which the transmission of the second torque to and from the rolling member is interrupted, the transmission of the second torque between the second input shaft and the first rotating member is interrupted, and the second rotating member by the second input shaft The fifth state in which the second torque is transmitted between the second input shaft and the second rotating member only when the motor is accelerated, and between the second input shaft and the first rotating member and the second rotating member. The second switching mechanism for switching to any one of the sixth states for interrupting the transmission of the second torque, and always interlocked with any one of the first input shaft, the first rotating member, the second rotating member and the output shaft. And a motor generator provided to rotate.

  According to the vehicle power transmission device of the present invention, the clutch is disengaged and the first switching mechanism is switched to the first state or the second state to switch the gear position, and the clutch is disengaged. Even if the first torque is not transmitted to the output shaft, the second torque can be transmitted to the output shaft by switching the second switching mechanism to the fourth state or the fifth state. Shifting without torque interruption is possible. In a situation where deceleration torque is output from the drive source when the vehicle is decelerated, the motor generator is any one of the first input shaft, the first rotating member, the second rotating member, and the output shaft that always rotate in conjunction with each other. The generated deceleration torque can be transmitted. Thus, in a situation where the vehicle decelerates, the response time can be shortened (with good responsiveness) to generate a predetermined deceleration in the vehicle, and drivability perceived by the driver can be improved.

It is a skeleton figure which shows the structure of the vehicle power transmission control apparatus which concerns on embodiment of this invention. It is a figure for demonstrating the structure of a 2nd switching mechanism. It is a perspective view for demonstrating the structure of the hub of FIG. It is a perspective view for demonstrating the structure of the sleeve of FIG. It is a figure for demonstrating the 4th state in case the acceleration torque of the 2nd switching mechanism of FIG. 2 acts. It is a figure for demonstrating the 4th state in case the deceleration torque of the 2nd switching mechanism of FIG. 2 acts. It is a figure for demonstrating the 5th state in case the acceleration torque of the 2nd switching mechanism of FIG. 2 acts. It is a figure for demonstrating the 5th state in case the deceleration torque of the 2nd switching mechanism of FIG. 2 acts. It is a figure for demonstrating the structure of a control apparatus. It is a figure for demonstrating the shift position sensor of FIG. It is a figure for demonstrating the accelerator pedal operation sensor of FIG. FIG. 10 is a diagram for explaining a shift request switch in FIG. 9. It is a time chart for demonstrating the upshift operation | movement of the power transmission device for vehicles. It is a figure which shows the torque flow in driving | running | working before shifting of FIG. It is a figure which shows the operating state of the pre shift operation | movement of FIG. 13 at the time of upshift. It is a figure which shows the clutch disconnection operation | movement (direct connection operation | movement) of FIG. 13 at the time of upshift. FIG. 14 is a diagram illustrating a clutch disengagement operation (disengagement operation) of FIG. 13 during upshifting. It is a figure which shows the torque flow after the clutch cutoff operation | movement of FIG. 13 at the time of an upshift. It is a figure which shows the operating state of the shift switching operation | movement of FIG. 13 at the time of an upshift. It is a figure which shows the operating state of the clutch engagement operation | movement of FIG. 13 at the time of upshift. It is a time chart for demonstrating the downshift operation | movement of the power transmission device for vehicles. It is a time chart for demonstrating operation | movement of the vehicle power transmission device at the time of deceleration control. It is a time chart for demonstrating operation | movement of the vehicle power transmission device which concerns on a modification. It is a skeleton figure which shows the structure of the power transmission device for vehicles at the time of providing a motor generator in a 1st rotating shaft concerning other modifications. It is a skeleton figure which shows the structure of the power transmission device for vehicles at the time of providing a motor generator in the 2nd rotating shaft concerning other modifications. FIG. 10 is a skeleton diagram showing a structure of a vehicle power transmission device when a motor generator is provided on an output shaft according to another modification.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that, in the following embodiments and modifications, the same or equivalent parts are denoted by the same reference numerals in the drawings. Each figure used for explanation is a conceptual diagram, and the shape of each part may not necessarily be exact.

(Configuration of vehicle power transmission device)
As shown in FIG. 1, the vehicle power transmission device 10 includes six forward speeds and one reverse speed, and outputs engine torque as torque output from the engine 11 as a drive source to the first input system or This is transmitted to an output shaft 26 described later via a two-input system. The output shaft 26 transmits the transmitted engine torque (more specifically, first torque or second torque described later) to the left and right axles 13 via the differential 12, and the left and right drive wheels 14 (only one side in FIG. 1). Is driven). The drive source may be an electric motor or the engine 11 and an electric motor instead of the engine 11.

  As shown in FIG. 1, the vehicle power transmission device 10 includes, as shafts, the first input shaft 21, the second input shaft 22, the auxiliary shaft 23, and the first rotating member 24 in addition to the axle 13 and the output shaft 26 described above. , A second rotating member 25 and a reverse idler shaft 27. The first input shaft 21, the second input shaft 22, the auxiliary shaft 23, the first rotating member 24, the second rotating member 25, the output shaft 26, and the reverse idler shaft 27 are a housing (not shown) of the vehicle power transmission device 10. Is supported rotatably.

  The first input shaft 21 is formed in a cylindrical shape and connected to a clutch 28 described later, and surrounds the second input shaft 22 coaxially and is disposed so as to be rotatable relative to the second input shaft 22. . The engine torque output from the engine 11 that is a drive source is transmitted to the first input shaft 21 as a first torque (clutch torque) via the clutch 28. The second input shaft 22 passes through the clutch 28 and is directly connected to the engine 11 (more specifically, the drive shaft 11a). The engine torque output from the engine 11 is directly connected to the second torque (engine direct connection torque). ). The second input shaft 22 is directly connected to the engine drive shaft 11a or via a connecting member (not shown).

  The first rotating member 24 is formed in a cylindrical shape, and is arranged so as to be free to rotate with respect to the second input shaft 22, that is, to be relatively rotatable, surrounding the second input shaft 22 coaxially. The second rotating member 25 is formed in a cylindrical shape, and is arranged so as to be free to rotate with respect to the second input shaft 22, that is, to be relatively rotatable, surrounding the second input shaft 22 coaxially.

  The sub shaft 23 is connected to the first input shaft 21 as will be described in detail later, and is arranged in parallel to the first input shaft 21 and the second input shaft 22. The reverse idler shaft 27 is disposed in parallel to the auxiliary shaft 23. The output shaft 26 is disposed in parallel to the first input shaft 21 and the second input shaft 22. The output shaft 26 transmits a first torque (clutch torque) or a second torque (engine direct connection torque) to the differential 12.

  The vehicle power transmission device 10 includes a single clutch 28 that is rotationally driven by the engine 11. The clutch 28 is, for example, a wet multi-plate clutch. The input side of the clutch 28 is connected to a drive shaft 11 a to which engine torque generated in the engine 11 is transmitted. The output side of the clutch 28 is connected to the first input shaft 21. As for the clutch 28, the operation of the clutch actuator A1 (see FIG. 9) causes the input side and the output side to shift from the transmission state (engaged state) to the disconnected state (non-joined state) or from the disconnected state to the transmitted state. Thus, the first torque (clutch torque) transmitted from the engine 11 to the first input shaft 21 can be adjusted.

  Here, the 1st input shaft 21, the countershaft 23, and the clutch 28 comprise a 1st input system | strain, and input an engine torque as a 1st torque (clutch torque). Moreover, the 2nd input shaft 22 comprises a 2nd input system | strain, and inputs an engine torque as a 2nd torque (engine direct connection torque).

  As shown in FIG. 1, a gear 21 a is fixed to the first input shaft 21 and always meshes with a gear 23 a fixed to the auxiliary shaft 23. Thereby, in the transmission state of the clutch 28, the first torque (clutch torque) transmitted from the drive shaft 11a to the first input shaft 21 is transmitted to the sub shaft 23. In addition, a gear member 29 as a first idler member and a gear member 30 as a second idler member that are formed in a cylindrical shape are coaxially and rotatably arranged on the sub shaft 23. The gear member 29 and the gear member 30 are provided apart from each other in a direction along the axis of the auxiliary shaft 23 (hereinafter referred to as an axial direction).

  A first idler gear 29a is provided on the gear member 29 which is the first idler member. The first idler gear 29a is always meshed with a drive gear 43 provided on the first rotating member 24, and, as will be described later, the first switching mechanism 31 operates the first rotating member 24 to the first rotating member 24. Transmits torque (clutch torque). The drive gear 43 is a drive gear that establishes a third speed, which is one of the first set of speeds described later, and is disposed so as to be directly connected to the first rotating member 24. .

  A second idler gear 30a is provided on the gear member 30 that is the second idler member. The second idler gear 30a is always meshed with a drive gear 47 provided on the second rotating member 25, and the first switching mechanism 31 is actuated from the auxiliary shaft 23 to the second rotating member 25 as described later. Transmits torque (clutch torque).

  The first switching mechanism 31 includes an external spline 29b as a fitted portion provided in the gear member 29, an external spline 30b as a fitted portion provided in the gear member 30, and the gear member 29 and the gear member 30. A hub 31a that is fixed to the auxiliary shaft 23 and rotates integrally therewith, and a sleeve 31b as a fitting portion that always rotates integrally with the hub 31a. The sleeve 31b is formed with an internal spline that is always spline-fitted with the external spline of the hub 31a on the inner periphery. Although not shown, the first switching mechanism 31 can be provided with a synchronizer ring.

  In the first switching mechanism 31, the sleeve 31 b that is a fitting portion is connected to the auxiliary switching mechanism actuator A <b> 2 (see FIG. 9) with the operation of the first switching mechanism actuator A <b> 2.

  In the first switching mechanism 31, the sleeve 31 b serving as a fitting portion is connected to the external spline 29 b (gear member 29) along the axial direction of the auxiliary shaft 23 with the operation of the first switching mechanism actuator A 2 (see FIG. 9). ) Or an external spline 30b (gear member 30), and the internal spline is spline-fitted with the external spline 29b or the external spline 30b. Further, the sleeve 31b does not move when it is directed to either the external spline 29b (gear member 29) or the external spline 30b (gear member 30) when the first switching mechanism actuator A2 (see FIG. 9) is not operated. . As a result, the first switching mechanism 31 moves to any one of the first state I, the second state II, and the third state III by moving the sleeve 31b in the axial direction of the sub shaft 23. Can be switched.

  The first state I of the first switching mechanism 31 is that the auxiliary shaft 23 and the gear member 29 are engaged with each other by engaging the internal spline of the sleeve 31b with the external spline 29b. And the gear member 30 are disengaged. The second state II of the first switching mechanism 31 is that the secondary shaft 23 and the gear member 30 are engaged with each other by engaging the internal spline of the sleeve 31b with the external spline 30b. And the gear member 29 are disengaged. The third state III of the first switching mechanism 31 is that the secondary shaft 23 and the gear member 29 are disengaged because the internal spline of the sleeve 31b does not engage with the external spline 29b and the external spline 30b. At the same time, the engagement between the auxiliary shaft 23 and the gear member 30 is released.

  Therefore, in the first state I of the first switching mechanism 31, the gear member 29 is not rotatable relative to the auxiliary shaft 23, and the gear member 30 is rotatable relative to the auxiliary shaft 23. As a result, torque transmission for transmitting the first torque (clutch torque) is performed between the sub shaft 23 and the gear member 29 and the first rotating member 24, and the sub shaft 23, the gear member 30 and the second rotating member 25 are transmitted. Torque interruption is performed to interrupt transmission of the first torque (clutch torque). On the other hand, in the second state II of the first switching mechanism 31, the gear member 30 is not rotatable relative to the auxiliary shaft 23, and the gear member 29 is rotatable relative to the auxiliary shaft 23. As a result, torque transmission is performed between the sub shaft 23 and the gear member 30 and the second rotating member 25, and torque interruption is performed between the sub shaft 23, the gear member 29 and the first rotating member 24. Further, in the third state III of the first switching mechanism 31, the gear member 29 and the gear member 30 are rotatable relative to the auxiliary shaft 23. As a result, torque interruption is performed between the auxiliary shaft 23 and the first rotating member 24 and the second rotating member 25. That is, the first switching mechanism 31 transmits the first torque (clutch torque) between the sub shaft 23 and the first rotating member 24 and between the sub shaft 23 and the second rotating member 25. And the torque cutoff that cuts off the transmission of the first torque (clutch torque).

  2 to 8, the second switching mechanism 32 includes a first friction engagement surface 24 a as an engaged portion provided on the first rotating member 24, and a covered portion provided on the second rotating member 25. A second friction engagement surface 25a as an engaging portion, a hub 32a fixed to the second input shaft 22 between the first rotating member 24 and the second rotating member 25, and integrally rotatable with the hub 32a. It includes a sleeve 32b, a fork shaft 32c, and a fork 32d as appropriate engaging portions. In the second switching mechanism 32, the sleeve 32b moves toward the first friction engagement surface 24a (first rotation member 24) or the second friction engagement surface 25a (second rotation member 25) and engages. The engagement position and the first friction engagement surface 24a or the second friction engagement surface 25a far from the engagement position and not engaged with the first friction engagement surface 24a and the second friction engagement surface 25a. With the operation of the second switching mechanism actuator A3 (see FIG. 9) between the rotation member 24 and the non-engagement position (the position shown in FIG. 2) that does not move toward the second rotation member 25, the second input shaft It moves in the axial direction of 22.

