JP5885407B2 - Vehicle power transmission control device - Google Patents

Description

  The present invention relates to a power transmission control device for a vehicle, and more particularly, to a vehicle having an internal combustion engine and an electric motor as power sources, and having a manual transmission and a friction clutch.

  Conventionally, a so-called hybrid vehicle including an engine and an electric motor as a power source is widely known (see, for example, Patent Document 1). In the hybrid vehicle, a configuration in which the output shaft of the electric motor is connected to any of the output shaft of the internal combustion engine, the input shaft of the transmission, and the output shaft of the transmission can be employed. Hereinafter, the driving torque of the output shaft of the internal combustion engine is referred to as “internal combustion engine driving torque”, and the driving torque of the output shaft of the electric motor is referred to as “motor driving torque”.

  In recent years, a power transmission control device applied to a hybrid vehicle (hereinafter referred to as “HV-MT vehicle”) including a manual transmission and a friction clutch has been developed. The “manual transmission” referred to here is a transmission (so-called manual transmission, MT) that does not include a torque converter in which a gear position is selected according to a shift position of a shift lever operated by a driver. In addition, the “friction clutch” referred to here is interposed between the output shaft of the internal combustion engine and the input shaft of the manual transmission, and the friction plate is operated according to the operation amount of the clutch pedal operated by the driver. This is a clutch whose joining state changes.

JP 2000-224710 A

  In the hybrid vehicle, a state in which the vehicle travels using both the internal combustion engine driving torque and the electric motor driving torque (hereinafter referred to as “HV traveling”) can be realized. In recent years, in addition to this HV traveling, the vehicle travels using only the motor driving torque while maintaining the internal combustion engine in a stopped state (rotation of the output shaft of the internal combustion engine) (hereinafter referred to as “EV traveling”). Hybrid vehicles capable of realizing "

  In an HV-MT vehicle, in order to realize EV traveling in a state where the driver does not operate the clutch pedal (that is, a state where the clutch is engaged), the transmission is maintained while maintaining the state where the input shaft of the transmission is not rotated. The output shaft must be driven by the motor driving torque. For this purpose, in addition to the output shaft of the motor being connected to the output shaft of the transmission, the transmission is in a state where a power transmission system is not established between the input shaft of the transmission and the output shaft of the transmission. Needs to be maintained.

  Hereinafter, “input shaft to which power is input from the internal combustion engine (via the clutch)” and “output shaft to which power is input from the motor (that is, the output shaft of the motor is always connected so that power can be transmitted)” Assuming a manual transmission with In this manual transmission, regardless of whether or not a power transmission system is established between the input shaft and the output shaft, the motor drive torque can be arbitrarily transmitted to the output shaft (and hence the drive wheels) of the manual transmission.

  Therefore, in order to realize the above-described EV travel in addition to the HV travel using this manual transmission, the power transmission stage between the input shaft and the output shaft of the transmission is used as the gear stage of the manual transmission. In addition to “the gear stage in which the transmission system is established” (hereinafter referred to as “the gear stage for HV traveling”), “the gear stage in which the power transmission system is not established between the input shaft and the output shaft of the transmission” for EV traveling. (A gear stage different from neutral, hereinafter referred to as “EV travel gear stage”) needs to be provided.

  That is, in this manual transmission, the “shift ratio” between the input shaft and the output shaft is obtained by moving the shift lever to each HV traveling shift completion position corresponding to a plurality of HV traveling gear positions on the shift pattern. Is established, and the EV transmission shift completion position (neutral position is the neutral position) corresponding to the EV traveling gear position on the shift pattern is established. The power transmission system is not established between the input shaft and the output shaft.

  By the way, in general, in the HV-MT vehicle, the adjustment of the electric motor driving torque for EV traveling is detected by detecting that the shift lever is in the EV traveling shift completion position and that the friction clutch is in the engaged state. It is executed when The magnitude of the electric motor drive torque for EV traveling is adjusted based on the operation amount of the acceleration operation member (accelerator pedal) and the like.

