JP5990023B2 - 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 device that is applied to a vehicle that includes an internal combustion engine and an electric motor as power sources and includes a clutch.

  In recent years, a stepped transmission having a plurality of shift stages and not including a torque converter and a clutch torque (clutch transmitted) is interposed between an output shaft of an internal combustion engine and an input shaft of a stepped transmission. Developed a power transmission control device that includes a clutch that can adjust the maximum torque that can be obtained) and a control means that controls the clutch torque and the speed of the stepped transmission using an actuator according to the running state of the vehicle. (For example, see Patent Document 1). Such a power transmission control device is also called an automated manual transmission (AMT).

  In the AMT, a plurality of travel speed stages and neutral stages are usually provided as a plurality of speed stages. When any one of the plurality of travel gears is selected and realized, a power transmission system is established between the input shaft and the output shaft of the transmission. The plurality of travel gear stages have different reduction ratios (ratio of the rotational speed of the input shaft to the rotational speed of the output shaft). On the other hand, when the neutral stage is selected and realized, a power transmission system is not established between the input shaft and the output shaft.

  In vehicles equipped with AMT, it is usually based on a map prepared in advance that defines the relationship between "accelerator opening and vehicle speed" and "speed stage to be realized", and the current values of accelerator opening and vehicle speed. The gear stage to be realized is determined / changed.

  In recent years, so-called hybrid vehicles including an engine and an electric motor (electric motor, motor generator) as power sources have been developed (see, for example, Patent Document 2). 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”.

JP 2006-97740 A JP 2000-224710 A

  Hereinafter, a hybrid vehicle (hereinafter referred to as “hybrid vehicle with AMT”) equipped with an AMT and having a configuration in which the output shaft of the electric motor is connected to the output shaft of the transmission is assumed. In the hybrid vehicle with AMT, “motor running mode” in which only the motor driving torque is used, and only the internal combustion engine driving torque or “the internal combustion engine driving torque and the motor driving” with the clutch torque adjusted to a value greater than zero. The “internal combustion engine traveling mode” in which traveling is performed using both “torque” can be selectively realized.

  In the hybrid vehicle with AMT, in a state where the internal combustion engine traveling mode is selected, the shift speed to be realized is usually determined based on at least the speed of the vehicle. Further, in a state where the electric motor travel mode is selected, a configuration in which the realized shift speed is maintained at the neutral speed is conceivable. The neutral stage is maintained in this way for protection of the clutch disk and noise reduction during traveling.

  By the way, the gear position of the AMT is often selected according to the position of the moving member (see the moving member M in FIG. 3). The neutral stage is realized when the position of the moving member is in a “neutral region” extending in the “first direction” (the vehicle left-right direction in FIG. 3). Within the “neutral region”, there are a plurality of different “neutral positions”, which correspond to a plurality of different driving speeds. The position of the moving member is changed from a corresponding position among a plurality of different “neutral positions” to a “shift completion position” corresponding to any one of a plurality of travel gears. A travel gear is selected and realized. The “shift completion position” is displaced in a direction different from the “first direction” and is located outside the “neutral region”. The position of the moving member is controlled by, for example, an actuator, and as a result, a shift speed realized from among a plurality of driving shift speeds and neutral speeds is set / changed.

  When the gear position is set / changed in this way, when the electric motor travel mode is selected, the position of the moving member is controlled to be somewhere in the neutral region. When the internal combustion engine traveling mode is selected, the position of the moving member is controlled to move to a shift completion position outside the neutral region.

  For this reason, when the travel mode shifts from the motor travel mode to the internal combustion engine travel mode according to the travel state of the vehicle, the moving member that existed at some position in the neutral region moves to the shift completion position. To be controlled. The time required for the movement of the moving member is preferably shorter from the viewpoint of improving the transmission performance. Therefore, it has been required to shorten the time required for the movement of the moving member.