  Here, the engagement structure between the sleeve 32b and the hub 32a (second input shaft 22) is formed in an axially extending groove 32a1 provided on the outer surface of the hub 32a as shown in FIGS. This is achieved by fitting the inner pin 32b1 protruding inward along the radial direction from the inner peripheral surface of the sleeve 32b. In this engagement structure, an outer pin that protrudes outward in the radial direction from the outer surface of the hub 32a is fitted in an axially extending groove provided on the inner peripheral surface of the sleeve 32b. Is also achieved.

  When the sleeve 32b is in the engaged position, as shown by thick solid arrows in FIGS. 5 and 7, a second torque (engine direct connection torque) acts to accelerate the rotational speed of the second input shaft 22. When the acceleration torque is applied, that is, the acceleration surface 32a2 of the groove 32a1 of the hub 32a and the inner pin 32b1 can come into contact with each other. In this state, the portion of the acceleration surface 32a2 of the groove 32a1 where the inner pin 32b1 abuts is inclined with respect to the axial direction. As a result, when the inner pin 32b1 and the acceleration surface 32a2 come into contact with each other and are pressed against each other, the sleeve 32b receives an axial force F approaching the first friction engagement surface 24a (hereinafter referred to as suction force F). . The magnitude of the suction force F is proportional to the magnitude of the second torque in the acceleration direction (engine direct connection torque) acting between the second input shaft 22 and the sleeve 32b.

  On the other hand, when the sleeve 32b is in the engaged position, the second torque (engine direct connection torque) is applied so as to decelerate the rotational speed of the second input shaft 22, as shown by the thick broken line arrows in FIGS. When acting, that is, when deceleration torque is acting, the deceleration surface 32a3 of the groove 32a1 of the hub 32a and the inner pin 32b1 can come into contact with each other. In this state, the portion of the deceleration surface 32a3 of the groove 32a1 with which the inner pin 32b1 abuts extends in parallel to the axial direction. Therefore, even if the inner pin 32b1 and the acceleration surface 32a2 come into contact with each other and are pressed against each other, the sleeve 32b does not receive an axial force.

  A friction engagement surface 32b2 is provided at a portion of the sleeve 32b that faces the first friction engagement surface 24a (second friction engagement surface 25a). When the sleeve 32b is in the non-engagement position, the friction engagement surface 32b2 and the first friction engagement surface 24a do not contact each other. When the sleeve 32b is in the engaged position, the friction engagement surface 32b2 and the first friction engagement surface 24a are in contact with each other, and the first end of the sleeve 32b is between the friction engagement surface 32b2 and the first friction engagement surface 24a. Friction torque (torque in the direction of reducing the rotational speed difference between the sleeve 32b and the first rotating member 24) is generated according to the axial pressing force on the rotating member 24, that is, the suction force F. In practice, the engagement position of the sleeve 32b has a certain width in the axial direction. In the process in which the sleeve 32b approaches the first rotating member 24 (second rotating member 25) in the axial direction, the friction engagement surface 32b2 and the first friction engagement surface 24a (second friction) are located at a certain position inside the width. The engagement surface 25a) can be configured to initiate contact.

  The axial position of the sleeve 32b in the axial direction is controlled via the fork shaft 32c and the fork 32d. Specifically, the fork shaft 32c is supported by a housing (not shown) of the vehicle power transmission device 10 so as to be parallel to the second input shaft 22 and movable in the axial direction. The axial position of the fork shaft 32c is controlled by the second switching mechanism actuator A3 (see FIG. 9). Specifically, the axial position of the fork shaft 32c is the first position (corresponding to the neutral position) and the second position shown in FIG. 2 (the suction force F is generated or released, and between the sleeve 32b and the fork shaft 32c). Is selectively controlled to any one of the positions where torque transmission and torque interruption are switched by the clearance. The fork 32d includes a connecting portion that is connected to the fork shaft 32c so as to be relatively movable in the axial direction, and a gripping portion that is integrated with the connecting portion and is connected to the sleeve 32b so as not to be relatively movable in the axial direction. .

  The second switching mechanism 32 is engaged with the sleeve 32 b when the rotation speed of the second input shaft 22 directly connected to the engine 11 is the same as the rotation speed of the first rotation member 24 or the second rotation member 25. The second torque (engine direct connection torque) is transmitted as acceleration torque to the first rotating member 24 or the second rotating member 25 while maintaining the position. On the other hand, when the rotation speed of the second input shaft 22 is smaller than the rotation speed of the first rotation member 24 or the second rotation member 25, the second switching mechanism 32, in other words, the second torque (engine direct connection torque). ) Acts as a deceleration torque, the second torque (engine direct connection torque) to the first rotating member 24 or the second rotating member 25 is not transmitted while the sleeve 32b is maintained in the engaged position. Hereinafter, transmission of the second torque (engine direct connection torque) by the second switching mechanism 32 will be described.

  As shown in FIG. 5, when the hub 32a transmits the second torque (engine direct connection torque) acting as the acceleration torque (thick solid line arrow) to the sleeve 32b and the first rotating member 24, the fork shaft 32c is The second position on the first rotating member 24 side is controlled. As a result, the sleeve 32b is in the engagement position where it engages with the first rotating member 24 and receives the suction force F, so that the first friction engagement surface 24a and the friction engagement surface 32b2 are pressed against each other by the pressing force. ing.

  More specifically, in the state shown in FIG. 5, the acceleration surface 32a2 of the hub 32a and the inner pin 32b1 of the sleeve 32b are in contact with each other. As a result, the second torque (engine direct connection torque) acting as the acceleration torque of the second input shaft 22 is transmitted to the first friction engagement surface 24 a, that is, the first rotating member 24. That is, in this case, the torque transmission action of a so-called “friction cone clutch” caused by pressing between the first friction engagement surface 24 a of the first rotating member 24 and the friction engagement surface 32 b 2 of the sleeve 32 b is utilized to make the second Torque (engine direct connection torque) is transmitted.

  Next, from the state shown in FIG. 5, as shown in FIG. 6, the rotational speed of the engine 11, that is, the second input shaft 22 decreases, and the second torque (engine direct connection torque) is applied to the hub 32 a as a deceleration torque (thick broken line). When acting as an arrow), a difference in rotational speed begins to occur between the hub 32a and the sleeve 32b. As a result, the suction force F applied to the sleeve 32b is released, and the pressing force generated between the first friction engagement surface 24a and the friction engagement surface 32b2 is released.

  More specifically, in the state shown in FIG. 6, the acceleration torque 32a2 of the hub 32a that has been in contact with the inner pin 32b1 of the sleeve 32b is separated by the application of deceleration torque. On the other hand, the speed reduction surface 32a3 of the hub 32a and the inner pin 32b1 of the sleeve 32b come into contact with each other. As a result, the second torque (engine direct connection torque) acting as the deceleration torque of the second input shaft 22 is not transmitted to the first friction engagement surface 24a, that is, the first rotating member 24. That is, in this case, the first friction engagement surface 24a of the first rotating member 24 and the friction engagement surface 32b2 of the sleeve 32b are not pressed against each other, and torque transmission of the “friction cone clutch” is not performed. The second torque (engine direct connection torque) is not transmitted.

  In the state shown in FIG. 6, the sleeve 32 b remains in the engagement position with the first rotating member 24. Therefore, when the second torque (engine direct connection torque) acts again on the second input shaft 22 as the acceleration torque from the state shown in FIG. 6, the state again shifts to the state shown in FIG. Further, when the fork shaft 32c is moved to the first position by the second switching mechanism actuator A3 from the state shown in FIG. 6, the sleeve 32b is moved from the engaged position to the non-engaged position to the state shown in FIG. Thus, transmission of the second torque (engine direct connection torque) from the second input shaft 22 to the first rotating member 24 is interrupted.

  When the second switching mechanism 32 transmits the second torque (engine direct connection torque) to the second rotating member 25, the fork shaft 32c rotates from the first position to the second position as shown in FIG. 7 from the state shown in FIG. It is moved to the second position on the member 25 side. As a result, the sleeve 32b moves from the non-engagement position to the engagement position, and the acceleration surface 32a2 of the hub 32a and the inner pin 32b1 of the sleeve 32b come into contact with each other. As a result, a suction force F is generated, and the second friction engagement surface 25a and the friction engagement surface 32b2 are pressed against each other by the pressing force.

  Specifically, in the state shown in FIG. 7, the acceleration surface 32a2 of the hub 32a and the inner pin 32b1 of the sleeve 32b are in contact with each other. As a result, the second torque (engine direct connection torque) acting as the acceleration torque (thick solid line arrow) of the second input shaft 22 is transmitted to the second friction engagement surface 25a, that is, the second rotating member 25. That is, in this case, the second frictional engagement surface 25a of the second rotating member 25 and the frictional engagement surface 32b2 of the sleeve 32b are pressed against each other to utilize the torque transmission action of a so-called “friction cone clutch”. Torque (engine direct connection torque) is transmitted.

  Next, from the state shown in FIG. 7, as shown in FIG. 8, the rotational speed of the engine 11, that is, the second input shaft 22 decreases, and the second torque (engine direct connection torque) is applied to the hub 32 a as a deceleration torque (thick broken line). When acting as an arrow), a difference in rotational speed begins to occur between the hub 32a and the sleeve 32b. As a result, the suction force F applied to the sleeve 32b is released, and the pressing force generated between the second friction engagement surface 25a and the friction engagement surface 32b2 is released.

  Specifically, in the state shown in FIG. 8, the deceleration torque acts to separate the abutting acceleration surface 32a2 of the hub 32a from the inner pin 32b1 of the sleeve 32b. On the other hand, the speed reduction surface 32a3 of the hub 32a and the inner pin 32b1 of the sleeve 32b come into contact with each other. As a result, the second torque (engine direct connection torque) acting as the deceleration torque of the second input shaft 22 is not transmitted to the second friction engagement surface 25a, that is, the second rotating member 25. That is, in this case, the second friction engagement surface 25a of the second rotating member 25 and the friction engagement surface 32b2 of the sleeve 32b are not pressed against each other, and torque transmission of the “friction cone clutch” is not performed. The second torque (engine direct connection torque) is not transmitted.

  In the state shown in FIG. 8, the sleeve 32 b remains in the engagement position with the second rotating member 25. For this reason, when the second torque (engine direct connection torque) is applied again to the second input shaft 22 from the state shown in FIG. 8, the state again shifts to the state shown in FIG. 7. Further, when the fork shaft 32c is moved to the first position by the second switching mechanism actuator A3 from the state shown in FIG. 8, the sleeve 32b is moved from the engaged position to the non-engaged position to the state shown in FIG. Thus, transmission of the second torque (engine direct connection torque) from the second input shaft 22 to the second rotating member 25 is interrupted.

  The second switching mechanism 32 configured as described above is in the fourth state IV, the fifth state V, and the sixth state VI by the operation of the second switching mechanism actuator A3 (see FIG. 9). It is switched to any of the states.

  In the fourth state IV of the second switching mechanism 32, the second input shaft 22 and the first input shaft 22 are in contact with each other by engaging the friction engagement surface 32b2 of the sleeve 32b and the first friction engagement surface 24a of the first rotating member 24. While the rotating member 24 is engaged, the second input shaft 22 and the second rotating member 25 are disengaged. In the fifth state V of the second switching mechanism 32, the second input shaft 22 and the second input shaft 22 are in contact with each other by engaging the friction engagement surface 32b2 of the sleeve 32b with the second friction engagement surface 25a of the second rotating member 25. While the rotating member 25 is engaged, the second input shaft 22 and the first rotating member 24 are disengaged. The sixth state VI of the second switching mechanism 32 includes the friction engagement surface 32b2 of the sleeve 32b, the first friction engagement surface 24a of the first rotation member 24, and the second friction engagement surface 25a of the second rotation member 25. By not engaging, the second input shaft 22 and the first rotating member 24 are disengaged, and the second input shaft 22 and the second rotating member 25 are disengaged.

  Therefore, in the fourth state IV of the second switching mechanism 32, the second input shaft 22 and the first rotating member 24 are not in the second state only when the first rotating member 24 is accelerated by the second input shaft 22. Torque transmission for transmitting torque (engine direct connection torque) is performed, and torque interruption for interrupting transmission of the second torque (engine direct connection torque) is performed between the second input shaft 22 and the second rotating member 25. On the other hand, in the fifth state V of the second switching mechanism 32, torque is transmitted between the second input shaft 22 and the second rotating member 25 only when the second rotating member 25 is accelerated by the second input shaft 22. The torque is interrupted between the second input shaft 22 and the first rotating member 24. Further, in the sixth state VI of the second switching mechanism 32, torque interruption is performed between the second input shaft 22 and the first rotating member 24 and the second rotating member 25. That is, the second switching mechanism 32 has a second torque (engine direct connection torque) between the second input shaft 22 and the first rotating member 24 and between the second input shaft 22 and the second rotating member 25. Is switched between torque transmission for transmitting torque and torque cutoff for blocking transmission of the second torque (engine direct connection torque).

  Returning to FIG. 1, in addition to the drive gear 43 described above, the drive gear 41 and the drive gear 45 are fixed to the first rotating member 24 so as to rotate together. In addition to the drive gear 47 described above, the drive gear 42, the drive gear 44, and the drive gear 46 are fixed to the second rotating member 25 so as to rotate together.