  Normally, whether or not the shift lever is in the EV travel shift completion position is determined by a shift position sensor that detects the position of the shift lever, and whether or not the friction clutch is in the engaged state is a clutch that detects the operation amount of the clutch pedal. It is determined by an operation amount sensor. Therefore, when an abnormality occurs in the shift position sensor or the clutch operation amount sensor, an undesirable situation may occur.

Specifically, for example, when an abnormality occurs in the shift position sensor, it may be erroneously determined that the shift lever is in the EV travel shift completion position even though the shift lever is actually in the neutral position. Similarly, for example, when an abnormality occurs in the clutch operation amount sensor, it may be erroneously determined that the friction clutch is in the engaged state although it is actually in the disconnected state. In these cases, it is uselessly executed despite should not control the motor drive torque for EV traveling is performed.

  An object of the present invention is a power transmission control device for an HV-MT vehicle equipped with a manual transmission having a plurality of “HV traveling gears” and “EV traveling gears”, and includes a shift position sensor or a clutch. An object of the present invention is to provide a device capable of suppressing the occurrence of a situation contrary to the intention of the driver when an abnormality occurs in the operation amount sensor.

  The vehicle power transmission control device according to the present invention is characterized in that the first detection means (clutch operation amount sensor) for detecting the operation amount of the clutch operation member or the second detection means (shift for detecting the position of the shift operation member). A specific process for notifying the driver of the occurrence of the abnormality is performed based on the determination that an abnormality has occurred in the position sensor). Accordingly, when an abnormality occurs in the shift position sensor or the clutch operation amount sensor, the driver can detect the occurrence of the abnormality. As a result, the occurrence of “a situation contrary to the driver's will” such as the above-mentioned “a situation where a vehicle that should not start” starts can be suppressed.

  As the specifying process, for example, a display for notifying the occurrence of the abnormality is performed using a display panel arranged at a predetermined position of the vehicle. Alternatively, a warning sound for notifying the occurrence of the abnormality is generated using a warning sound generator arranged at a predetermined position of the vehicle.

  In addition, as the specific process, a motor torque limit process for reducing the upper limit value of the adjustable motor drive torque range during execution of control of the motor drive torque for EV travel or HV travel is performed. Alternatively, as the specific process, an EV travel prohibition process for making EV travel unrealizable is performed. These also allow the driver to sense the occurrence of the abnormality and call the driver's attention.

  The EV travel prohibition process includes a process for prohibiting the shift operation member from moving to the electric motor travel shift completion position, or “idling by the stop means for stopping idling of the internal combustion engine when the vehicle is stopped”. For example, a process of prohibiting “stop”.

It is a schematic block diagram in the state as which N position of the power transmission control apparatus for HV-MT vehicles which concerns on embodiment of this invention was selected. It is the schematic diagram which showed the positional relationship of the S & S shaft and the some fork shaft in the state where N position was selected. It is the schematic diagram which showed the engagement state of a "sleeve and a fork shaft" and a S & S shaft. It is the figure which showed the detail of the shift pattern. FIG. 2 is a diagram corresponding to FIG. 1 in a state where an EV position is selected. FIG. 3 is a diagram corresponding to FIG. 2 in a state where an EV position is selected. It is a figure corresponding to Drawing 1 in the state where the 2nd gear position was selected. It is a figure corresponding to Drawing 2 in the state where the 2nd gear position was selected. It is a figure corresponding to Drawing 1 in the state where the 3rd speed position was selected. It is a figure corresponding to Drawing 2 in the state where the 3rd speed position was chosen. It is a figure corresponding to Drawing 1 in the state where the 4th speed position was chosen. It is a figure corresponding to Drawing 2 in the state where the 4th gear position was selected. It is a figure corresponding to Drawing 1 in the state where the 5th gear position was selected. It is a figure corresponding to Drawing 2 in the state where the 5th speed position was chosen. It is the graph which showed the relationship between a vehicle speed and MG torque. It is the graph which showed the relationship between an accelerator opening and EG torque. 5 is a graph showing the relationship between clutch pedal stroke and clutch torque.