  An object of the present invention is a vehicle power transmission control device applied to a hybrid vehicle, in which the gear position is selected in accordance with the position of the moving member, from the motor travel mode to the internal combustion engine travel mode. When shifting, it is providing the thing which can shorten the time concerning the movement of the said moving member.

  The power transmission control device according to the present invention is characterized in that, in a state where the electric motor traveling mode is selected, the shift speed to be realized is maintained at the neutral speed, and the position of the moving member is set at a plurality of neutral positions in the neutral region. Of these, the position is determined based on at least the speed of the vehicle.

  According to this, in the state in which the electric motor travel mode is selected, the position of the moving member can be brought close to the shift completion position that is predicted to move during the transition to the internal combustion engine travel mode. Therefore, the time required for the movement of the moving member can be shortened.

  In the power transmission control device according to the present invention, in the state where the internal combustion engine travel mode is selected, the shift speed to be realized is determined based on the speed of the vehicle and the operation amount of the acceleration operation member operated by the driver. In the state where the electric motor travel mode is selected, the position of the moving member is controlled to a position determined based on the vehicle speed and the operation amount of the acceleration operation member among the plurality of neutral positions. It is preferable to be configured.

  According to this, the neutral position is determined based on the operation amount of the acceleration operation member in addition to the speed of the vehicle. For this reason, the shift completion position at the time of transition to the internal combustion engine traveling mode can be accurately predicted, and the position of the moving member can be brought close to the shift completion position in advance. Therefore, the time required for the movement of the moving member can be shortened more reliably.

  In the power transmission control device according to the present invention, in the state where the motor travel mode is selected, the position of the moving member is assumed to be a state where the internal combustion engine travel mode is selected from a plurality of neutral positions. It is preferable that the control unit is configured to control to a position corresponding to the shift completion position of the shift stage determined and realized based on the current traveling state of the vehicle.

  According to this, in the state where the electric motor travel mode is selected, in preparation for the movement of the moving member at the time of transition to the internal combustion engine travel mode, the moving member is assumed to be “the state where the internal combustion engine travel mode is selected”. And a position corresponding to the shift completion position of the shift speed determined and realized based on the current running state of the vehicle. Therefore, the time required for the movement of the moving member can be further shortened.

  In the power transmission control device according to the present invention, in the state where the internal combustion engine travel mode is selected, the shift speed to be realized is determined based on the speed of the vehicle and the operation amount of the acceleration operation member operated by the driver. In the state where the electric motor travel mode is selected, the current vehicle is assumed to be in a state where the internal combustion engine travel mode is selected from the plurality of neutral positions. It is preferable that the position is controlled to a position corresponding to the shift completion position of the shift speed determined and realized based on the speed of the acceleration and the maximum value of the operation amount of the acceleration operation member.