  Here, with respect to the reduction ratio indicating the ratio of the rotation speed of the auxiliary shaft 23 to the rotation speed of the first input shaft 21 and the rotation speed of the first rotation member 24 when the first switching mechanism 31 is in the first state I. A reduction ratio that represents the ratio of the rotational speed of the sub shaft 23 and a reduction ratio that represents the ratio of the rotational speed of the sub shaft 23 to the rotational speed of the second rotating member 25 when the first switching mechanism 31 is in the second state II. And are all the same. That is, the ratio of the number of teeth of the gear 21a of the first input shaft 21 and the gear 23a of the auxiliary shaft 23, the ratio of the number of teeth of the drive gear 43 of the first rotating member 24 and the first idler gear 29a of the gear member 29, and The ratios of the number of teeth of the drive gear 47 of the two-rotating member 25 and the second idler gear 30a of the gear member 30 are all set to be the same.

  The output shaft 26 is fixed to one end and includes a gear 26a that always meshes with the ring gear 12a of the differential 12. Thus, the first torque (clutch torque) or the second torque (engine direct connection torque) transmitted to the output shaft 26 is transmitted from the output shaft 26 to the differential 12 as an output torque, and the axle 13 connected to the differential 12 is The left and right drive wheels 14 are driven by the rotation. The output shaft 26 includes a gear member 51, a gear member 52, a gear member 53, a gear member 54, a gear member 55, and a gear member 56, which are each provided in a cylindrical shape, coaxially with the output shaft 26 and idle. It is arranged to be possible (relatively rotatable). The gear member 51, the gear member 52, the gear member 53, the gear member 54, the gear member 55, and the gear member 56 are provided separately along the axial direction of the output shaft 26.

  The gear member 51 is provided with a driven gear 51 a and is always meshed with the drive gear 41 provided on the first rotating member 24. The gear member 53 is provided with a driven gear 53 a and is always meshed with the drive gear 43 provided on the first rotating member 24. Further, the gear member 55 is provided with a driven gear 55 a and is always meshed with the drive gear 45 provided on the first rotating member 24.

  The gear member 52 is provided with a driven gear 52 a and is always meshed with the drive gear 42 provided on the second rotating member 25. The gear member 54 is provided with a driven gear 54 a and is always meshed with the drive gear 44 provided on the second rotating member 25. Further, the gear member 56 is provided with a driven gear 56 a and is always meshed with the drive gear 46 provided on the second rotating member 25.

  Here, as shown in FIG. 1, the gear diameter increases in the order of drive gear 41, drive gear 42, drive gear 43, drive gear 44, drive gear 45, and drive gear 46. In addition, the gear diameter decreases in the order of the driven gear 51a, the driven gear 52a, the driven gear 53a, the driven gear 54a, the driven gear 55a, and the driven gear 56a.

  In the present embodiment, the gear member 51, the gear member 53, and the gear member 55 form an odd number of gears as the first set of gears. Further, in the present embodiment, the gear member 52, the gear member 54, and the gear member 56 form an even-numbered shift stage having a reduction ratio different from that of the first set of shift stages as the second set of shift stages. Specifically, the first speed, which is the first set of shift speeds, includes the drive gear 41 and the driven gear 51a. The third gear, which is the first set of gears, is constituted by a drive gear 43 and a driven gear 53a. The fifth gear, which is the first set of gears, is constituted by a drive gear 45 and a driven gear 55a. The second speed, which is the second set of gears, is constituted by a drive gear 42 and a driven gear 52a. The fourth speed, which is the second set of shift speeds, includes a drive gear 44 and a driven gear 54a. The sixth gear, which is the second set of gears, is constituted by a drive gear 46 and a driven gear 56a.

  In the present embodiment, the first set of gears forms an odd number of gears, and the second set of gears forms an even number of gears. However, it goes without saying that the first set of gears can form even gears and the second set of gears can form even gears.

  The reverse idler shaft 27 has a gear 27a fixed to one end side. The gear 27a always meshes with a gear 26a fixed to the output shaft 26. Further, the reverse idler shaft 27 is provided with a cylindrical gear member 57 arranged coaxially. The gear member 57 has a gear 57 a that always meshes with a gear 23 a fixed to the sub shaft 23. The gear 57a constitutes a reverse gear.

  Further, the vehicle power transmission device 10 includes a first transmission mechanism 61 that establishes a first set of gear positions between the first rotating member 24 and the output shaft 26, and a second rotating member 25 and the output shaft 26. And a second transmission mechanism 62 that establishes a second set of gear positions therebetween. The first speed change mechanism 61 includes the drive gears 41, 43, and 45 described above, the gear members 51, 53, and 55 described above, a selection mechanism 63, and a selection mechanism 64. The second transmission mechanism 62 includes the drive gears 42, 44, 46 described above, the gear members 52, 54, 56 described above, a selection mechanism 64, and a selection mechanism 65.

  The selection mechanism 63 includes a sleeve that moves along the axial direction of the output shaft 26 by the operation of the selection mechanism actuator A4 (see FIG. 9). The output shaft 26 and the gear member 51 or the gear member 55 are moved by the movement of the sleeve. Is engaged and disengaged. Specifically, the selection mechanism 63 engages the gear member 51 and the output shaft 26 to establish the first speed stage, and engages the gear member 55 and the output shaft 26 to establish the fifth speed stage. Or a neutral state in which both the gear member 51 and the gear member 55 are disengaged from the output shaft 26 and the first speed stage and the fifth speed stage are not established can be selected. .

  The selection mechanism 64 includes a sleeve that moves along the axial direction of the output shaft 26 by the operation of the selection mechanism actuator A4 (see FIG. 9). The output shaft 26 and the gear member 53 or the gear member 56 are moved by the movement of the sleeve. Is engaged and disengaged. Specifically, the selection mechanism 64 establishes the third speed stage by engaging the gear member 53 and the output shaft 26, and establishes the sixth speed stage by engaging the gear member 56 and the output shaft 26. Or a neutral state in which the engagement between both the gear member 53 and the gear member 56 and the output shaft 26 is released and the third speed and the sixth speed are not established. .

  The selection mechanism 65 includes a sleeve that moves along the axial direction of the output shaft 26 by the operation of the selection mechanism actuator A4 (see FIG. 9). The output shaft 26 and the gear member 52 or the gear member 54 are moved by the movement of the sleeve. Is engaged and disengaged. Specifically, the selection mechanism 65 establishes the second speed stage by engaging the gear member 52 and the output shaft 26, and establishes the fourth speed stage by engaging the gear member 54 and the output shaft 26. Or a neutral state in which the engagement between the gear member 52 and the gear member 54 and the output shaft 26 is released and the second speed and the fourth speed are not established.

  Furthermore, the vehicle power transmission device 10 includes a selection mechanism 66 for forming a reverse gear. The selection mechanism 66 includes a sleeve that moves along the axial direction of the reverse idler shaft 27 by the operation of the selection mechanism actuator A4 (see FIG. 9), and the reverse idler shaft 27 and the gear member 57 are moved by the movement of the sleeve. Engage and disengage. Specifically, the selection mechanism 66 engages the gear member 57 and the reverse idler shaft 27 to establish the reverse shift speed, or releases the engagement between the gear member 57 and the reverse idler shaft 27 to reverse the gear. A neutral state in which no gear stage is established can be selected. Although illustration is omitted, it is also possible to provide a synchronizer ring in the selection mechanisms 63-66.

  The vehicle power transmission device 10 includes a parking gear 58 fixed to the output shaft 26. The parking gear 58 is restricted from rotating by engaging with a claw member (not shown) when the vehicle is stopped. Thus, by restricting the rotation of the parking gear 58, the rotation of the axle 13 is prevented, and as a result, the stop state of the vehicle is maintained.

  The vehicle power transmission device 10 also includes a motor generator MG that generates regenerative torque during regenerative power generation and motor torque during drive. In the present embodiment, the motor generator MG is connected to the countershaft 23 as shown in FIG. Thereby, motor generator MG transmits the regenerative torque to sub shaft 23 along with the regenerative operation, and transmits the motor torque to sub shaft 23 by the driving operation. The electric power generated by the motor generator MG through the regenerative operation is charged in a battery (not shown) mounted on the vehicle.

  As shown in FIG. 9, the vehicle power transmission device 10 includes a control device 70. The control device 70 acquires vehicle information representing various states of the vehicle, a shift request by the driver, and the like, and based on the acquired vehicle information and the shift request, the clutch actuator A1, the first switching mechanism actuator A2, the second switch Control commands are output to the mechanism actuator A3, the selection mechanism actuator A4, and the motor generator MG. As a result, the vehicle power transmission device 10 is a transmission that controls the operation of the clutch 28 and establishes a shift stage in response to a shift request from the driver or automatically, as will be described later. For example, AMT (Automated Manual Transmission). Each of the clutch actuator A1, the first switching mechanism actuator A2, the second switching mechanism actuator A3, and the selection mechanism actuator A4 is an actuator that operates electromagnetically with the supply of electric power, such as a solenoid.

  The control device 70 electrically controls the clutch actuator A1, the first switching mechanism actuator A2, the second switching mechanism actuator A3, the selection mechanism actuator A4, and the motor generator MG, whereby the second torque of the second input shaft 22 ( A plurality of torque transmission states for transmitting the engine direct torque) or the first torque (clutch torque) of the first input shaft 21 to the output shaft 26 or the reverse idler shaft 27 are switched. Here, the plurality of torque transmission states are a running torque cutoff state in which transmission of the second torque (engine direct connection torque) or the first torque (clutch torque) to the output shaft 26 or the reverse idler shaft 27 is cut off, and the second torque. Forward torque transmission state in which (engine direct connection torque) or first torque (clutch torque) is transmitted to the output shaft 26, reverse travel in which second torque (engine direct connection torque) or first torque (clutch torque) is transmitted to the reverse idler shaft 27 The torque transmission state and the deceleration torque transmission state in which the regeneration torque that is the deceleration torque of the motor generator MG accompanying the regeneration operation is transmitted to the output shaft 26.

  In order to realize such a plurality of torque transmission states, the control device 70 includes a pre-shift control unit 71, a clutch control unit 72, a first switching mechanism control unit 73, a second switching mechanism control unit 74, and a motor. A generator control unit 75.

  The pre-shift control unit 71 controls the operation of the selection mechanism actuator A4. Specifically, the pre-shift control unit 71 establishes a first set of shift speeds (second set of shift speeds) and outputs the established first set of shift speeds (second set of shift speeds). In a state where torque is transmitted to the shaft 26, a pre-shift operation is performed. In the pre-shift operation, the pre-shift control unit 71, more specifically, the first input shaft 21, the counter shaft 23, and the clutch 28, before a shift request to the second set of gears (first set of gears) is made. Established in advance before switching from the first input system for inputting the first torque (clutch torque) via the second input system for inputting the second torque (engine direct connection torque) via the second input shaft 22 The operation of the selection mechanism actuator A4 is controlled so as to form a second set of shift speeds (a first set of shift speeds) that are higher or lower than the established shift speed. As a result, the selection mechanism actuator A4 operates so that the selection mechanisms 63 to 66 are each in a state in which the above-described shift speed is established or formed, or in a neutral state.

  The clutch control unit 72 controls the operation of the clutch actuator A1. Specifically, as described later, the clutch control unit 72 cooperates with the first switching mechanism control unit 73 and the second switching mechanism control unit 74 to set the engine torque of the engine 11 as the first torque (clutch torque). The clutch 28 is engaged to transmit to the first input shaft 21, or the clutch 28 is disengaged to block transmission of the first torque (clutch torque) to the first input shaft 21. Next, the operation of the clutch actuator A1 is controlled.

  The first switching mechanism control unit 73 controls the operation of the first switching mechanism actuator A2. Specifically, as will be described later, the first switching mechanism control unit 73 cooperates with the clutch control unit 72 and the second switching mechanism control unit 74 so that the first switching mechanism 31 is in the first state I, the second state. The operation of the first switching mechanism actuator A2 is controlled so as to be in the state II or the third state III.

  The second switching mechanism control unit 74 controls the operation of the second switching mechanism actuator A3. Specifically, as described later, the second switching mechanism control unit 74 cooperates with the clutch control unit 72 and the first switching mechanism control unit 73 so that the second switching mechanism 32 is in the fourth state IV, the fifth state. The operation of the second switching mechanism actuator A3 is controlled so as to be in the state V or the sixth state VI.

  Motor generator control unit 75 controls the operation of motor generator MG. Specifically, as will be described later, the motor generator control unit 75 cooperates with the first switching mechanism control unit 73 to regenerate the motor generator MG so that an appropriate deceleration is generated in the traveling vehicle. To control.

  The control device 70 includes a shift position sensor 81 as a mode detection unit, a parking switch 82, an accelerator pedal operation sensor 83 as an acceleration operation state detection unit, an engine speed sensor 84, a vehicle speed sensor 85, and a mode detection unit. A shift request switch 86, a first input shaft rotational speed sensor 87, and a countershaft rotational speed sensor 88 are connected. And the control apparatus 70 inputs the signal showing each detection result detected by each of these sensors 81-88.

  As shown in FIG. 10, the shift position sensor 81 serving as a mode detection unit detects a shift position Pos representing the operation position of the shift lever 80 operated by the driver, and sends a signal representing the detected shift position Pos to the control device. Output to 70. Here, the shift lever 80 is selectively and alternatively shifted by the driver.

