JP4932362B2 - Control device, control method and transmission system for automobile - Google Patents

Description

  The present invention relates to an automobile control device, a control method, and a transmission system, and more particularly, to an automobile control device, a control method, and a transmission system that are suitable for use in a system that actively shifts by a driving force of a motor.

  Conventional automatic transmissions use a planetary gear type or parallel shaft type transmission mechanism, and generally employ a method of selectively engaging clutches individually provided at gear stages having different transmission gear ratios to change gears. On the other hand, recently, there is also known an apparatus that actively shifts by combining a motor with a parallel shaft transmission mechanism having two intermediate shafts (see, for example, Patent Document 1).

JP 2003-113932 A

  In the system described in Patent Document 1, the rotational torque and rotational speed of a motor are controlled in order to transmit power to gear trains arranged on two intermediate shafts. At the time of shifting, the driving force of the engine is transmitted to the wheels via the motor. On the other hand, when neutral or when power transmission is not performed, it is necessary to disconnect the output shaft of the transmission from the drive shaft of the engine (input shaft of the transmission). In the following description, the term “neutral” includes both the neutral state and the state where power transmission is not performed.

  Here, in the neutral state during traveling, which one of the first intermediate shaft and the second intermediate shaft is connected to the input shaft of the transmission changes depending on the traveling state, so which intermediate shaft is connected. It is difficult to judge whether or not is preferable. For example, when the 1st, 3rd and 5th gears are engaged with the first intermediate shaft and the 2nd, 4th and 6th gears are engaged with the second intermediate shaft, the vehicle speed is about 20 km / h. Considering the case where the vehicle enters a neutral state during driving and then restarts after stopping, it is preferable to connect the first intermediate shaft to the input shaft to use the 1st gear, but it can be restarted without stopping. Considering the case of accelerating, the second intermediate shaft is preferably connected to the input shaft in order to use the second gear, so that the speed changes according to the traveling state. And, when it is not connected to the appropriate intermediate shaft, it takes time for shifting and the like, so there is a problem that the response at the time of traveling is lowered.

  Further, the neutral state during traveling includes, for example, a state immediately before decelerating and stopping. Here, when the vehicle is suddenly stopped from traveling at a high speed, it is preferable that the first gear is selected in consideration of the acceleration performance of the restart after the vehicle stops. However, when the first speed gear is selected when the vehicle is stopped at the 6th speed while driving at a high speed, it is necessary to change the speed by jumping from 6th speed → 3rd speed → 1st speed. There was also a problem that the shift shock at the time of stopping became large.

The purpose of the present invention, a control device of a motor vehicle can be controlled neutral state during running, such as response time of running is improved to provide a control method and transmission system.

(1) To achieve the above Symbol purpose, the present invention includes a gear-changing motor unit, an input shaft connected to a vehicle-driving engine, a first intermediate shaft, a second intermediate shaft, A first direct coupling gear capable of fastening / releasing the first intermediate shaft to / from the input shaft; a second direct coupling gear capable of fastening / releasing the second intermediate shaft to / from the input shaft; A first transmission gear train provided on one intermediate shaft and capable of being fastened / released with the first intermediate shaft; and provided on the second intermediate shaft and fastened / released with the second intermediate shaft. a second change gear train, and the first change gear train and the second transmission gear meshing with the slave moving gear train to train, and a commonly connected output shaft before Ki従 dynamic gear train Yes The transmission power unit is constituted by a rotating electric machine and a differential unit, one of the three axes of the differential unit is connected to the rotating electric machine, and the other two axes are connected to the first intermediate shaft and the Control means for controlling an actuator for controlling engagement / release of the two direct-coupled gears and the first and second transmission gear trains of the transmission for use in a transmission having a configuration connected to a second intermediate shaft In the control apparatus for an automobile, the control means controls an actuator that controls engagement / release of the two directly connected gears at a neutral time when the driving force of the vehicle driving power unit is not transmitted to the output shaft, Both the two directly connected gears are fastened so that the first intermediate shaft and the second intermediate shaft are connected to the input shaft.
With such a configuration, the response at the time of traveling can be improved.