  When the acceleration operation member is operated so that the operation amount becomes the maximum value, the shift speed to be realized is often determined to be the shift speed having the maximum reduction ratio assumed at the vehicle speed at that time. (So-called kick down). In this case, according to the above configuration, when the electric motor travel mode is selected, the position of the moving member is moved when the operation amount of the acceleration operation member is operated to become the maximum value and the operation mode shifts to the internal combustion engine travel mode. Then, it is possible to wait in advance at the neutral position corresponding to the predicted shift completion position (for example, the shift completion position corresponding to the shift stage having the maximum reduction ratio assumed at the current vehicle speed). Accordingly, for example, the time required for the movement of the moving member can be effectively shortened as compared with the case where the kick down is executed.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle power transmission control device according to an embodiment of the present invention. It is a schematic block diagram of the transmission shown in FIG. It is the figure which showed an example of the control pattern in the position of the moving member of the transmission shown in FIG. FIG. 2 is a diagram for explaining a power transmission system when “1st speed” is selected and realized as a travel gear stage in the transmission shown in FIG. 1. FIG. 2 is a diagram for explaining a power transmission system when “second speed” is selected and realized as a travel gear stage in the transmission shown in FIG. 1. FIG. 2 is a diagram for explaining a power transmission system when “3rd speed” is selected and realized as a travel gear stage in the transmission shown in FIG. 1. FIG. 2 is a diagram for explaining a power transmission system when “fourth speed” is selected and realized as a travel gear stage in the transmission shown in FIG. 1. FIG. 2 is a diagram for explaining a power transmission system when “5th speed” is selected and realized as a travel gear stage in the transmission shown in FIG. 1. 3 is a graph showing a map defining “stroke-torque characteristics” for the clutch shown in FIG. 1. It is the figure which showed an example of the operation pattern of the shift lever shown in FIG. It is the graph which showed the map which prescribed | regulated the relationship between a vehicle speed and an accelerator opening degree, and a shift completion position. It is the graph which showed the map which prescribed | regulated the relationship between a vehicle speed and an accelerator opening degree, and a neutral position. It is the time chart which showed an example in which the standby position of a moving member changes at the time of EV driving | running | working by embodiment of this invention. It is a figure for demonstrating an example of the movement from the standby position of a moving member to a shift completion position when it changes from EV driving | running | working to EG or HV driving | running | working in a comparative example. It is a figure for demonstrating an example of the movement from the standby position of a moving member to a shift completion position when it changes from EV driving | running | working to EG or HV driving | running | working in this embodiment. It is the graph which showed the map which prescribed | regulated the relationship between the vehicle speed and the throttle opening, and the neutral position in the modification of embodiment of this invention. It is the graph which showed the map which prescribed | regulated the relationship between the vehicle speed and the throttle opening, and the neutral position in the other modification of embodiment of this invention.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a vehicle power transmission control device according to the present invention will be described with reference to the drawings.

(Constitution)
FIG. 1 shows a schematic configuration of a vehicle equipped with a power transmission control device (hereinafter referred to as “the present device”) according to an embodiment of the present invention. This vehicle is a hybrid vehicle that includes an internal combustion engine and a motor generator as power sources, and a so-called automated manual transmission (AMT) that uses a stepped transmission and a clutch that do not include a torque converter. is there.

  This vehicle includes an engine E / G, a transmission T / M, a clutch C / D, and a motor generator M / G. E / G is one of well-known internal combustion engines, for example, a gasoline engine that uses gasoline as fuel and a diesel engine that uses light oil as fuel. The output shaft A1 of E / G is connected to the input shaft A2 of the transmission T / M via a flywheel F / W and a clutch C / D.

  The transmission T / M is one of well-known stepped transmissions that do not include a torque converter having a plurality of (for example, five) forward gears, one reverse gear, and a neutral gear. . The T / M output shaft A3 is connected to the drive wheels of the vehicle via a differential D / F.

  As shown in FIG. 2, the transmission T / M includes a plurality of fixed gears G1i, G2i, G3i, G4i, G5i, a plurality of idle gears G1o, G2o, G3o, G4o, G5o, and a plurality of sleeves S1, S2 and S3. The fixed gears G1i to G5i are provided on the input shaft A2 so as not to rotate relative to each other. The idle gears G1o to G5o are provided on the output shaft A3 so as to be relatively rotatable, and always mesh with the fixed gears G1i to G5i. The fixed gears G1i to G5i and the idle gears G1o to G5o correspond to the forward 1st to 5th gears, respectively. Each of the sleeves S1 to S3 is provided so as not to rotate relative to the output shaft A3 and to be relatively movable in the axial direction, and can be engaged with a corresponding idler gear among the plurality of idler gears G1o to G5o. . This is to fix the corresponding idle gears so as not to rotate relative to the output shaft A3. In this figure, the sleeves S1 to S3 are not engaged with any of the idle gears, and the idle gears G1o to G5o rotate relative to the output shaft A3. For this reason, a power transmission system is not established between the input shaft A2 and the output shaft A3, and a neutral stage is realized.