  The operation position of the shift lever 80 includes an R position for selecting an R (reverse) range, an N position for selecting an N (neutral) range, a D position for selecting a D (drive) range, and a shift request switch 86 described later. This is the M position for selecting M (manual mode) that allows arbitrary shifting according to the operation. Further, when the shift lever 80 is moved to the R position, the N position, the D position or the M position, when the operating force input by the driver is released, the shift lever 80 is automatically urged to the H (home) position. It is supposed to be returned.

  Here, the traveling torque cutoff state described above is realized when the shift lever 80 is operated to the N position and when the P (parking) range is selected by operating the parking switch 82. The forward torque transmission state is realized when the shift lever 80 is operated to the D position and the M position. The reverse torque transmission state is realized when the shift lever 80 is operated to the R position.

  When the shift lever 80 is operated to the D range, for example, the gear position (speed ratio) is automatically changed from the first gear to the sixth gear based on a preset shift map. . In addition, when the shift lever 80 is operated to the M range, the gear position (transmission ratio) is changed from the first gear to the first gear according to the manual operation of the gear shift request switch 86 (upshift paddle 86b or downshift paddle 86c described later). It is changed so as to arbitrarily upshift or downshift between the six speed stages.

  As shown in FIG. 10, the parking switch 82 is disposed in the vicinity of the shift lever 80, and is operated by the driver when the P range is selected. The parking switch 82 outputs a signal to the control device 70 that is turned on when the P range is selected and turned off when the P range is not selected. When the parking switch 82 is in the on state, the rotation of the parking gear 58 is restricted as described above, and the stopped state of the vehicle is maintained.

  As shown in FIG. 11, an accelerator pedal operation sensor 83 serving as an acceleration operation state detection unit is provided in the vicinity of an accelerator pedal AP serving as an acceleration operation member operated by the driver. A signal that is turned on when the accelerator pedal AP is operated and is turned off when the accelerator pedal AP is not operated is output to detect the operation state of the driver. The accelerator pedal operation sensor 83 detects the amount of operation of the accelerator pedal AP for adjusting the output of the engine 11, that is, the so-called accelerator opening TH when the accelerator pedal AP is operated by the driver, and detects the detected accelerator opening. A signal representing the degree TH is output to the control device 70.

  As shown in FIG. 1, the engine speed sensor 84 is provided on the drive shaft 11a of the engine 11, detects the speed E of the engine 11 (drive shaft 11a) per unit time, and detects the detected engine speed. A signal representing E is output to the control device 70. Here, as described above, the second input shaft 22 is directly connected to the drive shaft 11a. Therefore, the rotational speed of the second input shaft 22 matches the engine rotational speed E of the engine 11 (drive shaft 11a) detected by the engine rotational speed sensor 84.

  As shown in FIG. 1, the vehicle speed sensor 85 is provided on the axle 13 connected to the drive wheel 14, and the vehicle speed of the vehicle is determined based on the rotational speed of the drive wheel 14 and the outer diameter of the drive wheel 14. Vs is detected. Then, the vehicle speed sensor 85 outputs a signal representing the detected vehicle speed Vs to the control device 70.

  The shift request switch 86 as a mode detection unit is a so-called paddle switch that is operated when the driver arbitrarily requests a shift. As shown in FIG. 12, the shift request switch 86 is provided on a steering wheel 86a held by the driver, and is operated when the driver requests an upshift to switch the gear position to the high speed side. A paddle 86b, and a downshift paddle 86c that is operated when the driver requests a downshift to switch the gear position to the low speed side. An up switch 86bs and a down switch 86cs for detecting the presence or absence of an operation are provided at the bases of the upshift paddle 86b and the downshift paddle 86c, respectively.

  The up switch 86bs is turned on when the upshift paddle 86b is operated by the driver, and is turned off when the upshift paddle 86b is not operated (hereinafter referred to as an up signal Su). Output to 70. The down switch 86cs is a control device for a signal Sd that is turned on when the downshift paddle 86c is operated by the driver and is turned off when the downshift paddle 86c is not operated (hereinafter referred to as a down signal Sd). Output to 70. The up switch 86bs and the down switch 86cs are configured to output an up signal Su and a down signal Sd when the operation position of the shift lever 80 is in the D position or the M position and the up shift paddle 86b and the down shift paddle 86c are operated. Output to the controller 70.

  The first input shaft rotational speed sensor 87 is provided on the first input shaft 21 as shown in FIG. The first input shaft rotational speed sensor 87 detects the rotational speed Ci of the first input shaft 21 per unit time, and outputs a signal representing the detected rotational speed Ci to the control device 70.

  As shown in FIG. 1, the secondary shaft rotational speed sensor 88 is provided on the secondary shaft 23. The secondary shaft rotational speed sensor 88 detects the rotational speed Cf of the secondary shaft 23 per unit time, and outputs a signal representing the detected rotational speed Cf to the control device 70.

(Operation of vehicle power transmission device)
Next, the torque transmission path of each gear stage established in the vehicle power transmission device 10 configured as described above will be described. In the vehicle power transmission device 10, when the shift operation is completed and each shift stage is established, and the vehicle travels at the established shift stage, the clutch 28 is in a transmission state in principle. The first torque (clutch torque) input by one input system is transmitted to the drive wheel 14.

  When the shift lever 80 is operated to the D position or the M position and the first speed is established, the first switching mechanism 31 is in the first state I, that is, the sleeve 31b is the external tooth of the gear member 29. The second switching mechanism 32 is in the sixth state VI, that is, the sleeve 32b is in the disengaged position. Further, the selection mechanism 63 is engaged with the gear member 51 to establish the first speed, and the selection mechanisms 64, 65, 66 are in the neutral state. Thus, the first torque (clutch torque) is as follows: drive shaft 11a → clutch 28 → first input shaft 21 → gear 21a → gear 23a → secondary shaft 23 → first switching mechanism 31 → external spline 29b → gear member 29 → Drive wheel 14 through a torque transmission path consisting of first idler gear 29a → drive gear 43 → first rotating member 24 → driven gear 51a → gear member 51 → selection mechanism 63 → output shaft 26 → gear 26a → ring gear 12a → differential 12 → axle 13 Is transmitted to.

  When the second speed is established, the first switching mechanism 31 is in the second state II, that is, the sleeve 31b is spline fitted to the external spline 30b of the gear member 30, and the second switching mechanism 32 is Six states VI, that is, the sleeve 32b is in the disengaged position. Further, the selection mechanism 65 is engaged with the gear member 52 to establish the second speed stage, and the selection mechanisms 63, 64, 66 are in the neutral state. Thus, the first torque (clutch torque) is as follows: drive shaft 11a → clutch 28 → first input shaft 21 → gear 21a → gear 23a → secondary shaft 23 → first switching mechanism 31 → external spline 30b → gear member 30 → Driving wheel 14 through a torque transmission path consisting of second idler gear 30a → drive gear 47 → second rotating member 25 → driven gear 52a → gear member 52 → selection mechanism 65 → output shaft 26 → gear 26a → ring gear 12a → differential 12 → axle 13 Is transmitted to.

  When the third speed is established, the first switching mechanism 31 is in the first state I, and the second switching mechanism 32 is in the sixth state VI. Further, the selection mechanism 64 is engaged with the gear member 53 to establish the third speed, and the selection mechanisms 63, 65, 66 are in the neutral state. Thus, the first torque (clutch torque) is as follows: drive shaft 11a → clutch 28 → first input shaft 21 → gear 21a → gear 23a → secondary shaft 23 → first switching mechanism 31 → external spline 29b → gear member 29 → Driving wheel 14 through a torque transmission path consisting of first idler gear 29a → drive gear 43 → first rotating member 24 → driven gear 53a → gear member 53 → selection mechanism 64 → output shaft 26 → gear 26a → ring gear 12a → differential 12 → axle 13 Is transmitted to.

  When the fourth speed is established, the first switching mechanism 31 is in the second state II, and the second switching mechanism 32 is in the sixth state VI. Further, the selection mechanism 65 is engaged with the gear member 54 to establish the fourth speed, and the selection mechanisms 63, 64, 66 are in the neutral state. Thus, the first torque (clutch torque) is as follows: drive shaft 11a → clutch 28 → first input shaft 21 → gear 21a → gear 23a → secondary shaft 23 → first switching mechanism 31 → external spline 30b → gear member 30 → Driving wheel 14 through a torque transmission path consisting of second idler gear 30a → drive gear 47 → second rotating member 25 → driven gear 54a → gear member 54 → selection mechanism 65 → output shaft 26 → gear 26a → ring gear 12a → differential 12 → axle 13 Is transmitted to.

  When the fifth speed is established, the first switching mechanism 31 is in the first state I, and the second switching mechanism 32 is in the sixth state VI. Further, the selection mechanism 63 is engaged with the gear member 55 to establish the fifth speed, and the selection mechanisms 64, 65, 66 are in the neutral state. Thus, the first torque (clutch torque) is as follows: drive shaft 11a → clutch 28 → first input shaft 21 → gear 21a → gear 23a → secondary shaft 23 → first switching mechanism 31 → external spline 29b → gear member 29 → Drive wheel 14 through a torque transmission path consisting of first idler gear 29a → drive gear 43 → first rotating member 24 → driven gear 55a → gear member 55 → selection mechanism 63 → output shaft 26 → gear 26a → ring gear 12a → differential 12 → axle 13 Is transmitted to.

  When the sixth speed is established, the first switching mechanism 31 is in the second state II, and the second switching mechanism 32 is in the sixth state VI. Further, the selection mechanism 64 is engaged with the gear member 56 to establish the sixth speed, and the selection mechanisms 63, 65, 66 are in the neutral state. Thus, the first torque (clutch torque) is as follows: drive shaft 11a → clutch 28 → first input shaft 21 → gear 21a → gear 23a → secondary shaft 23 → first switching mechanism 31 → external spline 30b → gear member 30 → Drive wheel 14 through a torque transmission path consisting of second idler gear 30a → drive gear 47 → second rotating member 25 → driven gear 56a → gear member 56 → selection mechanism 64 → output shaft 26 → gear 26a → ring gear 12a → differential 12 → axle 13 Is transmitted to.

  When the shift lever 80 is operated to the R position and the reverse gear is established, the clutch 28 is in the transmission state, and the first switching mechanism 31 is in the third state III, that is, the sleeve 31b is No spline fitting is performed on the external spline 29b of the gear member 29 and the external spline 30b of the gear member 30, and the second switching mechanism 32 is in the sixth state VI, that is, the sleeve 32b is in the disengaged position. In addition, the selection mechanism 66 is engaged with the gear member 57 to establish a reverse gear, and the selection mechanisms 63, 64, 65 are in a neutral state. As a result, the first torque (clutch torque) is calculated as follows: drive shaft 11a → clutch 28 → first input shaft 21 → gear 21a → gear 23a → first switching mechanism 31 → gear member 30 → second rotating member 25 → drive gear 42a. → Driven gear 52a → Gear 57a → Selection mechanism 66 → Reverse idler shaft 27 → Gear 27a → Gear 26a → Ring gear 12a → Differential 12 → Axle 13 is transmitted to the drive wheel 14 through a torque transmission path.

  Further, when the shift lever 80 is operated to the N position and when the parking switch 82 is turned on, the clutch 28 is in the disconnected state, and the first switching mechanism 31 is in the third state III, that is, The sleeve 31b is not spline-fitted to the external spline 29b of the gear member 29 and the external spline 30b of the gear member 30, and the second switching mechanism 32 is in the sixth state VI, that is, the sleeve 32b is not engaged. It becomes. Further, the selection mechanisms 63, 64, 65, 66 are in a neutral state. Thus, the drive shaft 11a only idles together with the clutch cover of the clutch 28, and the output shaft 26 does not rotate.

  Further, the vehicle power transmission device 10 of the present embodiment is provided such that the motor generator MG can transmit the motor torque to the auxiliary shaft 23. As a result, when the first to sixth gears and the reverse gear are established, the clutch 28 is disengaged in addition to the first torque (clutch torque) input by the first input system. In this state, instead of the first torque (clutch torque), the motor generator MG transmits the motor torque to the output shaft 26 to drive the vehicle.

  Specifically, when the first gear is established, for example, when the clutch 28 is disengaged, the motor torque generated by the motor generator MG is determined by the countershaft 23 → the first switching mechanism 31 → the external spline 29b. → Gear member 29 → First idler gear 29a → Drive gear 43 → First rotating member 24 → Driven gear 51a → Gear member 51 → Selection mechanism 63 → Output shaft 26 → Gear 26a → Ring gear 12a → Differential 12 → Axle 13 It is transmitted to the drive wheel 14 by a route.

  By the way, the control device 70 completes the speed change operation of the vehicle power transmission device 10 through execution of the speed change preparation operation. The shift preparation operation includes a pre-shift operation, a direct connection operation, and a clutch disconnection operation. The pre-shift operation is controlled by the pre-shift control unit 71, and when the vehicle is accelerating before the clutch disengagement operation (during upshift), the current shift speed (for example, the third speed that is an odd speed) If the vehicle is decelerating (during downshift), a current gear (e.g., the fourth gear, which is an even gear) is formed. This is an operation of forming a shift stage (for example, a third speed stage which is an odd speed) on the low speed side with respect to the fourth speed stage which is an even speed. The direct coupling operation is an operation that is controlled by the second switching mechanism control unit 74 and directly couples the second input shaft 22 and the first rotating member 24 or the second rotating member 25 via the second switching mechanism 32. The clutch disengagement operation is an operation that is controlled by the clutch control unit 72 to switch the clutch 28 from the transmission state to the disengagement state to interrupt the transmission of the engine torque to the first input shaft 21.