(2) Also, to achieve the above Symbol purpose, the present invention includes a gear-changing motor unit, an input shaft connected to a vehicle-driving engine, a first intermediate shaft, a second intermediate shaft A first directly coupled gear that can be fastened / released to the first intermediate shaft, and a second directly connected gear that can be fastened / released to the second intermediate shaft; A first transmission gear train provided on the first intermediate shaft and capable of being fastened / released with the first intermediate shaft, and provided with the second intermediate shaft and fastened / released with the second intermediate shaft. a second change gear train that can, with the first transmission gear train and the second transmission gear train meshes with the slave moving gear train, an output shaft commonly connected before Ki従 dynamic gear train has, the gear-changing motor unit constituted by the rotary electric machine and the differential device, connect the one axis of the three axes of the differential to the rotating electrical machine, the first intermediate the other two axes And an actuator for controlling engagement / release of the two direct-coupled gears and the first and second transmission gear trains of the transmission. In a method for controlling an automobile, when the driving force of the vehicle driving power unit is not transmitted to the output shaft, an actuator that controls the engagement / release of the two directly connected gears is controlled to control both of the two directly connected gears. And the first intermediate shaft and the second intermediate shaft are connected together to the input shaft.
By such a method, the response at the time of traveling can be improved.

(3) Further, to achieve the above Symbol purpose, the present invention includes a gear-changing motor unit, an input shaft connected to a vehicle-driving engine, a first intermediate shaft, a second intermediate shaft A first directly coupled gear that can be fastened / released to the first intermediate shaft, and a second directly connected gear that can be fastened / released to the second intermediate shaft; A first transmission gear train provided on the first intermediate shaft and capable of being fastened / released with the first intermediate shaft, and provided with the second intermediate shaft and fastened / released with the second intermediate shaft. a second change gear train that can, with the first transmission gear train and the second transmission gear train meshes with the slave moving gear train, an output shaft commonly connected before Ki従 dynamic gear train has, the gear-changing motor unit constituted by the rotary electric machine and the differential device, connect the one axis of the three axes of the differential to the rotating electrical machine, the first intermediate the other two axes And a control means for controlling an actuator for controlling engagement / release of the two direct-coupled gears and the first and second transmission gear trains of the transmission. In the speed change system, the control means controls the actuator for controlling the engagement / release of the two directly connected gears in a neutral state where the driving force of the vehicle driving power unit is not transmitted to the output shaft, Both of the direct connection gears are fastened so that the first intermediate shaft and the second intermediate shaft are connected to the input shaft.
With such a configuration, the response at the time of traveling can be improved.

  According to the present invention, it is possible to control the neutral state during traveling so that the response during traveling is improved.

Hereinafter, the configuration and operation of an automobile control apparatus according to an embodiment of the present invention will be described with reference to FIGS.
First, the configuration of the transmission system using the vehicle control apparatus according to the present embodiment will be described with reference to FIGS. 1 and 2.
FIG. 1 is a system configuration diagram showing the configuration of a transmission system using a vehicle control apparatus according to an embodiment of the present invention. FIG. 2 is a system block diagram showing the configuration of an automobile equipped with a transmission system according to an embodiment of the present invention. In FIG. 1 and FIG. 2, the same reference numerals indicate the same parts.

  As shown in FIG. 1, the transmission 2 includes an input shaft 300 and an output shaft 3. The input shaft 300 is connected to the drive shaft of the vehicle drive power unit (engine) 1. The output (driving force) of the engine 1 can be varied by controlling the electronic control throttle valve 10 by a vehicle drive power control unit (ATCU) 9.