  Hereinafter, a vehicle power transmission control device (hereinafter referred to as “the present device”) according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the present apparatus is “a manual transmission M / T having an engine E / G and a motor generator M / G as a power source and not having a torque converter, a friction clutch C / T, It is applied to a “vehicle equipped with a vehicle”, that is, the “HV-MT vehicle”. The “HV-MT vehicle” may be a front wheel drive vehicle, a rear wheel drive vehicle, or a four wheel drive vehicle.

(overall structure)
First, the overall configuration of this apparatus will be described. The engine E / G is a well-known internal combustion engine, for example, a gasoline engine that uses gasoline as fuel, or a diesel engine that uses light oil as fuel.

  The manual transmission M / T is a transmission (so-called manual transmission) that does not include a torque converter that selects a gear position according to the shift position of the shift lever SL operated by a driver. The M / T includes an input shaft Ai that receives power from the output shaft Ae of the E / G, and an output shaft Ao that receives power from the M / G and outputs power to the driving wheels of the vehicle. The input shaft Ai and the output shaft Ao are arranged in parallel to each other. The output shaft Ao may be the M / G output shaft itself, or is parallel to the M / G output shaft and connected to the M / G output shaft via a gear train so that power can be transmitted at all times. It may be an axis. Details of the configuration of the M / T will be described later.

  The friction clutch C / T is interposed between the E / G output shaft Ae and the M / T input shaft Ai. C / T rotates integrally with Ai with respect to the state of engagement of the friction plates (more specifically, the flywheel that rotates integrally with Ae) according to the operation amount (depression amount) of the clutch pedal CP operated by the driver. This is a known clutch in which the axial position of the friction plate changes.

  The C / T joined state (the axial position of the friction plate) is mechanically controlled according to the operation amount of the CP using a link mechanism or the like that mechanically connects the clutch pedal CP and the C / T (friction plate). Or may be adjusted electrically (in a so-called by-wire method) using the driving force of an actuator that operates based on the detection result of a sensor (sensor P1 to be described later) that detects the amount of operation of the CP. May be.

  The motor generator M / G has one of known configurations (for example, an AC synchronous motor), and for example, a rotor (not shown) rotates integrally with the output shaft Ao. That is, a power transmission system is always established between the M / G output shaft and the M / T output shaft Ao. Hereinafter, the drive torque of the E / G output shaft Ae is referred to as “EG torque”, and the drive torque of the M / G output shaft (output shaft Ao) is referred to as “MG torque”.

  In addition, this apparatus has a clutch operation amount sensor P1 that detects an operation amount (depression amount, clutch pedal stroke, etc.) of the clutch pedal CP, and a brake operation that detects an operation amount (stepping force, presence / absence of operation, etc.) of the brake pedal BP. An amount sensor P2, an accelerator operation amount sensor P3 for detecting the operation amount (accelerator opening) of the accelerator pedal AP, and a shift position sensor P4 for detecting the position of the shift lever SL are provided.

  Furthermore, this apparatus includes an electronic control unit ECU. The ECU controls the EG torque by controlling the fuel injection amount of the E / G (the opening of the throttle valve) based on the information from the above-described sensors P1 to P4 and other sensors, and the inverter. The MG torque is controlled by controlling (not shown).

(M / T configuration)
Details of the M / T configuration will be described below with reference to FIGS. As can be understood from the shift pattern of the shift lever SL shown in FIG. 1 and FIG. 4, in this example, as the selected gear position (shift completion position), five forward gear positions (EV, 2nd to 5th gears). ) And one reverse gear (R) for reverse travel. Hereinafter, the description of the reverse gear stage (R) is omitted. “EV” is the above-described EV travel speed, and “2nd speed” to “5th speed” are the above-described HV travel speeds. Hereinafter, for convenience of explanation, a range in which a select operation including “N position”, “EV-2 select position”, and “5-R select position” is possible is collectively referred to as “neutral range”.

  The M / T includes sleeves S1, S2, and S3. S1, S2, and S3 are sleeves for “second speed” and “third speed—fourth speed”, which are fitted to corresponding hubs that rotate integrally with the output shaft Ao so that they cannot rotate relative to each other but can move in the axial direction. "Sleeve" and "5-speed" sleeve.