(Upshift)
First, a description will be given from the time of upshift. In this case, the operating position of the shift lever 80 is operated to the D position by the driver, and the control device 70 sets the accelerator opening TH input from the accelerator pedal operation sensor 83 and the vehicle speed Vs input from the vehicle speed sensor 85. In response, the gear position is automatically upshifted.

  As shown in FIG. 13, for example, when the vehicle is traveling at the third speed, which is the first set of gears, the control device 70 performs the second set of gears through the gear shift preparation operation and the gear shift operation. The shift is completed by upshifting to the fourth speed, which is the shift speed. The shift preparation operation is performed in response to a shift preparation request generated at a predetermined timing by referring to a shift map set in advance using the accelerator opening TH and the vehicle speed Vs after the shift to the third speed is completed. Done. As shown in FIG. 13, during the travel before the shift before the shift preparation request is generated, the second set of shift stages is still the second speed stage. In addition, since the vehicle is traveling at the third speed during traveling before the speed change, the rotational speed IP1 of the first rotating member 24 forming the third speed corresponds to the rotational speed E of the engine 11. . The second speed stage is a low speed side gear stage, so the reduction ratio is large, and the fourth speed stage is a high speed side gear stage, so the reduction ratio is small.

  Further, during traveling before shifting, the clutch control unit 72 operates the clutch actuator A1 to bring the clutch 28 into a transmission state. Therefore, the rotational speed Ci of the clutch 28, that is, the first input shaft 21 also matches the rotational speed E of the engine 11. Then, during traveling before shifting, the first switching mechanism control unit 73 operates the first switching mechanism actuator A2, and the sleeve 31b of the first switching mechanism 31 is spline-fitted to the external spline 29b of the gear member 29. It is set as the 1st state I made to do. Further, during traveling before shifting, the second switching mechanism control unit 74 operates the second switching mechanism actuator A3, and the sixth state VI in which the sleeve 32b of the second switching mechanism 32 is set to the disengaged position. To do. As a result, as shown in FIG. 14A, the first input constituting the first input system without the second torque (engine direct connection torque) being input from the second input shaft 22 to the first rotating member 24. A first torque (clutch torque) is transmitted through the shaft 21 and the sub shaft 23.

  Then, during traveling before shifting, the pre-shift control unit 71 operates the selection mechanism actuator A4 to engage the selection mechanism 64 with the gear member 53 and establish the third speed as shown in FIG. 14A. ing. In this case, the selection mechanisms 63, 65, and 66 are in a neutral state.

<Preshift operation>
As shown in FIG. 13, when a shift preparation request for an upshift occurs during traveling before a shift, the control device 70 starts a shift preparation operation for the upshift. Specifically, when a shift preparation request is generated, the preshift control unit 71 starts a preshift operation, operates the selection mechanism actuator A4, and engages the selection mechanism 65 with the gear member 54 to form the fourth speed stage. To do.

  At the start of the pre-shift operation, the first switching mechanism 31 is in the first state I as shown in FIG. 13, and the first switching mechanism 31 is engaged with the gear member 29 as shown in FIG. 14B. Yes. Thus, the first torque (clutch torque) of the sub shaft 23 is transmitted only to the first rotating member 24 via the gear member 29. That is, the first torque (clutch torque) is not transmitted to the second rotating member 25. Accordingly, when the pre-shift control unit 71 engages the selection mechanism 64 with the gear member 53 to form the fourth speed stage in advance with the third speed stage established, as shown in FIG. As the output shaft 26 rotates, the rotation member 25 is in the idling state because the rotation speed IP2 becomes the rotation speed of the fourth speed stage. And even if the pre-shift control unit 71 forms the fourth speed in advance, in other words, even when the pre-shift operation is completed, the vehicle is traveling at the third speed.

<Clutch disconnection operation>
As shown in FIG. 13, when the pre-shift operation is completed, the clutch control unit 72 and the second switching mechanism control unit 74 cooperate to start a clutch disengagement operation. The clutch disconnection operation includes a direct connection operation and a disconnection operation. Specifically, in the direct coupling operation of the clutch disengagement operation, the second switching mechanism control unit 74 moves the sleeve 32b of the second switching mechanism 32 to the engagement position, and from the sixth state VI to the second input shaft 22 A fourth state IV in which the first rotating member 24 is directly connected is set. On the other hand, in the disconnection operation of the clutch disconnection operation, the clutch control unit 72 shifts the clutch 28 from the transmission state to the disconnection state, and decreases the first torque T1 (clutch torque). In the present embodiment, the second switching mechanism control unit 74 operates the second switching mechanism 32 prior to the clutch control unit 72. However, it is also possible for the second switching mechanism control unit 74 and the clutch control unit 72 to operate the second switching mechanism 32 and shift the clutch 28 to the disconnected state at the same time.

<< Direct operation >>
In the direct coupling operation, as shown in FIG. 14C, the second switching mechanism control unit 74 operates the second switching mechanism actuator A3 to engage the sleeve 32b of the second switching mechanism 32 with the first rotating member 24. Move to the matching position. Here, as described above, the reduction ratio of the gear 23 a of the counter shaft 23 to the gear 21 a of the first input shaft 21 is the reduction ratio of the first idler gear 29 a of the gear member 29 to the drive gear 43 of the first rotating member 24. Are the same. Thus, when the clutch 28 is in the transmission state, the rotational speed of the first input shaft 21, the rotational speed C of the clutch 28, and the rotational speed IP1 of the first rotating member 24 are as shown in FIG. It becomes the same as the rotation speed E. Since the second input shaft 22 is directly connected to the drive shaft 11a of the engine 11, the rotational speed of the second input shaft 22 is also the same as the rotational speed E of the engine 11.

  Accordingly, as shown in FIG. 14C, the sleeve 32b of the second switching mechanism 32 is moved to the engagement position, the sleeve 32b and the first rotation member 24 are engaged, and the first rotation member 24 and the second input are engaged. The shaft 22 can be directly connected. That is, the second switching mechanism control unit 74 moves the second switching mechanism 32 to the engaged position to enter the fourth state IV, whereby the direct connection operation is completed. In this case, the second torque (engine direct connection torque) of the second input shaft 22 and the first torque (clutch torque) transmitted to the auxiliary shaft 23 can be transmitted to the first rotating member 24. It becomes a state.

<< Blocking action >>
In the disconnection operation, as shown in FIG. 14D, the clutch control unit 72 shifts the clutch 28 from the transmission state to the disconnection state. Thereby, as shown by a broken line in FIG. 14D, transmission of the first torque (clutch torque) from the sub shaft 23 to the first rotating member 24 is interrupted. Incidentally, the first rotating member 24 is directly connected to the second input shaft 22 by the second switching mechanism 32. Therefore, only the second torque (engine direct connection torque) of the second input shaft 22 is transmitted to the first rotating member 24 as the acceleration torque. Further, the rotational speed Ci of the first input shaft 21 that rotates together with the clutch 28 is the same as the engine rotational speed E until immediately before the clutch 28 is shifted to the disconnected state by the clutch control unit 72.

  Therefore, as shown in FIG. 13, as the clutch 28 is shifted to the disengaged state, the rotational speed Ci of the first input shaft 21, the rotational speed Cf of the auxiliary shaft 23, and the rotational speed of the gear member 29 are engine rotation speeds. Even if it becomes smaller than the number E, the first rotating member 24 directly connected to the second input shaft 22 continues to rotate at the engine speed E. Here, as shown in FIG. 13, when the first torque T <b> 1 (clutch torque) is reduced by the shut-off operation, the first torque T <b> 1 (clutch torque) is smaller than the engine torque Te of the engine 11, in other words, The amount that the engine torque Te exceeds the first torque T1 (clutch torque) is the second torque T2 (engine direct connection torque).

  As a result, the second switching mechanism 32 is transmitted to the first rotating member 24 as the clutch 28 is shifted to the disconnected state while the second input shaft 22 and the first rotating member 24 are directly connected. Even when the torque to be switched from the first torque T1 (clutch torque) to the second torque T2 (engine direct connection torque), the rotational speed IP1 of the first rotating member 24 is maintained at the engine rotational speed E. Therefore, even when the clutch 28 is shifted to the disengaged state in this way, in other words, the second switching mechanism 32 is in the fourth state IV, and the second input shaft 22 and the first rotating member 24 14E, as shown in FIG. 14E, the vehicle continuously travels at the third speed until a shift request is made.

  Then, as shown in FIG. 13, when the preshift operation and the clutch disengagement operation are completed, the shift preparation operation is completed. In the present embodiment, as shown in FIGS. 13 and 14E, the first switching mechanism control unit 73 maintains the first switching mechanism 31 in the first state I when the gearshift preparation operation is completed. The sleeve 31b is spline-fitted to the external spline 29b of the gear member 29. However, when the gear shifting preparation operation is completed, the first switching mechanism control unit 73 shifts the fourth speed stage from the state where the sleeve 31b of the first switching mechanism 31 is spline-fitted to the external spline 29b of the gear member 29. It is also possible to spline-fit the external spline 30b of the gear member 30 that transmits the first torque (clutch torque) to the second rotating member 25 to be formed.

<Speed change operation>
Next, a shift operation for shifting (upshifting) in response to a shift request will be described. As described above, when a shift request, specifically, a shift (upshift) from the third speed to the fourth speed is requested based on a preset shift map, as shown in FIG. Then, the control device 70 starts a speed change operation. The shift operation includes a shift switching operation and a clutch engagement operation.

  In the shift switching operation, as shown in FIG. 13, in order to shift the clutch 28 from the disengaged state to the transmitting state, the first switching mechanism control unit 73 switches the first switching mechanism 31 to the second state II, The sleeve 31b is spline-fitted, that is, the second rotary member 25 and the countershaft 23 are directly connected to the second rotary member 25 that forms the fourth speed stage which is the second set of gears. In the clutch engagement operation, as shown in FIG. 13, the clutch control unit 72 shifts the clutch 28 from the disconnected state to the transmission state, and the second switching mechanism control unit 74 sets the second switching mechanism 32 in the fourth state IV. To the sixth state VI.

<< Shift switching operation >>
In the shift switching operation, as shown in FIGS. 13 and 14F, the first switching mechanism control unit 73 operates the first switching mechanism actuator A2. Then, the first switching mechanism control unit 73 performs the third state III from the first state I in which the sleeve 31b of the first switching mechanism 31 is spline-fitted to the external spline 29b of the gear member 29. Then, the gear member 30 is moved so as to be in the second state II in which the spline fitting with the external spline 30b of the gear member 30 is performed. Thereby, the first switching mechanism 31 directly connects the sub shaft 23 and the second rotating member 25. In this state, since the clutch 28 is still in the disconnected state, the first torque T1 (clutch torque) is not transmitted to the first input shaft 21 and the auxiliary shaft 23.

<< Clutch engagement action >>
In the clutch engagement operation, as shown in FIGS. 13 and 14G, the clutch control unit 72 operates the clutch actuator A1 to shift the clutch 28 from the disconnected state to the transmission state. In this case, the clutch control unit 72 synchronizes the rotational speed E of the engine 11 with the rotational speed C of the clutch 28, that is, the rotational speed of the fourth speed stage in cooperation with an engine control unit (not shown). Specifically, the clutch control unit 72 shifts the clutch 28 to the transmission state while maintaining the engine speed E. Thus, when the clutch 28 starts to be engaged, engine torque starts to be transmitted from the engine 11 to the first input shaft 21 via the clutch 28. As a result, as indicated by a torque layer in FIG. 13, the first torque T1 (clutch torque) input from the first input shaft 21 to the auxiliary shaft 23 increases. Then, as the clutch 28 is engaged, that is, with the establishment of the fourth speed stage, as shown in FIG. 13, the vehicle longitudinal acceleration at the third speed stage reaches the vehicle longitudinal acceleration at the fourth speed stage. descend.

  The rotational speed E of the engine 11 is set such that the engine torque Te of the engine 11 is temporarily reduced after the clutch 28 is in a transmission state and the longitudinal acceleration of the vehicle is reduced to the longitudinal acceleration in the fourth speed, Decreases to stage speed. As a result, as indicated by the inertia layer in FIG. 13, the first input shaft 21 is rotated by its own inertia, and the first torque T1 (clutch torque) becomes constant without temporarily increasing or decreasing. Then, the engine torque Te is increased to a torque corresponding to the amount of operation of the accelerator pedal AP by the driver so that the rotational speed E of the engine 11 coincides with the rotation of the fourth gear, and the gear shift to the fourth gear (up) Shift) is completed. Thereafter, the first torque T1 (clutch torque) is further increased so that the clutch 28 does not slip even if the engine torque Te changes according to the amount of operation of the accelerator pedal AP by the driver. Accordingly, during traveling after shifting, the vehicle is transmitted by the first torque (clutch torque) having the same magnitude as the engine torque Te output from the engine 11 and transmitted through the first input shaft 21 and the auxiliary shaft 23. Drive at 4th speed.

  By the way, as shown in FIG. 13, in the clutch engagement operation, the second switching mechanism 32 starts to decrease the rotational speed E of the engine 11 from the third speed to the fourth speed. Since the deceleration torque acts, torque transmission is not performed while maintaining the fourth state IV. Thereafter, the second switching mechanism actuator A3 is operated by the second switching mechanism control unit 74, whereby the second switching mechanism 32 is switched from the fourth state IV to the sixth state VI as shown in FIGS. 13 and 14G. .