The input shaft 300 of the transmission 2 can transmit / block driving force to the first intermediate shaft 13 and the second intermediate shaft 17 by the dog clutches 29D and 30D. When selecting the first intermediate shaft 13, it is fastened to the input shaft 300 by the direct connection gear 101, and when selecting the second intermediate shaft 17, it is fastened to the input shaft 300 by the direct connection gear 102. The first intermediate shaft 13 and the second intermediate shaft 17 are respectively connected to the output shaft 3 by the respective transmission gears 14, 15, 16, 18, 19, 20, and 26 via dog clutches 21D, 22D, 23D, and 24D. It is connected. Here, for example, the transmission gear 14 connected to the first intermediate shaft 13 is a first gear, the transmission gear 15 is a third gear, the transmission gear 16 is a fifth gear, and the transmission gear 20 is moved backward. It is a gear. The transmission gear 18 connected to the second intermediate shaft 17 is a second gear, the transmission gear 19 is a fourth gear, and the transmission gear 26 is a sixth gear.

The dog clutches 29D , 30D, 21D, 22D, 23D, and 24D are connected to the shift actuators 21, 22, 23, 24, 29 , and 30 by the driving force of the respective actuators 21, 22, 23, 24, 29 , and 30. It can be fastened and released. The actuators 21, 22, 23, 24, 29, and 30 are controlled by a transmission control unit (ATCU) 8 and are for general automation, and a drive system such as a motor or hydraulic pressure can be applied. Since the dog clutch and the actuator are both known techniques, detailed description thereof is omitted.

  Further, the shaft of the transmission power device 200 is connected to the first intermediate shaft 13 and the second intermediate shaft 17 by the motor gear 111 and the motor gear 112.

  The speed change power device 200 includes the rotating electrical machine 5 and the planetary gear mechanism 31. The rotating shaft of the rotating electrical machine 5 is connected to the planetary gear of the planetary gear mechanism 31, the second intermediate shaft 17 is connected to the sun gear, and the ring gear is connected to the first intermediate shaft 13. The planetary gear mechanism 31 can be substituted by a differential device. As a result, the power of the rotating electrical machine 5 acts on the first intermediate shaft 13 and the second intermediate shaft 17. The power of the rotating electrical machine 5 acts in the opposite direction with respect to the first intermediate shaft side and the second intermediate shaft side. For example, when a positive torque is applied to the rotating electrical machine 5 and the connection is made to increase the rotation speed of the first intermediate shaft 13, the torque to the second intermediate shaft 17 is on the side that decreases the rotation speed. Connect to work. The rotation speed and torque of the rotating electrical machine 5 are controlled by a motor control unit (MCU) 7.

  As shown in FIG. 2, a transmission 2 is connected to a vehicle drive power unit (engine) 1 for an automobile, and its output shaft 3 drives a tire 4 via a differential gear. A rotating electrical machine 5 is built in the transmission 2. A motor controller 7 (MCU) is connected to the rotating electrical machine 5, and a battery 6 is mounted as a power source for the motor controller 7. The rotating electrical machine 5 can also function as a generator by the motor control device 7. The vehicle drive power unit 1 is provided with an electronically controlled throttle valve 10 and the output of the vehicle drive power unit 1 can be controlled by a request signal.

  The transmission control unit (ATCU) 8 controls the torque and the rotational speed of the electric motor 5 via the motor control unit 7, and the vehicle drive power unit 1 via the vehicle drive power control unit 9 and the electronic control throttle valve 10. Control the output of. In addition, an operation is commanded to the shift actuator described above.

Next, the control content in the neutral state during traveling by the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 3 is a system configuration diagram showing a control state in a neutral state during traveling by the automobile control apparatus according to the embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  In the present embodiment, as shown in FIG. 3, in the neutral state during traveling, the first and second intermediate shafts are fastened to the input shaft by two directly connected gears, and all the transmission gears are connected to the output shaft. I try to open it. Here, the “neutral” includes both neutral and no power transmission.