  As shown in FIGS. 2 and 3, the sleeves S1, S2, and S3 are integrally connected to the fork shafts FS1, FS2, and FS3 (via the forks), respectively. FS1, FS2, and FS3 (and therefore S1, S2, and S3) are axially (see FIG. 2) by an inner lever IL (see FIGS. 2 and 3) provided on the S & S shaft that is interlocked with the operation of the shift lever SL. Is driven in the vertical direction, and in the horizontal direction in FIGS.

  2 and 3, as the S & S shaft, the shift lever SL is shifted in the axial direction by a shift operation (up and down operation in FIGS. 1 and 4) and the shift lever SL is selected (in FIGS. 1 and 4). “Select rotation type” is shown that rotates about the axis by the left and right direction operation, but “shift rotation” that rotates about the axis by the SL shift operation and translates in the axial direction by the SL selection operation. A “type” may be used.

  As shown in FIG. 3, shift heads H1, H2, and H3 are integrally provided in FS1, FS2, and FS3, respectively. Even if the position of the SL is moved from the “neutral range” by the shift operation (operation in the vehicle front-rear direction) to any direction on the vehicle front side or rear side, that is, the axial position of the inner lever IL (the left-right direction in FIG. 3). Position) moves in any direction from the reference position corresponding to the “neutral range” of SL, and IL presses any one selected from H1, H2, and H3 in the axial direction. , FS1, FS2, and FS3 (accordingly, S1, S2, and S3) are moved from the “neutral position”. Hereinafter, each shift stage will be described in order.

  As shown in FIGS. 1 and 2, when the shift lever SL is in the “N position” (more precisely, the neutral region), all of the sleeves S1, S2, and S3 are in the “neutral position”. In this state, S1, S2, and S3 are not engaged with any corresponding idle gears. That is, a power transmission system is not established between the input shaft Ai and the output shaft Ao.

  As shown in FIGS. 5 and 6, when the shift lever SL is moved from the “N position” to the “EV shift completion position” (via the EV-2 select position), the IL of the S & S shaft is connected to the FS1. By driving the “EV-side engagement portion” of the head H1 in the “EV” direction (upward in FIG. 6), only FS1 (and therefore S1) is moved upward (in FIG. 6, upward in FIG. 5). Driven. As a result, the sleeve S1 moves to the “EV position”. The sleeves S2 and S3 are each in the “neutral position”.

  In this state, there is no idle gear that engages with S1. Therefore, as shown by a thick solid line in FIG. 5, a power transmission system is not established between the input shaft Ai and the output shaft Ao, and a power transmission system is established only between the M / G and the output shaft Ao. . That is, when “EV” is selected, the vehicle travels using only the MG torque while maintaining the E / G in the stopped state (the state where the rotation of the output shaft Ae of the E / G is stopped) (ie, , "EV traveling") is realized. That is, this vehicle can start by EV traveling by selecting “EV”. In this respect, the “EV position” corresponds to “first gear” that is normally used for starting. Note that the discrimination between the “N position” (neutral region) and the “EV position” is achieved based on the detection result of the shift position sensor P4.

  As shown in FIGS. 7 and 8, when the shift lever SL moves from the “N position” to the “second gear shift completion position” (via the EV-2 select position), the IL of the S & S shaft is connected to the FS1. By driving the “second speed side engaging portion” of the head H1 in the “second speed” direction (downward in FIG. 8), only FS1 (and therefore S1) is (downward in FIG. 8, left in FIG. 7). Direction). As a result, the sleeve S1 moves to the “second speed position”. The sleeves S2 and S3 are each in the “neutral position”.

  In this state, S1 engages with the idle gear G2o and fixes the idle gear G2o so that it cannot rotate relative to the output shaft Ao. The idle gear G2o is always meshed with a fixed gear G2i fixed to the input shaft Ai. As a result, as shown by a thick solid line in FIG. 7, in addition to establishing a power transmission system between M / G and the output shaft Ao, G2i and G2i and A power transmission system corresponding to “second speed” is established through G2o. That is, when “second speed” is selected, a state in which the vehicle travels using both the EG torque transmitted through the clutch C / T and the MG torque (that is, the “HV traveling”) Realized.