(During downshift)
Next, the downshift will be described. In this case, the operating position of the shift lever 80 is operated to the D position by the driver, and the control device 70 sets the accelerator opening TH input from the accelerator pedal operation sensor 83 and the vehicle speed Vs input from the vehicle speed sensor 85. In response, the shift stage is automatically downshifted. In the following description at the time of downshift, the case where the vehicle is traveling at the fourth speed and is downshifted to the third speed at the time of traveling before the shift is illustrated.

  Even during downshifting, as in the case of upshifting described above, during travel before shifting, the clutch control unit 72 of the control device 70 operates the clutch actuator A1 to bring the clutch 28 into a transmission state. Therefore, the rotational speed Ci of the clutch 28, that is, the first input shaft 21 also matches the rotational speed E of the engine 11. Even during downshifting, when traveling before shifting, the first switching mechanism control unit 73 of the control device 70 operates the first switching mechanism actuator A2 to place the first switching mechanism 31 in the second state II. The second switching mechanism control unit 74 of 70 activates the second switching mechanism actuator A3 to place the second switching mechanism 32 in the sixth state VI.

  That is, in the pre-shift running during the downshift, as shown in FIG. 14G, the second torque (engine directly connected torque) is not input to the second rotating member 25 from the second input shaft 22. A first torque (clutch torque) is transmitted through the input shaft 21 and the auxiliary shaft 23. During the pre-shift running, the preshift control unit 71 of the control device 70 operates the selection mechanism actuator A4 to engage the selection mechanism 65 with the gear member 54 to establish the fourth speed stage. In this case, the selection mechanisms 63, 64, and 66 are in a neutral state.

  At the time of traveling before the shift, as shown in FIG. 15, for example, the accelerator pedal AP is depressed and operated in a state where the pre-shift operation is completed and the vehicle is traveling before the shift in response to the already generated shift preparation request. When the shift preparation request is generated, the control device 70 starts a shift preparation operation for downshifting. That is, the preshift control unit 71 operates the selection mechanism actuator A4 to engage the selection mechanism 64 with the gear member 53 to form the third speed stage. In this pre-shift operation, the first switching mechanism 31 is engaged with the gear member 30, and the first torque (clutch torque) of the countershaft 23 is transmitted only to the second rotating member 25 via the gear member 30. Yes. That is, as in the case of the upshift, no torque is transmitted to the first rotating member 24, and the preshift control unit 71 engages the selection mechanism 65 with the gear member 54 to establish the fourth speed stage. Even if the third speed stage is formed in advance, the rotation of the output shaft 26 is not affected at all. Therefore, even if the pre-shift control unit 71 forms the third speed in advance, in other words, even when the pre-shift operation is completed, the vehicle is traveling at the fourth speed.

  In the case of a downshift, for example, when the accelerator pedal AP is depressed and operated and a shift request is generated, an engine rotation synchronization operation is performed so that the rotational speed E of the engine 11 matches the third speed. In this case, the clutch 28 is in a so-called half-clutch state in which the first torque T1 (clutch torque) decreases while maintaining the transmission state. In this case, the first torque T1 (clutch torque) is smaller than the engine torque Te of the engine 11. In other words, the amount that the engine torque Te exceeds the first torque T1 (clutch torque) is the second torque T2. (Engine direct connection torque), and the rotational speed E of the engine 11 increases.

<Clutch disconnection operation>
When the preshift operation and the engine rotation synchronization operation are completed, the clutch control unit 72 and the second switching mechanism control unit 74 cooperate to perform the clutch disconnection operation including the direct connection operation and the disconnection operation, as in the case of the upshift. Start.

  In the direct connection operation during the downshift, as shown in FIG. 15, the second switching mechanism control unit 74 moves the sleeve 32 b of the second switching mechanism 32 to the engagement position, and the second input shaft 22 and the first rotating member. On the other hand, the clutch control unit 72 shifts the clutch 28 from the transmission state (half-clutch state) to the disengaged state in the disengagement operation during the downshift. Even during the downshift, the second switching mechanism control unit 74 operates the second switching mechanism 32 prior to the clutch control unit 72 as in the upshifting. In addition, the clutch control unit 72 can operate the second switching mechanism 32 and shift the clutch 28 to the disconnected state at the same time.

<< Direct operation >>
In the direct connection operation, the second switching mechanism control unit 74 operates the second switching mechanism actuator A3 to move the sleeve 32b of the second switching mechanism 32 to the engagement position where the sleeve 32b is engaged with the first rotating member 24. As described above, since the first rotating member 24 forms the third speed stage by the pre-shift operation, the rotation speed is the third speed stage. Further, the engine speed E coincides with the speed of the third speed stage by the engine speed synchronization operation. Further, since the second input shaft 22 is directly connected to the drive shaft 11a of the engine 11, the rotational speed of the second input shaft 22 is also the same as the engine rotational speed E.

  Accordingly, the sleeve 32b of the second switching mechanism 32 is moved to the engaging position, the sleeve 32b and the first rotating member 24 are engaged, and the first rotating member 24 and the second input shaft 22 are directly connected. Can do. That is, when downshifting from the fourth speed to the third speed, the second switching mechanism control unit 74 moves the second switching mechanism 32 to the engagement position, whereby the direct connection operation is completed. In this case, the first torque T <b> 1 (clutch torque) transmitted to the secondary shaft 23 is transmitted to the second rotating member 25, and the second input shaft 22 is transmitted to the first rotating member 24. The second torque T2 (engine direct connection torque) can be transmitted. However, at this time, the rotational speed of the second input shaft 22 and the rotational speed IP1 of the first rotating member 24 coincide with each other, and the acceleration torque is not acting. The second torque T2 (engine direct connection torque) of the second input shaft 22 is not transmitted to the rotating member 24.

<< Blocking action >>
In the disconnection operation, the clutch control unit 72 shifts the clutch 28 from the transmission state (half-clutch state) to the disconnection state. Thereby, transmission of the first torque T1 (clutch torque) from the sub shaft 23 to the second rotating member 25 is interrupted. On the other hand, since the first rotating member 24 is directly connected to the second input shaft 22 by the second switching mechanism 32, the engine torque Te output from the engine 11 is the second to the first rotating member 24 from the second input shaft 22. It is transmitted as two torque T2 (engine direct connection torque). Therefore, the vehicle travels at the third speed stage by the second torque T2 (engine direct connection torque) transmitted through the second input shaft 22, the second switching mechanism 32, and the first rotating member 24. Only the second torque T2 (engine direct connection torque) of the second input shaft 22 is transmitted to the first rotating member 24. Further, until immediately before the clutch 28 is shifted to the disengaged state by the clutch control unit 72, the rotational speed Ci of the first input shaft 21 and the rotational speed Cf of the auxiliary shaft 23 are the same as the engine rotational speed E. The gear member 30 directly connected to the auxiliary shaft 23 by the switching mechanism 31 also has the same rotational speed as the engine rotational speed E.

<Speed change operation>
Next, the control device 70 starts a downshift (shift operation). Even during the downshift, the shift operation includes a shift switching operation and a clutch engagement operation, as in the above-described upshift.

  In the shift switching operation, in order to shift the clutch 28 from the disengaged state to the transmitting state, the first switching mechanism control unit 73 forms the first switching mechanism 31 at the third speed that is the first set of gears. Spline fitting, that is, the first rotary member 24 and the counter shaft 23 are directly connected to the first rotary member 24. In the clutch engagement operation, the clutch control unit 72 shifts the clutch 28 from the disconnected state to the transmission state, and the second switching mechanism control unit 74 changes the second switching mechanism 32 from the fourth state IV to the sixth state VI. Switch.

<< Shift switching operation >>
In the shift switching operation, as shown in FIG. 15, the first switching mechanism control unit 73 operates the first switching mechanism actuator A <b> 2 to connect the sleeve 31 b of the first switching mechanism 31 to the external spline 30 b of the gear member 30. From the second state II that has been spline-fitted, the first state I that is spline-fitted to the external spline 29b of the gear member 29 is moved through the third state III. Thereby, the first switching mechanism 31 directly connects the auxiliary shaft 23 and the first rotating member 24. In this state, since the clutch 28 is still in the disconnected state, the first torque T1 (clutch torque) is not transmitted to the first input shaft 21 and the auxiliary shaft 23.

<< Clutch engagement action >>
In the clutch engagement operation, the clutch control unit 72 operates the clutch actuator A1 to shift the clutch 28 from the disconnected state to the transmission state. In the clutch engagement operation, the second switching mechanism control unit 74 switches the second switching mechanism 32 to the sixth state VI. Then, when the transition of the clutch 28 to the transmission state is completed, the engine torque replacement is completed, and the first torque (clutch torque) transmitted through the first input shaft 21 and the auxiliary shaft 23 causes the vehicle to Drive at 3rd gear.

<Deceleration control (regenerative operation)>
As described above, in the state where the vehicle is running after the gearshift preparation operation (specifically, the preshift operation and the clutch disengagement operation) is completed during the upshift or the downshift, the second switching mechanism 32 is The state is switched to the fourth state IV or the fifth state V, and the second input shaft 22 and the first rotating member 24 or the second rotating member 25 are directly connected. That is, in this state, the second torque T2 (engine direct connection torque) is transmitted from the second input shaft 22 to the output shaft 26 via the second switching mechanism 32 by the second input system.

  By the way, the second switching mechanism 32 is a one-way clutch, and as described above, the second torque T2 (engine direct connection torque) input from the second input shaft 22 is first rotated only when acting as an acceleration torque. This is transmitted to the member 24 or the second rotating member 25. For this reason, as shown in FIG. 16, for example, the accelerator pedal AP is operated by returning the accelerator pedal AP that the driver has stepped on until the shift operation is performed after the shift preparation operation is completed. When the accelerator opening TH is reduced (for example, the accelerator opening TH is returned to 0%), the second switching mechanism 32 does not transmit torque while maintaining the fourth state IV, and the second input shaft 22 And the first rotating member 24 or the second rotating member 25 are temporarily eliminated.

  That is, when the direct connection state between the second input shaft 22 and the first rotating member 24 or the second rotating member 25 is temporarily canceled, the deceleration torque due to the friction of the engine 11 is not transmitted to the output shaft 26, As a result, even if the driver operates to return the accelerator pedal AP, the driver cannot obtain sufficient vehicle deceleration, feels uncomfortable, and may not obtain good drivability. Therefore, when the driver operates the accelerator pedal AP so that the accelerator pedal opening TH is reduced between the completion of the gear shift preparation operation and the gear shift operation being performed, as shown in FIG. In addition, the motor generator control unit 75 causes the motor generator MG to perform deceleration control (specifically, regenerative operation) so that the vehicle is responsive (short response time) and sufficient deceleration is generated. In the following description, in order to facilitate understanding, the deceleration control when the gear shift preparation operation assuming an upshift is completed will be described as an example.

  In the deceleration control, as shown in FIG. 16, the motor generator control unit 75 is during traveling before the shift after the shift preparation operation is completed and the accelerator opening TH input from the accelerator pedal operation sensor 83 is small. (For example, when it becomes 0%), the motor generator MG is caused to perform a regenerative operation. Specifically, the motor generator control unit 75 generates a regenerative torque by causing the motor generator MG to perform a regenerative operation when the accelerator opening TH is small (for example, 0%), and a predetermined deceleration is generated. So as to maintain the regenerative torque. The deceleration control is realized by a deceleration control unit 76 configured by a motor generator control unit 75 that constitutes a deceleration control unit.

  As described above, in the state where the gear shift preparation operation is completed, as shown in FIG. 16, for example, the second switching mechanism 32 is switched to the fourth state IV by the direct coupling operation, and the second input shaft 22 and the first The rotary member 24 is directly connected, and the clutch 28 is in the disconnected state by the disconnecting operation. Thus, the vehicle travels with the second torque T2 (engine direct connection torque) transmitted from the second input shaft 22 to the first rotating member 24 transmitted to the output shaft 26. In the following description of the deceleration control, as shown in FIG. 16, the shift switching operation is performed in the gear shifting preparation operation, and the first switching mechanism control unit 73 connects the first switching mechanism 31 to the external spline of the gear member 30. A case is assumed in which the second state II in which the spline is fitted to 30b is set.

  In the case where the gear shifting preparation operation is completed and the vehicle is traveling at the third speed, when the accelerator opening TH input from the accelerator pedal operation sensor 83 becomes 0%, for example, as shown in FIG. The rotation speed E temporarily decreases. Further, when the accelerator opening TH becomes, for example, 0%, the engine torque Te output from the engine 11 via the drive shaft 11a is temporarily reduced, so the rotational speed E of the engine 11 is temporarily reduced. For this reason, for example, in a state where the gear shifting preparation operation is completed, the accelerator pedal AP operated by the driver is returned to the accelerator pedal AP to reduce the accelerator pedal opening TH (for example, the accelerator pedal opening TH). ) To 0%), the deceleration torque acts and the second switching mechanism 32 does not transmit torque while maintaining the fourth state IV.