  That is, as shown in FIG. 3, the transmission control device (ATCU) 8 shown in FIG. 1 operates the shift actuator 29, operates the dog clutch 29 </ b> D, and fastens the direct connection gear 101, thereby And the first intermediate shaft 13 are fastened. Further, the transmission control unit (ATCU) 8 operates the shift actuator 30, operates the dog clutch 30 </ b> D, and fastens the direct connection gear 102, thereby fastening the input shaft 300 and the second intermediate shaft 17.

  On the other hand, the shift control unit (ATCU) 8 does not operate the dog actuators 21D, 22D, 23D, and 24D because the shift actuators 21, 22, 23, and 24 do not operate. All the reverse gears are assumed to be opened from the output shaft 3.

  In the transmission, there are two states in which both the neutral state and when the power transmission path is interrupted when power transmission is not performed, all the gears of the gear train for transmission are opened and all the directly connected gears are opened. If you release all gears, because two of the intermediate shaft for transmitting the driving force of the rotary electric 5 can not both control the rotation speed of either the shaft to idle, one of the gear of the direct gear or shift gear engaged It is necessary to keep.

  Here, if one of the gears for shifting is engaged, the gear must be sequentially switched when the vehicle speed changes due to a gradient or a brake. In addition, when only one of the direct-coupled gears is fastened, the target gear stage changes, for example, from the first intermediate shaft to the second intermediate shaft due to a change in vehicle speed when power transmission is performed. A gear different from the target is engaged or cannot be engaged.

  Therefore, in this embodiment, by fastening both of the two directly connected gears, only the directly connected gear corresponding to the target gear with respect to the state change of the vehicle is fastened, and the non-corresponding directly connected gear is opened. After that, it is possible to transmit power smoothly and quickly by fastening to the transmission gear train. Accordingly, the response at the time of traveling is improved.

Next, the control contents for reducing the shift shock at the time of stopping in the neutral state during traveling by the automobile control device according to the present embodiment will be described with reference to FIGS.
FIG. 4 is an explanatory diagram of switching of the power transmission path from a high speed to a sudden deceleration stop. FIG. 5 is an explanatory diagram of switching of the power transmission path in the comparative example. FIG. 6 is an explanatory diagram of the control contents for reducing the shift shock at the time of stopping in the neutral state during traveling by the vehicle control apparatus according to the embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  First, the necessity of switching the power transmission path when the vehicle is suddenly decelerated from a high speed will be described with reference to FIG. For example, when the vehicle decelerates while traveling at the sixth speed, it is in a power transmission state indicated by an arrow A2 in the figure. On the other hand, in the stopped state, the first speed gear is selected so that the driving force required at the time of restart can be obtained. Therefore, as shown by the arrow A1, it is necessary to set the power transmission state using the first speed gear. There is.

  For this reason, the gear must be switched from the state A2 to the state A1 during deceleration. However, if the gear is changed to the reduction gear by the normal speed change means, for example, the speed from the 6th gear is 5th speed → 4th speed → 3rd speed → 2nd speed → 1st speed. Can not shift to 1st gear by In the structure of the transmission shown in FIG. 4, it is possible to change the speed by jumping. However, suddenly switching from the sixth speed to the first speed gear at the high vehicle speed may exceed the limit of the rotational speed of the transmission power unit. Not right. For this reason, it is necessary to decelerate, for example, 6th speed → 3rd speed → 1st speed. Even during such interlaced shifting, depending on the braking force, the shifting may not be in time and the vehicle may stop. Also, assuming that the deceleration is stopped immediately after the start of deceleration or while the vehicle speed is high, inadvertently switching to a low gear will give the driver a sense of incongruity. Therefore, shifting to an intermediate gear (for example, 3rd gear) is performed up to a certain vehicle speed, and if shifting is not in time for deceleration, the vehicle can be stopped by directly changing from the A2 transmission path to the A1 transmission path. In the meantime, it is possible to shift to the transmission path with the first gear.