  The transmission T / M includes a moving member M. The moving member M is a member corresponding to a shift lever (operated by a driver) of a transmission normally mounted on an MT (manual transmission) vehicle, and is provided so as to be interlocked with the sleeves S1 to S3. The configuration of the moving member M and the sleeves S1 to S3 is the same as that of the transmission that is normally mounted on the MT vehicle. The reason why the transmission T / M is configured in this way is to suppress an increase in cost due to a change in configuration. The moving member M of this example is installed in a place where it cannot be visually recognized / operated by the driver of the vehicle. That is, the moving member M is not operated by the driver. This point is different from the aspect of the shift lever.

  FIG. 3 shows an example of a control pattern for the position of the moving member M. FIG. The moving member M is movable along the same direction in a “neutral region” extending in a first direction (for example, the left-right direction of the vehicle). As positions (neutral positions) in the “neutral region” of the moving member M, a first position, a second position, and a third position are defined. The first to third positions are equally spaced in the first direction. The moving member M is located outside the “neutral region” displaced in the direction perpendicular to the first direction (for example, the vehicle longitudinal direction) via the first to third positions in the “neutral region”. It is possible to move to any one of a shift completion position, a second speed shift completion position, a third speed shift completion position, a fourth speed shift completion position, a fifth speed shift completion position, and an R shift completion position. The 1st to 5th shift completion positions correspond to the forward 1st to 5th shift stages, respectively, and the R shift completion position corresponds to the reverse shift stage.

  The change / setting of the gear position of the transmission T / M is executed by driving the moving member M by the transmission actuator ACT2 (see FIG. 1) and controlling the position of the moving member M. Specifically, the sleeves S1 to S3 are driven in conjunction with the moving member M driven by ACT2, and the axial positions of the sleeves S1 to S3 are controlled. The speed reduction ratio (ratio of the rotational speed Ni of the input shaft A2 to the rotational speed No of the output shaft A3) is adjusted by changing the gear position. Specifically, the “reduction ratio” of the “N” speed is represented by “number of teeth of GNo / number of teeth of GNi” (N: 1, 2, 3, 4, 5). The reduction ratio gradually decreases toward “5th gear”.

  The power transmission system in the gear stage that is changed and set as described above will be specifically described. 4 to 8 show power transmission systems corresponding to the first to fifth gears for forward movement, respectively. As shown in FIG. 4, when the position of the moving member M is controlled to move from the first position to the first speed shift completion position, the sleeves S <b> 1 to S <b> 3 at the position when the neutral stage is realized (see FIG. 2). Of these, only the sleeve S1 moves in conjunction with the first speed position. As a result, the sleeve S1 engages with the idle gear G1o, and the idle gear G1o is fixed so as not to rotate relative to the output shaft A3. On the other hand, the idle gears G2o to G5o rotate relative to the output shaft A3. As a result, a power transmission system having a first gear reduction ratio is formed between the input shaft A2 and the output shaft A3, and a first gear is realized.

  Similarly, as shown in FIG. 5, when the position of the moving member M is controlled to move from the first position to the second speed shift completion position, only the sleeve S1 moves to the second speed position and the idle gear G2o. Is engaged, a two-speed gear stage is realized. As shown in FIGS. 6 and 7, when the position of the moving member M is controlled to move from the second position to the third or fourth speed shift completion position, only the sleeve S2 moves to the third or fourth speed position. By engaging with the idle gear G3o or G4o, a third gear or a fourth gear is realized. As shown in FIG. 8, when the position of the moving member M is controlled to move from the third position to the fifth speed shift completion position, only the sleeve S3 moves to the fifth speed position and engages with the idle gear G5o. Thus, a fifth gear is realized.

  When the position of the moving member M is controlled so as to move from the third position to the R completion position, the reverse gear is realized in the same manner as the forward gear. Description of the details of the power transmission system is omitted. Further, when the position of the moving member M is in the “neutral region”, the sleeves S1 to S3 are maintained at positions where they do not engage any of the idle gears (see FIG. 2). The power transmission system at the shift stage has been described above.