  Thus, when the clutch 28 is in the disengaged state and the directly connected state between the second input shaft 22 and the first rotating member 24 is eliminated, the vehicle is in a so-called idling state and the accelerator pedal AP is returned. In operation, in other words, sufficient deceleration corresponding to the decrease in the rotational speed E of the engine 11 does not occur in the vehicle. For this reason, the motor generator control unit 75 generates the regenerative torque Tm by the regenerative operation of the motor generator MG. Thereby, the regenerative torque Tm generated by the motor generator MG by the regenerative operation is transmitted to the auxiliary shaft 23. On the other hand, in this deceleration control, since the shift switching operation has already been performed, the first switching mechanism control unit 73 is switched to the second state II, and the sleeve 31b of the first switching mechanism 31 is moved to the gear member 30. The external splines 30b are spline-fitted. Therefore, in this case, the countershaft 23 and the gear member 30, that is, the second rotating member 25 are connected via the first switching mechanism 31, and the regenerative torque Tm is transmitted to the second rotating member 25.

  Here, in the situation where the deceleration control is executed, the fourth speed stage is formed by the pre-shift operation, and therefore the selection mechanism 65 is engaged with the gear member 54 that rotates integrally with the output shaft 26. On the other hand, as shown in FIG. 16, in the first rotating member 24, the second switching mechanism 32 maintains the fourth state IV, but the second speed change mechanism formed on the output shaft 26 by the preshift operation. The regenerative torque Tm by the motor generator MG is transmitted as a deceleration torque for decelerating the vehicle via the torque transmission path of the fourth speed stage at 62. Accordingly, as shown in FIG. 16, the driver can perceive a deceleration (longitudinal acceleration) having a predetermined magnitude according to the operation on the accelerator pedal AP of the driver. The broken line shown in the longitudinal acceleration shown in FIG. 16 indicates the deceleration (longitudinal acceleration) when there is no deceleration control and the motor generator MG does not generate the regenerative torque Tm.

  Then, as shown in FIG. 16, in the deceleration operation, when the accelerator pedal AP is depressed again by the driver, in other words, when the accelerator opening TH increases, the motor generator control unit 75 causes the motor generator MG to Stop the regenerative operation. As a result, the regenerative torque Tm generated by the motor generator MG gradually decreases with time and the deceleration operation is completed.

  By the way, in the situation where deceleration control is performed, the second switching mechanism 32 maintains the fourth state IV. Accordingly, the second torque T2 increases with the increase of the engine torque Te with the increase of the accelerator opening TH, and traveling before shifting becomes possible. In this state, when a shift request is generated, the control device 70 starts a shift operation as described above.

  As can be understood from the above description, the vehicle power transmission device 10 of the above-described embodiment has an output shaft in which the engine torque Te as torque output from the engine 11 as a drive source is coupled to the drive wheels 14 of the vehicle. 26 is a vehicle power transmission device that transmits power to the vehicle.

  The vehicle power transmission device 10 includes a first input shaft 21 to which the engine torque Te output from the engine 11 is input as a first torque T1 (clutch torque), and an engine torque Te output from the engine 11 to a second torque. Provided between the engine 11 and the first input shaft 21 as a second input shaft 22 different from the first input shaft 21 and input as T2 (engine direct connection torque), the engine 11 and the first input shaft 21 A clutch 28 for switching between a transmission state in which the first torque T1 (clutch torque) is transmitted between and a cut-off state in which transmission of the first torque T1 (clutch torque) from the engine 11 is blocked, and a first input shaft A first rotating member 24 to which a first torque T1 (clutch torque) is transmitted from 21 and a second torque T2 (engine direct connection torque) is transmitted from the second input shaft 22; A second rotating member 25 different from the first rotating member 24, to which a first torque T1 (clutch torque) is transmitted from the first input shaft 21 and a second torque T2 (engine direct connection torque) is transmitted from the second input shaft 22, A first torque T1 (clutch torque) is transmitted between the first input shaft 21 and the first rotating member 24, and a first torque T1 (clutch torque) is transmitted between the first input shaft 21 and the second rotating member 25. In the first state I in which the transmission of the first input shaft 21 is interrupted, the transmission of the first torque T1 (clutch torque) is interrupted between the first input shaft 21 and the first rotating member 24, and the first input shaft 21 and the second rotating member 25 in the second state II in which the first torque T1 (clutch torque) is transmitted between the first input shaft 21 and the first rotating member 24 and the second rotating member 25. (Clutch torque) transmission is cut off The first switching mechanism 31 for switching to any one of the third states III, the second torque T2 (engine direct connection torque) is transmitted between the second input shaft 22 and the first rotating member 24, and the second A fourth state IV in which transmission of the second torque T2 (engine direct connection torque) is interrupted between the input shaft 22 and the second rotating member 25, and a second state between the second input shaft 22 and the first rotating member 24. A fifth state V in which transmission of torque T2 (engine direct connection torque) is interrupted and second torque T2 (engine direct connection torque) is transmitted between the second input shaft 22 and the second rotating member 25; The second input shaft is switched to one of the sixth states VI in which transmission of the second torque T2 (engine direct connection torque) is cut off between the input shaft 22 and the first rotating member 24 and the second rotating member 25. 22, the first rotating member 24 is added. The second torque T2 (engine direct connection torque) is transmitted to the first rotating member 24 in the fourth state IV only when the second rotating member 22 is accelerated by the second input shaft 22 only in the fourth state IV. The second switching mechanism 32 configured to transmit the second torque T2 (engine direct connection torque) to the second rotating member 25 in the fifth state V and the driving wheel 14 are connected to the first rotating member 24 and the first rotating member 24. An output shaft 26 to which at least one of the first torque T1 (clutch torque) and the second torque T2 (engine direct connection torque) is transmitted from the two-rotating member 25 at different reduction ratios, and a sub-rotator that rotates integrally with the first input shaft 21. A motor generator MG provided to always rotate in conjunction with any one of the shaft 23, the first rotating member 24, the second rotating member 25, and the output shaft 26.

  According to this, in a situation where the engine torque Te from the engine 11 is reduced when the vehicle is decelerated, the motor generator MG is any of the first rotating member 24, the second rotating member 25, and the output shaft 26 that always rotate in conjunction with each other. The regenerative torque Tm, which is the deceleration torque generated in one, can be transmitted. Thus, in a situation where the vehicle decelerates, the response time can be shortened (with good responsiveness) and a predetermined deceleration can be generated in the vehicle. In other words, the occurrence of so-called torque loss can be suppressed and the driver can be prevented. Can improve the perceivable drivability.

  Further, in the vehicle power transmission device 10, it is not necessary to use a complicated and expensive (special) clutch in order to configure the first input system and the second input system. Therefore, the manufacturing cost of the vehicle power transmission device 10 can be reduced.

  The motor generator MG can always rotate in conjunction with any one of the first rotating member 24, the second rotating member 25, and the output shaft 26. In the first rotating member 24 and the second rotating member 25, the first switching mechanism 31 is switched to the first state I or the second state II, and the second switching mechanism 32 is switched to the fourth state IV or the fifth state. By switching to the state V, a torque transmission path can be formed between the output shaft 26 and the first transmission mechanism 61 or the second transmission mechanism 62. Accordingly, a new torque transmission path is formed between the motor generator MG and the output shaft 26 in order to transmit the motor torque generated by the driving operation of the motor generator MG or to regenerate the motor generator. There is no need to do. Therefore, there is no need to change the structure of the clutch 28 or increase the number of the first switching mechanism 31 and the second switching mechanism 32, and the manufacturing cost of the vehicle power transmission device 10 is suppressed from becoming high. be able to.

  Further, when the second torque T2 (engine direct connection torque) acts to decelerate the rotation speed of the second input shaft 22, that is, when the driver decelerates the accelerator pedal AP to decelerate the vehicle, As the switching mechanism 32 is switched to the sixth state VI, the second torque T2 (engine direct connection torque) is not transmitted to the output shaft 26 via the first rotating member 24 and the second rotating member 25. In this case, motor generator MG can reduce the rotational speed of output shaft 26 by transmitting regenerative torque Tm generated by the regenerative operation to output shaft 26. As a result, it is possible to generate an appropriate deceleration in the vehicle, to reliably suppress the occurrence of torque loss in a situation where the vehicle decelerates, and to reduce the deceleration according to the driver's own operation of the accelerator pedal AP. It is possible to suppress a sense of incongruity by perceiving.

  In these cases, the ratio of the rotational speed of the sub shaft 23 to the rotational speed of the first input shaft 21, the ratio of the rotational speed of the first rotating member 24 to the rotational speed of the gear member 29 in the first state I, and The ratios of the rotation speed of the second rotation member 25 to the rotation speed of the gear member 30 in the second state II are all the same.

  According to this, when the first switching mechanism 31 is switched to the first state I, for example, when the second switching mechanism 32 is switched to the fourth state IV, or when the first switching mechanism 31 is the second state IV. For example, when the second switching mechanism 32 is switched to the fifth state V when the second switching mechanism 32 is switched to the state II, the auxiliary shaft 23 rotates at the same rotational speed (rotational speed Rsf) with respect to the second input shaft 22. Can rotate. Thus, when the second torque T2 (engine direct connection torque) is input to the second input shaft 22, the auxiliary shaft 23 rotates from the second input shaft 22 side without so-called torque interference. be able to. When the first torque T1 (clutch torque) is input to the counter shaft 23, the same first torque T1 (clutch torque) is transmitted to the first rotating member 24 or the second rotating member 25. Can do.

  In these cases, the vehicular power transmission device 10 further includes a first transmission mechanism 61 that establishes a first set of gears between the first rotation member 24 and the output shaft 26, and the second rotation member 25. And a second speed change mechanism 62 that establishes a second speed change stage having a speed reduction ratio different from that of the first speed change stage. In this case, the first idler gear 29a of the gear member 29 can be arranged so as to be directly connected to the third-speed drive gear 43, which is one of the first set of gears. According to this, the gear on the first rotating member 24 directly connected to the first idler gear 29a can be shared with the third-speed drive gear 43 that is one drive gear of the first set of gears, and the number of parts of the gears Can be reduced.

  Furthermore, in these cases, the vehicular power transmission device 10 includes a clutch control unit 72 that switches the clutch 28 to a transmission state or a disengagement state, and a first after the clutch control unit 72 switches the clutch 28 from the transmission state to the disengagement state. The first switching mechanism control unit 73 that switches the switching mechanism 31 to the first state I or the second state II, and the second operation before the clutch control unit 72 completes the operation of switching the clutch 28 from the transmission state to the cutoff state. As a second switching mechanism control unit 74 that switches the switching mechanism 32 to the fourth state IV or the fifth state V, and an acceleration operation state detection unit that detects an operation state of an accelerator pedal AP that is an acceleration operation member that accelerates the vehicle. After the accelerator pedal operation sensor 83 and the clutch control unit 72 switch the clutch from the transmission state to the disconnection state (that is, to the second input system). Second torque T2 (engine direct connection torque) is transmitted to the output shaft 26 via the first rotating member 24 and the first transmission mechanism 61 or the second rotating member 25 and the second transmission mechanism 62). When the accelerator pedal operation sensor 83 detects the release of the operation of the accelerator pedal AP by the driver, the motor generator MG generates a regenerative torque Tm as a deceleration torque so as to generate a deceleration of a predetermined magnitude in the vehicle. And a motor generator control unit 75.

  According to this, when the accelerator pedal AP is returned by the driver, the deceleration control unit 76 (motor generator control unit 75) regenerates the motor generator MG and applies the regenerative torque Tm of the motor generator MG to the output shaft 26. Can be transmitted. Thereby, the motor generator MG can decelerate the rotation speed of the output shaft 26, and as a result, an appropriate deceleration having a predetermined magnitude can be generated in the vehicle. Therefore, the driver can perceive the deceleration according to the operation of his / her accelerator pedal AP, and can obtain good drivability.

(Modification)
In the above embodiment, when the operation position of the shift lever 80 is operated to the D position by the driver, the control device 70 is input from the accelerator opening TH input from the accelerator pedal operation sensor 83 and the vehicle speed sensor 85. The gear shift preparation operation and the gear shift operation are performed in response to a gear shift preparation request that is automatically generated at a predetermined timing according to the vehicle speed Vs. Instead of this, when the driver operates the shift lever 80 to the M position, that is, when the shift position sensor 81 detects that the driver has selected the manual mode, the control device 70 performs manual operation. By selecting the mode as a shift preparation request, it is possible to perform a shift preparation operation and a shift operation. Hereinafter, although this modification is demonstrated concretely, detailed description about the same part as the said embodiment is abbreviate | omitted.

  In this modified example, as shown in FIG. 17, when the driver changes the operation position of the shift lever 80 from the D position to the M position during the travel before shifting, the control device 70 is selected. The shift position Pos signal representing the M position is input from the shift position sensor 81. As a result, the control device 70 executes a shift in the mode selection shown in FIG. 17 in accordance with the operation of the shift request switch 86 by the driver from the automatic mode in which the shift is automatically performed as in the above-described embodiment. Switch to manual mode.

  In addition, regarding the mode selection, the control device 70 has a shift request switch 86 (upshift paddle 86b or downshift paddle 86c) by the driver instead of or in addition to the shift lever 80 being operated to the M position. It is also possible to switch from the automatic mode to the manual mode in response to the operation to acquire the up signal Su or the down signal Sd. Regarding the mode selection, the control device 70 switches from the manual mode to the automatic mode in response to the shift lever 80 being operated from the M position to the D position.

  When the manual mode is selected, that is, when a gear change preparation request is made, the control device 70 starts a gear shift preparation operation as in the above embodiment. Specifically, as shown in FIG. 16, the pre-shift control unit 71 is a shift stage (for example, an even stage) on the high speed side with respect to the current shift stage (for example, the odd third stage). 4th speed).