  However, in order to make a direct transition from the A2 transmission path to the A1 transmission path, a direct connection gear (first intermediate shaft direct connection gear, second intermediate shaft direct connection gear) or drive gear (first speed gear to fifth speed gear) is temporarily used. ) Must be disconnected.

  The power of the speed change power unit 200 affects both the first intermediate shaft and the second intermediate shaft. When all gears are disconnected, the rotational speed of the power unit becomes independent of the rotational speeds of the first intermediate shaft and the second intermediate shaft. Therefore, even if power is applied, the relative rotation between the first intermediate shaft and the second intermediate shaft does not occur. The absolute rotation speed of the shaft cannot be controlled. Since the vehicle drive power unit 1 and the output shaft 3 rotate at an absolute rotational speed, the rotational speed of the shaft cannot be matched in this state, and the gear cannot be fastened.

  Therefore, when the direct connection gears (first intermediate shaft direct connection gear, second intermediate shaft direct connection gear) are disconnected, the first of the drive gears (first speed gear to fifth speed gear) as described in FIG. 5 below. It is necessary to open the gear on the first intermediate shaft side or the second intermediate shaft side after fastening one each on the intermediate shaft side and the second intermediate shaft side.

  Here, switching of the power transmission path in the comparative example will be described with reference to FIG. In FIG. 5A, the input shaft 300 and the first intermediate shaft 13 are fastened by the direct connection gear 101 by the dog clutch 29D. Further, the second intermediate shaft 17 and the output shaft 3 are connected via the sixth speed gear 26 by the dog clutch 24D. Therefore, a power transmission path indicated by an arrow A2 in FIG. 4 is formed.

  Next, as shown in FIG. 5B, the dog clutch 29D is operated to open the input shaft 300 and the first intermediate shaft 13.

  Next, as shown in FIG. 5C, the dog clutch 22 </ b> D is operated and the first intermediate shaft 13 and the output shaft 3 are fastened by the first speed gear 14. At this time, since the automobile is running, the output shaft 3 rotates according to the rotational speed of the wheels. When the first speed gear is engaged, torque for changing the rotation speed and shock at the time of engagement are transmitted to the wheels through the output shaft 3.

  Next, as shown in FIG. 5 (D), the dog clutch 24D is operated, and the 6-speed gear 26 is released.

  Finally, as shown in FIG. 5E, the dog clutch 30D is operated, and the input shaft 300 and the second intermediate shaft 17 are fastened by the direct connection gear 102, whereby the power transmission path indicated by the arrow A1 in FIG. You can switch to

  In the power transmission path switching method as described above, a shift shock occurs when the vehicle is stopped as described with reference to FIG.

  On the other hand, in this embodiment, the power transmission path is switched as shown in FIG. Here, the characteristic point of this embodiment is that the two power-coupled gears described in FIG. 3 are fastened together and the power transmission path is switched through a state in which all the transmission gears are opened.

  In FIG. 6A, as in FIG. 5A, the transmission control unit (ATCU) 8 operates the dog clutch 29D, and the input shaft 300 and the first intermediate shaft 13 are fastened by the direct connection gear 101. . Further, the transmission control unit (ATCU) 8 operates the dog clutch 24 </ b> D, and the second intermediate shaft 17 and the output shaft 3 are connected via the sixth speed gear 26. Therefore, a power transmission path indicated by an arrow A2 in FIG. 4 is formed.

  As described above, if all the gears are released, the rotational speeds of the first intermediate shaft and the second intermediate shaft cannot be adjusted even if the rotational speed of the speed change power unit 200 is adjusted. All the drive gears (transmission gears: 1st gear to 5th gear) are released with the direct gears engaged. That is, as shown in FIG. 6 (B), the dog clutch 24D is operated and the sixth gear 26 is released. All the transmission gears are now open.

  Next, as shown in FIG. 6C, the transmission control device (ATCU) 8 operates the dog clutch 30 </ b> D and fastens the input shaft 300 and the second intermediate shaft 17 by the direct connection gear 102. As a result, both the directly connected gears 101 and 102 are fastened, and all the transmission gears are released, that is, the same state as in FIG.