  Hereinafter, as shown in FIGS. 9 to 14, when the shift lever SL is in “3rd speed”, “4th speed” or “5th speed”, the “HV traveling” is performed as in the case of “2nd speed”. Realized. That is, in “third speed”, “fourth speed”, and “fifth speed”, in addition to establishing a power transmission system between the M / G and the output shaft Ao, the input shaft Ai and the output shaft Ao , Power transmission systems corresponding to “3rd speed”, “4th speed”, and “5th speed” are established through “G3i and G3o”, “G4i and G4o”, and “G5i and G5o”.

  As described above, in the present example, only “EV” is a shift stage for EV travel, and “2nd speed” to “5th speed” are shift stages for HV travel. For the transmission system of the EG torque, if “the ratio of the rotational speed of Ai to the rotational speed of Ao” is referred to as “MT speed reduction ratio”, the MT speed reduction ratio (GNo. The number of teeth / the number of teeth of GNi) (N: 2 to 5) gradually decreases.

  In the above example, the axial positions of the sleeves S1 to S3 are determined by using a link mechanism (S & S shaft and fork shaft) that mechanically connects the shift lever SL and the sleeves S1 to S3. It is mechanically adjusted according to the shift position. On the other hand, the axial positions of the sleeves S1 to S3 may be adjusted electrically (in a so-called by-wire system) using the driving force of the actuator that operates based on the detection result of the shift position sensor P4. .

(E / G control)
The E / G control by this apparatus is generally performed as follows. When the vehicle is stopped or when “N” or “EV” is selected, the E / G is maintained in a stopped state (a state in which fuel injection is not performed). In the E / G stop state (EG torque = 0), the E / G is started based on the selection of the gear position for HV traveling (any one of “2nd speed” to “5th speed”). (Fuel injection is started). During operation of E / G (while fuel is being injected), the magnitude of EG torque is controlled based on the accelerator opening. While the E / G is in operation, the E / G is again maintained in the stopped state (EG torque = 0) based on whether “N” or “EV” is selected or the vehicle is stopped.

(M / G control)
The M / G control by this apparatus is generally performed as follows. When the vehicle is stopped or “N” is selected, the M / G is maintained in the stopped state (MG torque = 0). In this state, MG torque control for EV traveling is executed based on the selection of “EV”, and a gear position for HV traveling (any one of “2nd speed” to “5th speed”) is selected. Based on this, MG torque control for HV traveling is executed. In the MG torque control for EV traveling and the MG torque control for HV traveling, the MG torque is controlled based on the accelerator opening and the clutch pedal stroke. The MG torque is maintained at zero when the clutch pedal stroke is in a range corresponding to the disconnected state of the friction clutch C / T. The MG torque can be adjusted to a value greater than zero based on the accelerator opening when the clutch pedal stroke is in a range corresponding to the engagement state (half-connection state and full-connection state) of the friction clutch C / T. In this state, based on the selection of “N” or the stop of the vehicle, the M / G is again maintained in the stop state (MG torque = 0).

  As described above, in E / G control and M / G control, the clutch pedal stroke is detected by the shift position sensor P4 based on the detection result of the clutch operation amount sensor P1 to determine which gear stage is “selected”. Based on the result, the accelerator opening is acquired based on the detection result of the accelerator operation amount sensor P3.

(Countermeasures when the shift position sensor and clutch operation amount sensor are abnormal)
As described above, in this apparatus, the adjustment of the MG torque for EV traveling is determined based on the detection result of the shift position sensor P4, and the shift lever SL is in the “EV shift completion position”, and the clutch operation is performed. This is executed when it is determined that the friction clutch C / T is in the engaged state (half-connected state or fully-connected state) based on the detection result of the quantity sensor P1.