  The clutch C / D is a friction clutch disk having one of well-known configurations provided to rotate integrally with the input shaft A2 of the transmission T / M. More specifically, the clutch C / D (more precisely, the clutch disc) faces each other with respect to the flywheel F / W provided to rotate integrally with the output shaft A1 of the engine E / G. It is arranged coaxially. The axial position of the clutch C / D (more precisely, the clutch disc) with respect to the flywheel F / W can be adjusted. The axial position of the clutch C / D is adjusted by a clutch actuator ACT1 (see FIG. 1). The clutch C / D does not include a clutch pedal operated by the driver.

  Hereinafter, the movement amount in the axial direction from the original position of the clutch C / D (the position where the clutch disk is farthest from the flywheel) in the joining direction (crimping direction) is referred to as a clutch stroke CSt. When the clutch C / D is in the “original position”, the clutch stroke CSt is “0”. As shown in FIG. 9, the maximum torque (clutch torque Tc) that can be transmitted by the clutch C / D is adjusted by adjusting the clutch stroke CSt. In the state of “Tc = 0”, no power is transmitted between the output shaft A1 of the engine E / G and the input shaft A2 of the transmission T / M. This state is referred to as “divided state”. Further, in the state of “Tc> 0”, power is transmitted between the output shaft A1 and the input shaft A2. This state is called a “joined state”.

  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 an output shaft of the M / G. . In the example shown in FIG. 2, the output shaft of M / G is integrally and coaxially connected to the output shaft A3 of T / M, but is connected to the output shaft A3 of T / M through a predetermined gear train. May be. The drive torque of the M / G output shaft is transmitted to the T / M output shaft A3 (accordingly, drive wheels) without passing through the T / M (power transmission system in the T / M).

  This device includes an accelerator opening sensor S1 that detects an operation amount (accelerator opening) of the accelerator pedal AP, a shift position sensor S2 that detects the position of the shift lever SL, and a brake that detects whether or not the brake pedal BP is operated. Sensor S3 and vehicle speed sensor S4 which detects the vehicle speed which is the speed of a vehicle are provided.

  The apparatus also includes an electronic control unit ECU. The ECU controls the actuators ACT1 and ACT2 based on the information from the sensors S1 to S4 and other sensors as described above, so that the C / D clutch stroke CSt (accordingly, the clutch torque Tc), And the T / M gear stage is controlled. Further, the ECU controls the drive torque of the output shaft A1 of the E / G by controlling the fuel injection amount (throttle valve opening) of the E / G and also controls the inverter (not shown). The drive torque of the output shaft of M / G is controlled.

  As described above, this vehicle is an “AMT-equipped hybrid vehicle” equipped with an AMT and a configuration in which the output shaft of M / G is connected to the output shaft A3 of T / M. Hereinafter, for convenience of explanation, the driving torque generated on the output shaft A1 by the combustion of E / G is referred to as “EG torque Te”, and the driving torque of the output shaft of M / G is referred to as “MG torque Tm”. Te and Tm take positive values in the acceleration direction of the vehicle and take negative values in the deceleration direction.

  In this device, the EV traveling mode, the EG traveling mode, and the HV traveling mode are selectively realized. Which of the EV traveling mode, the EG traveling mode, and the HV traveling mode is realized is determined based on the traveling state of the vehicle such as the vehicle speed and the accelerator opening, for example.

  In the EV travel mode, the E / G is stopped and the vehicle travels using only the MG torque Tm (> 0). The clutch C / D may be adjusted to the engaged state (Tc> 0) or to the disconnected state (Tc = 0). In the EG travel mode, the MG torque Tm is maintained at zero, the clutch C / D is adjusted to the engaged state (Tc> 0), and the vehicle travels using only the EG torque Te (> 0). In the HV travel mode, the clutch C / D is adjusted to the engaged state (Tc> 0), and the vehicle travels using both the EG torque Te (> 0) and the MG torque Tm (> 0).

  In the EV traveling mode and the HV traveling mode, Tm is adjusted based on the traveling state of the vehicle such as the accelerator opening. In the EG traveling mode and the HV traveling mode, Te is adjusted based on the traveling state of the vehicle such as the accelerator opening.