Next, as shown in FIG. 6D, the transmission control unit (ATCU) 8 operates the dog clutch 29D to open the direct connection gear 101 on the first intermediate shaft side.

  Finally, as shown in FIG. 6 (E), the transmission control unit (ATCU) 8 operates the dog clutch 22D to engage the first speed gear 14.

  As described above, after both the direct-coupled gears are fastened, the direct-coupled gear on the first intermediate shaft side is opened and the drive gear (first speed gear) on the first intermediate shaft side is fastened. At this time, in the state shown in FIG. 6C, for example, even when the target engagement gear is changed, it can be easily exercised. That is, for example, even if it is necessary to return to the state of the power transmission path indicated by the arrow A1 as in the case where it is desired to engage the second gear to accelerate again while decelerating for stopping, the second intermediate If the shaft-side direct-coupled gear is released, the second intermediate shaft drive gear (second gear) can be fastened, so that it is easy to cope with a change in state. 6C is a state in which all the drive gears (first speed gear to fifth speed gear) are released, the torque of the gearbox 200 and the gear fastening shock may be transmitted to the wheels. There is nothing.

  In FIG. 6E, the operation of engaging the first gear is performed. At this time, the second intermediate shaft 17 is connected to the input shaft 300 by the direct connection gear 102 and further connected to the engine 1. Therefore, the shock when the first gear is engaged is not transmitted to the wheels but is absorbed on the engine 1 side.

As described above, in the present embodiment, by switching the power transmission path, particularly, the shift shock at the time of stopping can be reduced, and the first gear can be fastened at the time of stopping. A quick reaction can be achieved, which is suitable for the driver. In addition, even if the situation changes in the middle, it can respond quickly.

1 is a system configuration diagram showing a configuration of a transmission system using an automobile control device according to an embodiment of the present invention. 1 is a system block diagram showing a configuration of an automobile equipped with a transmission system according to an embodiment of the present invention. 1 is a system configuration diagram showing a control state in a neutral state during traveling by an automobile control device according to an embodiment of the present invention. FIG. It is explanatory drawing of the switching of the power transmission path | route at the time of rapid deceleration stop from high speed. It is explanatory drawing of switching of the power transmission path | route in a comparative example. It is explanatory drawing of the control content for reducing the shift shock at the time of a stop in the neutral state in driving | running | working by the control apparatus of the motor vehicle by one Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle drive power unit 2 ... Transmission 3 ... Output shaft 4 ... Wheel 5 ... Motor 6 ... Battery 7 ... Inverter 8 ... Transmission control device 9 ... Vehicle drive power control device 10 ... Electronically controlled throttle valve 13 ... First Intermediate shaft 14 ... 1st gear 15 ... 3rd gear 16 ... 5th gear 17 ... 2nd intermediate shaft 18 ... 2nd gear 19 ... 4th gear 20 ... Reverse gear 21 ... (3rd-5th speed switching) Shift actuator 22 ... (1st speed-R speed switching) Shift actuator 23 ... (2nd speed gear engagement) Shift actuator 24 ... (4th speed-6th speed switching) shift actuator 26 ... 6th speed gear 29 ... 1st intermediate shaft direct connection gear engagement actuator 30 ... Second intermediate shaft direct connection gear fastening actuator 31 ... Planetary gear mechanism or differential device 101 ... First intermediate shaft direct connection gear 102 ... Second intermediate shaft direct connection gear 111 ... First intermediate shaft motor gear 112 ... Second intermediate shaft motor gear 200 ... Speed changing power unit 300 ... Input shaft

Claims (3)