  As shown in FIG. 17, when the pre-shift operation is completed, the clutch control unit 72 and the second switching mechanism control unit 74 cooperate to start the clutch disengagement operation. Specifically, in the direct coupling operation of the clutch disengagement operation, the second switching mechanism control unit 74 moves the sleeve 32b of the second switching mechanism 32 to the engagement position so that the second input shaft 22 and the first rotating member 24 are moved. While the fourth state IV is set to be directly connected, in the disconnection operation of the clutch disconnection operation, the clutch control unit 72 shifts the clutch 28 from the transmission state to the disconnection state (see FIGS. 14C and 14D).

  As shown in FIG. 17, the control device 70 starts a shift preparation operation, specifically, a shift switching operation. That is, in the shift switching operation, the first switching mechanism control unit 73 operates the first switching mechanism actuator A2, and the sleeve 31b of the first switching mechanism 31 is spline-fitted to the external spline 29b of the gear member 29. The first state I is moved so as to be in the second state II where the spline fitting is performed on the external spline 30b of the gear member 30 (see FIG. 14F). Then, when the driver operates the upshift paddle 86b to request a shift, the control device 70 starts a shift operation, specifically, a clutch engagement operation. In the clutch engagement operation, the clutch control unit 72 operates the clutch actuator A1 to shift the clutch 28 from the disconnected state to the transmission state (see FIG. 14G).

  As a result, the first torque T1 (clutch torque) is transmitted via the first input shaft 21 and the auxiliary shaft 23, and the shift (upshift) from the third speed to the fourth speed is completed. Therefore, in the manual mode, the vehicle travels at the fourth speed in accordance with the operation of the upshift paddle 86b by the driver. In the manual mode, when the upshift or the downshift is completed, as shown in FIG. 17, in response to the next shift request (that is, the operation of the upshift paddle 86b or the downshift paddle 86c) by the driver, The operation after the preshift operation is started.

  Here, as in the upshift described in the above embodiment, the clutch 28 is shifted to the disconnected state with the second switching mechanism 32 directly connecting the second input shaft 22 and the first rotating member 24. Accordingly, even when the torque transmitted to the first rotating member 24 is switched from the first torque T1 (clutch torque) to the second torque T2 (engine direct connection torque), the rotation of the first rotating member 24 is performed. The number IP1 (rotational speed) is maintained at the rotational speed E (engine rotational speed Re) of the engine 11. Therefore, even when the clutch 28 is shifted to the disconnected state as described above, in other words, even when the second switching mechanism 32 directly connects the second input shaft 22 and the first rotating member 24. The vehicle continues to travel at the third speed until a shift request is made (see FIG. 14E).

  As can be understood from the above description, in this modification, the control device 70 changes the first switching mechanism 31 from the first state I to the second state II or the second state according to the operation by the driver of the vehicle. It is detected that the manual mode is switched from the state II to the first state I (that is, it is possible to establish any one of the first set of gears and the second set of gears). When the shift position sensor 81 and the shift request switch 86 detect that the manual mode is selected, the first switching mechanism control unit 73 After the clutch control unit 72 switches the clutch 28 from the transmission state to the disconnected state, the first switching mechanism 31 is switched to the first state I or the second state II, and the second Replacement mechanism control unit 74, before the clutch control unit 72 completes the operation of switching to the disconnected state of the clutch 28 from the transmission state, switches the second switching mechanism 32 to the fourth state IV or fifth state V.

  Thus, even when the manual mode is selected, the vehicle can generate a deceleration with good responsiveness, and the first switching mechanism control unit 73 performs the first switching before the shift request, as in the above embodiment. Since the switching of the mechanism 31 from the first state I to the second state II (or from the second state II to the first state I) has been completed, the shift time can be shortened. Since the pre-shift operation is completed before the shift request, the rotation speed C (rotational speed) of the clutch 28 is changed by the rotation of the output shaft 26 when the switching of the first switching mechanism 31 is completed. Rotation speed). Also in this manner, when the clutch 28 is in the transmission state, the time for synchronizing the rotational speed C (rotational speed) of the clutch 28 and the rotational speed E (engine rotational speed Re) of the engine 11 with the rotational speed (rotational speed) after the shift. Is not required, and the shift time can be shortened.

  In addition, regarding the mode selection, the control device 70 has a shift request switch 86 (upshift paddle 86b or downshift paddle 86c) by the driver instead of or in addition to the shift lever 80 being operated to the M position. It is also possible to switch from the automatic mode to the manual mode in response to the operation to acquire the up signal Su or the down signal Sd. Regarding the mode selection, the control device 70 can also switch from the manual mode to the automatic mode in response to the shift lever 80 being operated from the M position to the D position. In this case, the same effect as in FIG. 17 described above can be obtained in the second and subsequent shifts.

  In carrying out the present invention, the present invention is not limited to the above embodiment and the above modification, and various modifications can be made without departing from the object of the present invention.

  For example, in the embodiment and the modified example, the motor generator MG is provided on the auxiliary shaft 23, and the motor generator MG transmits the regenerative torque (deceleration torque) from the auxiliary shaft 23 to the output shaft 26. Instead of this, the motor generator MG may be provided in any place as long as it is on a torque path capable of transmitting the regenerative torque (deceleration torque) to the output shaft 26. For example, as shown in FIGS. As described above, any one of the first rotating member 24, the second rotating member 25, and the output shaft 26 may be provided. Also in these cases, similarly to the above-described embodiment and the modified example, the motor generator MG can transmit the generated motor torque to the output shaft 26 to drive the vehicle, and the generated regenerative torque can be transmitted to the output shaft 26. To the vehicle to generate a deceleration of a predetermined magnitude.

  Further, as shown in FIG. 21, the motor generator MG can be provided on the second input shaft 22. When the motor generator MG is provided on the second input shaft 22, for example, power can be generated using the engine torque of the engine 11 while the vehicle is stopped. Thereby, the generated electric power is charged in the battery, and for example, when the vehicle starts, the motor torque can be generated using the electric power charged by the motor generator MG in addition to the engine torque of the engine 11. Therefore, the fuel consumption of the vehicle can be improved.

  Furthermore, in the above-described embodiment and each of the modifications, the first input shaft 21 is connected to the drive shaft 11a of the engine 11 via the clutch 28, and the second input shaft 22 is driven to drive the engine 11. It was configured to be directly connected to the shaft 11a. Instead, as shown in FIG. 22, the second input shaft 22 is connected to and disconnected from the drive shaft 11 a of the engine 11 via the clutch 28, and the first input shaft 21 is directly connected to the drive shaft 11 a of the engine 11. It is also possible to configure as described above. In this case, as shown in FIG. 22, the second switching mechanism 32 is provided on the first input shaft 21, and the first switching mechanism 31 is provided on the second input shaft 22. Thus, even if it is a case where the connection state with respect to the drive shaft 11a of the 2nd input shaft 22 and the 1st input shaft 21 is replaced compared with the case of the said embodiment and said each modification, said embodiment and said The same effect as each modification can be obtained.

DESCRIPTION OF SYMBOLS 10 ... Vehicle power transmission device, 11 ... Engine (drive source), 11a ... Drive shaft, 12 ... Differential, 12a ... Ring gear, 13 ... Axle, 14 ... Drive wheel, 21 ... First input shaft, 21a ... Gear, 22 ... Second input shaft, 23 ... Sub shaft, 23a ... Gear, 24 ... First rotating member, 24a ... First friction engaging surface, 25 ... Second rotating member, 25a ... Second friction engaging surface, 26 ... Output Shaft, 26a ... gear, 27 ... reverse idler shaft, 27a ... gear, 28 ... clutch, 29 ... gear member, 29a ... first idler gear, 29b ... external spline, 30 ... gear member, 30a ... second idler gear, 30b ... External spline 31 ... first switching mechanism, 31a ... hub, 31b ... sleeve, 32 ... second switching mechanism, 32a ... hub, 32a1 ... groove, 32a2 ... acceleration surface, 32a3 ... deceleration surface, 32b ... three 32b1 ... Inner pin, 32b2 ... Friction engagement surface (conical friction engagement surface), 32c ... Fork shaft, 32d ... Fork, 41, 42, 43, 44, 45, 46, 47 ... Drive gear, 51, 52, 53 , 54, 55, 56, 57 ... gear members, 51a, 52a, 53a, 54a, 55a, 56a ... driven gears, 57a ... gears, 58 ... parking gears, 61 ... first transmission mechanism, 62 ... second transmission mechanism, 63 , 64, 65, 66 ... selection mechanism, MG ... motor generator, 70 ... control device, 71 ... preshift control unit, 72 ... clutch control unit, 73 ... first switching mechanism control unit, 74 ... second switching mechanism control unit, 75 ... Motor generator control unit, 76 ... Deceleration control unit, 80 ... Shift lever, 81 ... Shift position sensor (mode detection unit), 82 ... Parking switch H, 83 ... accelerator pedal operation sensor (acceleration operation state detection unit), 84 ... engine speed sensor, 85 ... vehicle speed sensor, 86 ... shift request switch (mode detection unit), 86a ... steering wheel, 86b ... upshift paddle , 86bs ... up switch, 86c ... down shift paddle, 86cs ... down switch, 87 ... first input shaft rotational speed sensor, 88 ... secondary shaft rotational speed sensor, A1 ... clutch actuator, A2 ... first switching mechanism actuator, A3 ... Second switching mechanism actuator, A4 ... selection mechanism actuator, AP ... accelerator pedal (acceleration operation member), C ... clutch rotation speed, E ... rotation speed (engine), IP1 ... rotation speed (first rotation shaft), IP2 ... rotation Number (second rotation axis), I ... first state, II ... second state, III ... third state, I V ... Fourth state, V ... Fifth state, VI ... Sixth state, F ... Suction force, Pos ... Shift position, Su ... Up signal, Sd ... Down signal, T1 ... First torque (clutch torque) , T2 ... second torque (engine direct connection torque), Te ... engine torque (torque), Tm ... regenerative torque, TH ... accelerator opening, Vs ... vehicle speed

Claims (3)

A vehicle power transmission device for transmitting torque output from a drive source to drive wheels of a vehicle,
A first input shaft to which the torque output from the drive source is input as a first torque;
A second input shaft different from the first input shaft, wherein the torque output from the drive source is input as a second torque;
A transmission state provided between the drive source and the first input shaft, wherein the first torque is transmitted between the drive source and the first input shaft; and the drive source and the first input shaft; A clutch that switches between a cut-off state that cuts off the transmission of the first torque between,
A first rotating member to which the first torque is transmitted from the first input shaft and the second torque is transmitted from the second input shaft;
A second rotating member different from the first rotating member, wherein the first torque is transmitted from the first input shaft and the second torque is transmitted from the second input shaft;
An output shaft coupled to the drive wheel, to which at least one of the first torque and the second torque is transmitted from the first rotating member and the second rotating member with different reduction ratios;
The first torque that transmits the first torque between the first input shaft and the first rotating member and that blocks the transmission of the first torque between the first input shaft and the second rotating member. A state in which transmission of the first torque is interrupted between the first input shaft and the first rotating member and the first torque is transmitted between the first input shaft and the second rotating member. A first switch for switching to one of a second state and a third state in which transmission of the first torque is interrupted between the first input shaft and the first rotating member and the second rotating member. A mechanism,
The second torque is transmitted between the second input shaft and the first rotating member only when the first rotating member is accelerated by the second input shaft, and the second input shaft and the second rotation are transmitted. A fourth state in which the transmission of the second torque to and from the member is interrupted, the transmission of the second torque is interrupted between the second input shaft and the first rotating member, and the second input shaft A fifth state in which the second torque is transmitted between the second input shaft and the second rotating member only when the second rotating member is accelerated, and the second input shaft and the first rotation A second switching mechanism that switches to any one of a sixth state that interrupts transmission of the second torque between the member and the second rotating member;
And a motor generator provided to always rotate in conjunction with any one of the first input shaft, the first rotating member, the second rotating member, and the output shaft. . A clutch control unit that switches the clutch to the transmission state or the disengagement state;
A first switching mechanism control unit that switches the first switching mechanism to the first state or the second state after the clutch control unit switches the clutch from the transmission state to the disengaged state;
A second switching mechanism controller that switches the second switching mechanism to the fourth state or the fifth state before the clutch controller completes the operation of switching the clutch from the transmission state to the disengaged state; ,
An acceleration operation state detection unit for detecting an operation state of the acceleration operation member;
After the clutch control unit switches the clutch from the transmission state to the disengaged state, when the acceleration operation state detection unit detects that the operation of the acceleration operation member has been released, the vehicle has a predetermined size. The vehicle power transmission device according to claim 1, further comprising: a control device having a motor generator control unit that generates a deceleration torque in the motor generator so as to generate a deceleration. The controller is
Detecting that the manual mode for switching the first switching mechanism from the first state to the second state or from the second state to the first state is selected in response to an operation by a vehicle driver. With a mode detector,
When it is detected that the manual mode is selected by the mode detection unit,
The clutch control unit switches the clutch from the transmission state to the disengaged state,
The first switching mechanism control unit switches the first switching mechanism to the first state or the second state after the clutch control unit switches the clutch from the transmission state to the disengagement state,
The second switching mechanism control unit moves the second switching mechanism to the fourth state or the fifth state before the clutch control unit completes the operation of switching the clutch from the transmission state to the disengagement state. The vehicle power transmission device according to claim 2, wherein

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