  Therefore, as described in the summary section of the invention, the MG torque control for EV traveling should not be executed due to the occurrence of the abnormality of the shift position sensor P4 or the abnormality of the clutch operation amount sensor P1. Can be executed despite not. As a result, when the driver depresses the accelerator pedal AP, the MG torque for EV traveling acts on the drive wheels against the driver's will, and a situation may occur where a vehicle that should not start starts.

  In order to cope with such a problem, in this apparatus, when it is determined that an abnormality has occurred in the shift position sensor P4 or the clutch operation amount sensor P1, various processes (specific identification) are performed in order to make the driver sense the occurrence of the sensor abnormality. Process). The determination that a sensor abnormality has occurred is determined according to one of well-known methods (for example, the difference between the output values of the two systems exceeds a predetermined value). Hereinafter, various specific processes will be described in order.

<Display on display panel, etc.>
In this apparatus, when it is determined that an abnormality has occurred in the sensor P1 or P4, the display panel (see D1 in FIG. 1) arranged at a predetermined position of the vehicle is used to notify the occurrence of the sensor abnormality. Display is performed. Alternatively, a warning sound for notifying the occurrence of sensor abnormality is generated using a warning sound generating device (see D2 in FIG. 1) arranged at a predetermined position of the vehicle. Thus, the driver is made aware of the occurrence of the sensor abnormality.

<MG torque limit>
In this apparatus, when it is determined that an abnormality has occurred in the sensor P1 or P4, a process for reducing the upper limit value of the adjustable MG torque range (MG torque limiting process) is performed. The MG torque limiting process can be executed even when the MG torque control for EV traveling is being executed or the MG torque control for HV traveling is being executed. By executing this MG torque limiting process, the driver is made aware of the occurrence of a sensor abnormality.

  FIG. 15 shows an example of the characteristics of the upper limit value of the MG torque. In the example shown in FIG. 15, when it is determined that no abnormality has occurred in the sensors P1 and P4, the MG torque is opened within a range not exceeding the “normal upper limit value” (see the solid line in the figure). Adjusted according to the degree.

  On the other hand, when it is determined that an abnormality has occurred in the sensor P1 or P4, the execution of the MG torque limiting process causes the MG torque to be “failure upper limit value” (the broken line in the figure is smaller than the “normal upper limit value”). It is adjusted according to the accelerator opening within a range not exceeding (see). In this case, when the vehicle speed exceeds the value V1, the upper limit value is maintained at zero, so the MG torque is maintained at zero. The hatched area in the figure indicates the amount of reduction in the upper limit value of the MG torque by the MG torque limiting process. The “normal upper limit value” and the “failure upper limit value” decrease as the vehicle speed (and hence the rotational speed of M / G) increases. The maximum torque that can be generated by the motor M / G is the motor M / G. This is based on a decrease in response to an increase in the rotation speed of G.

<Prohibition of EV travel>
In this apparatus, when it is determined that an abnormality has occurred in the sensor P1 or P4, processing for prohibiting EV traveling (EV traveling prohibition processing) is performed. By executing this EV travel prohibition process, the driver is made aware of the occurrence of a sensor abnormality.

  Specifically, a process for prohibiting the shift lever SL from moving to the “EV shift completion position” can be performed as the EV travel prohibition process. This process prohibits EV travel. This process is executed using, for example, the EV shift prohibiting device W (see the broken line in FIG. 4). The EV shift prohibiting device W is, for example, a device that directly prevents the shift lever SL from moving to the “EV shift completion position” or prohibits the movement of the S & S shaft to a position corresponding to the “EV shift completion position”. Is a device that indirectly prevents the shift lever SL from moving to the “EV shift completion position”, and can be configured using a known solenoid or the like.

  In addition, in the case where a stop unit that stops E / G idling when the vehicle is in a stopped state is provided, a process for prohibiting the “stop of E / G idling” by the stop unit is provided as the EV travel prohibition process. Can be made. E / G idling is stopped during EV travel. Therefore, prohibiting “stop of E / G idling” means prohibiting EV travel.