A transmission power unit;
An input shaft connected to the vehicle drive power unit ;
A first intermediate shaft ;
A second intermediate shaft;
A first directly coupled gear capable of fastening / releasing the first intermediate shaft to / from the input shaft;
A second directly coupled gear capable of fastening / releasing the second intermediate shaft to / from the input shaft;
A first transmission gear train provided on the first intermediate shaft and capable of being fastened / released with the first intermediate shaft;
A second transmission gear train provided on the second intermediate shaft and capable of being fastened / released with the second intermediate shaft;
Meshing with the slave moving gear train to said first change gear train and the second transmission gear train,
Before and an output shaft which is commonly connected to Ki従 dynamic gear train,
The transmission power unit is composed of a rotating electrical machine and a differential device, one of the three shafts of the differential device is connected to the rotating electrical machine, and the other two shafts are the first intermediate shaft and the second intermediate shaft. Used in a transmission having a configuration connected to a shaft,
In a control apparatus for an automobile having control means for controlling an actuator for controlling engagement / release of the two direct-coupled gears and the first and second transmission gear trains of the transmission,
The control means controls an actuator that controls the engagement / release of the two directly connected gears in a neutral state where the driving force of the vehicle drive power unit is not transmitted to the output shaft, and both of the two directly connected gears are controlled. Fastening and connecting the first intermediate shaft and the second intermediate shaft together to the input shaft. A transmission power unit;
An input shaft connected to the vehicle drive power unit ;
A first intermediate shaft ;
A second intermediate shaft;
A first directly coupled gear capable of fastening / releasing the first intermediate shaft to / from the input shaft;
A second directly coupled gear capable of fastening / releasing the second intermediate shaft to / from the input shaft;
A first transmission gear train provided on the first intermediate shaft and capable of being fastened / released with the first intermediate shaft;
A second transmission gear train provided on the second intermediate shaft and capable of being fastened / released with the second intermediate shaft;
Meshing with the slave moving gear train to said first change gear train and the second transmission gear train,
Before and an output shaft which is commonly connected to Ki従 dynamic gear train,
The transmission power unit is composed of a rotating electrical machine and a differential device, one of the three shafts of the differential device is connected to the rotating electrical machine, and the other two shafts are the first intermediate shaft and the second intermediate shaft. Used in a transmission having a configuration connected to a shaft,
In a vehicle control method for controlling an actuator for controlling engagement / release of the two direct-coupled gears and the first and second transmission gear trains of the transmission,
When the neutral force that does not transmit the driving force of the vehicle drive power unit to the output shaft is controlled by controlling an actuator that controls the fastening / release of the two directly connected gears, both the two directly connected gears are fastened, A method of controlling an automobile, wherein the first intermediate shaft and the second intermediate shaft are connected together to an input shaft. A transmission power unit;
An input shaft connected to the vehicle drive power unit ;
A first intermediate shaft ;
A second intermediate shaft;
A first directly coupled gear capable of fastening / releasing the first intermediate shaft to / from the input shaft;
A second directly coupled gear capable of fastening / releasing the second intermediate shaft to / from the input shaft;
A first transmission gear train provided on the first intermediate shaft and capable of being fastened / released with the first intermediate shaft;
A second transmission gear train provided on the second intermediate shaft and capable of being fastened / released with the second intermediate shaft;
Meshing with the slave moving gear train to said first change gear train and the second transmission gear train,
Before and an output shaft which is commonly connected to Ki従 dynamic gear train,
The transmission power unit is composed of a rotating electrical machine and a differential device, one of the three shafts of the differential device is connected to the rotating electrical machine, and the other two shafts are the first intermediate shaft and the second intermediate shaft. A transmission having a configuration connected to a shaft;
In the transmission system having a control means for controlling an actuator for controlling engagement / release of the two direct-coupled gears and the first and second transmission gear trains of the transmission,
The control means controls an actuator that controls the engagement / release of the two directly connected gears in a neutral state where the driving force of the vehicle drive power unit is not transmitted to the output shaft, and both of the two directly connected gears are controlled. Fastening and connecting the first intermediate shaft and the second intermediate shaft together to the input shaft.

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