  The EV travel prohibition process described above may always be executed regardless of the vehicle speed when it is determined that an abnormality has occurred in the sensor P1 or P4. Alternatively, during the execution of the “MG torque limiting process” described above, the EV travel prohibition process described above is performed only when the vehicle speed is equal to or higher than the value V1 shown in FIG. 15 (that is, the region where the MG torque is maintained at zero). May be executed. As a result, execution of a useless shift operation to the “EV shift completion position” is suppressed.

  Further, during execution of the EV travel prohibition process, it is impossible to start the vehicle by EV travel. Therefore, it is necessary to start the vehicle using a gear position for HV travel such as “second speed”. Therefore, when starting the vehicle, the driving torque becomes insufficient. In order to compensate for this shortage of drive torque, assist torque by M / G may be applied to the drive wheels.

  In order to apply the assist torque, specifically, the MG torque is a value determined at the normal time when no abnormality occurs in the sensors P1 and P4 (that is, the above-described MG torque control for EV traveling, or The value is determined by MG torque control for HV traveling (including the case of zero)) and adjusted to a value obtained by adding the assist torque.

  For example, the assist torque can be calculated based on the accelerator opening and the clutch pedal stroke. In this case, the driving torque required by the driver (requested driving torque R) is calculated based on the detection result of the accelerator operation amount sensor P3. Further, the actual driving torque (actual driving torque F) is, for example, EG torque Te obtained by substituting the accelerator opening obtained from the detection result of the accelerator operation amount sensor P3 into the map shown in FIG. 16, and FIG. The clutch torque Tc obtained by substituting the clutch pedal stroke obtained from the detection result of the clutch operation amount sensor P1 (in a normal case) into the map shown can be determined to be the smaller value. The clutch torque Tc is the maximum torque that can be transmitted by the friction clutch C / T. The assist torque can be determined to a value obtained by subtracting the actual drive torque F from the required drive torque R.

  Further, the assist torque can be calculated based on the vehicle speed, road surface gradient, or the like in addition to or instead of the accelerator opening and the clutch pedal stroke. When it is determined that an abnormality has occurred in the sensor P1 or P4, all of the various specific processes described above may be executed simultaneously, or only one of them may be executed, or any two The above may be executed.

(Action / Effect)
As described above, in the power transmission control device according to the embodiment of the present invention, when it is determined that an abnormality has occurred in the shift position sensor P4 or the clutch operation amount sensor P1, the driver is caused to sense the occurrence of the sensor abnormality. Therefore, various processes (specific processes) are executed. As a result, the driver can sense the occurrence of the sensor abnormality. As a result, the occurrence of “a situation contrary to the driver's will” such as the above-mentioned “a situation where a vehicle that should not start” starts can be suppressed.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above embodiment, the sleeves S1 to S3 are all provided on the input shaft Ai, but the sleeves S1 to S3 may be provided on the output shaft Ao. A part of the sleeves S1 to S3 may be provided on the output shaft Ao and the rest on the input shaft Ai.

  In the above-described embodiment, “EV” and “2nd speed” are switched according to the axial position of the sleeve S1 (the “specific sleeve”), but “EV” is switched depending on the axial position of the sleeve S1. And “HV driving gear stage other than 2nd speed” (any one of “3rd speed” to “5th speed”) may be switched.

  M / T ... transmission, E / G ... engine, C / T ... clutch, M / G ... motor generator, Ae ... engine output shaft, Ai ... transmission input shaft, Ao ... transmission output shaft, CP ... clutch pedal, AP ... accelerator pedal, BP ... brake pedal, P1 ... clutch operation amount sensor, P3 ... accelerator operation amount sensor, P4 ... shift position sensor, ECU ... electronic control unit

Claims (9)

It is applied to a vehicle equipped with an internal combustion engine (E / G) and an electric motor (M / G) as a power source,
An input shaft (Ai) to which power is input from the internal combustion engine;
An output shaft (Ao) that receives power from the electric motor and outputs power to the drive wheels of the vehicle;
A plurality of shift speeds for hybrid driving (second speed to 5) for driving a shift operating member (SL) operated by a driver in a state where the driving force of both the internal combustion engine and the electric motor can be used on a shift pattern. The transmission deceleration is the ratio of the rotational speed of the input shaft to the rotational speed of the output shaft between the input shaft and the output shaft by moving to each hybrid travel shift completion position corresponding to the speed). Establishing a power transmission system in which the ratio is set to each value corresponding to the hybrid driving gear position corresponding to the ratio, and the shift operation member on the shift pattern of the electric motor among the driving force of the internal combustion engine and the electric motor By moving to the motor travel shift completion position corresponding to the motor travel speed stage (EV) for traveling using only the driving force. Te, a transmission shifting mechanism which does not establish a power transmission system (M) between said output shaft and said input shaft,
A manual transmission (M / T) without a torque converter,
According to the operation amount of the clutch operation member (CP) which is interposed between the output shaft (Ae) of the internal combustion engine and the input shaft (Ai) of the manual transmission and is operated by the driver, Changing friction clutch (C / T);
First detection means (P1) for detecting an operation amount of the clutch operation member;
Second detection means (P4) for detecting the position of the shift operation member;
Control means for controlling the torque of the electric motor based on the detected operation amount of the clutch operating member and the detected position of the shift operating member , wherein the detected position of the shift operating member is the motor running Of the driving force of the internal combustion engine and the motor, when the shift amount is in the range and the detected operation amount of the clutch operating member is within a range corresponding to the engagement state of the friction clutch (C / T) Causing the electric motor to output torque for traveling using only the driving force (ECU);
In a vehicle power transmission control device comprising:
The control means includes
An abnormality determining means for determining whether an abnormality has occurred in the first detecting means or the second detecting means;
Processing means for performing a specific process for notifying the driver of the occurrence of the abnormality based on the determination that the abnormality has occurred;
A vehicle power transmission control device comprising: The power transmission control device for a vehicle according to claim 1,
The processing means includes
As the specifying process, a display panel (D1) arranged at a predetermined position of the vehicle is used to perform a display for notifying the occurrence of the abnormality, or a warning sound generating device arranged at a predetermined position of the vehicle A vehicle power transmission control device configured to generate a warning sound for notifying the occurrence of the abnormality using (D2). In the vehicle power transmission control device according to claim 1 or 2,
The processing means includes
As the specific process,
A power transmission control device for a vehicle configured to perform motor torque limit processing for reducing an upper limit value of a range of torque of the motor that can be adjusted. In the vehicle power transmission control device according to claim 1 or 2 ,
The processing means includes
As the specific process,
A vehicle power transmission control device configured to perform EV travel prohibition processing that disables EV travel that travels using only the drive force of the electric motor among the drive forces of the internal combustion engine and the electric motor.   The vehicle power transmission control device according to claim 3,
  The processing means includes
  As the specific process,
  A vehicle power transmission control device configured to perform EV travel prohibition processing that disables EV travel that travels using only the drive force of the electric motor among the drive forces of the internal combustion engine and the electric motor.   The vehicle power transmission control device according to claim 5,
  The processing means includes
  As the EV travel prohibition process,
  A vehicle power transmission control device configured to prohibit movement of the shift operation member to the electric motor travel shift completion position.   In the vehicle power transmission control device according to claim 5 or 6,
  The control means includes
  Stop means for stopping idling of the internal combustion engine when the vehicle is in a stopped state;
  The processing means includes
  As the EV travel prohibition process,
  A vehicle power transmission control device configured to prohibit idling of the internal combustion engine from being stopped by the stop means.   The power transmission control device for a vehicle according to any one of claims 5 to 7,
  The processing means includes
  During the execution of the electric motor torque limiting process, the EV traveling prohibition process is performed only when the vehicle speed is in a vehicle speed range (V1 or higher) in which the upper limit value of the electric motor torque range is maintained at zero. A power transmission control device for a vehicle configured to perform.   In the vehicle power transmission control device according to any one of claims 5 to 8,
  The processing means includes
  A vehicle power transmission control device configured to generate assist torque by the electric motor when starting the vehicle during execution of the EV travel prohibition process.

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