  In this device, the shift lever SL is operated by the driver of the vehicle and the position thereof is moved, so that the change / setting of the gear position is executed. As shown in FIG. 10, as the position of the shift lever SL, for example, “D (drive) range”, “M (manual) range”, “N (neutral) range”, and “R (reverse) range” are available. It is prescribed. Any one of them can be selected by operating the shift lever SL. The “D range” and the “M range” both correspond to the forward shift speed (1st to 5th), and correspond to the “automatic mode” and the “manual mode”, respectively. “N range” corresponds to the neutral speed, and “R range” corresponds to the reverse speed.

  In this apparatus, when the shift lever SL is at a position corresponding to the “automatic mode” (for example, D range), a shift map (see FIG. 11) stored in the ROM in the ECU, the vehicle speed, the accelerator opening, etc. The shift completion position (shift stage to be selected / realized) of the moving member M is selected based on the traveling state of the vehicle. For example, when the current vehicle speed is α and the current accelerator opening is β, “third speed” is selected as the shift completion position of the moving member M. On the other hand, when the shift lever SL is in a position corresponding to the “manual mode” (for example, the M range), the moving member corresponding to the forward 1st to 5th gears according to the position movement of the shift lever SL. M shift completion positions are selected sequentially.

  In the transmission T / M, normally, a shift stage corresponding to the selected shift completion position of the moving member M is realized. When the shift completion position of the moving member M changes, a T / M shift operation (operation when the gear position is changed) is performed. Before the shift operation is started, the clutch C / D is changed from the engaged state (clutch torque> 0) to the disconnected state (clutch torque = 0), and the shift operation is performed while the clutch is maintained in the disconnected state. After the operation is completed, the clutch is returned from the disconnected state to the engaged state. The start of the shift operation corresponds to the start of the movement of the member (specifically, the sleeve) that moves in relation to the change of the shift stage, and the end of the shift operation refers to the end of the movement of the member. Correspond.

(Control of position of moving member when EV driving mode is selected)
In the present apparatus, when the “automatic mode” is selected by the SL, when the EG traveling mode or the HV traveling mode is realized, the shift completion position of the moving member M (accordingly, the shift speed to be realized) is Selection and change are made based on the above-described shift map (see FIG. 11) and the running state of the vehicle (accelerator opening, vehicle speed, etc.).

  On the other hand, when the “automatic mode” is selected by the SL and the EV traveling mode is realized, the realized shift speed is fixed to the neutral speed. At this time, the moving member M of the transmission T / M is controlled so as to be positioned in the neutral region. This is for the purpose of protecting the clutch C / D (more precisely, the clutch disc) and reducing noise during running. The clutch C / D may be in the engaged state (Tc> 0) or in the disconnected state (Tc = 0).

  As described above, since the shift speed realized in the EV travel mode is fixed to the neutral speed, the moving member that exists in the neutral region when the EV travel mode is changed to the EG travel mode or the HV travel mode. M is controlled to move to a shift completion position outside the neutral region. The time required for the movement of the moving member M is preferably short from the viewpoint of improving the speed change performance. As the improvement of the speed change performance, for example, the start / end of the speed change operation can be advanced in accordance with the amount of time required to move the moving member M is shortened. As a result, a period of time taken for a series of operations from the time when the EV travel mode is shifted to the EG (HV) travel mode until the end of the speed change operation (the time when the clutch is finally returned to the engaged state). Can also be shortened.

  Based on this viewpoint, in the present apparatus, in the state where the EV traveling mode is selected, the position of the moving member M is the “EG traveling mode or HV traveling mode is selected among the first to third positions in the neutral region. The shift completion position of the gear position determined and realized based on the current vehicle speed and the accelerator pedal position under the assumption that the selected state is selected (hereinafter sometimes referred to as “assumed shift completion position”). .) ”.

  More specifically, the position of the moving member M is determined based on the map shown in FIG. 12, the vehicle speed, and the accelerator opening. The “assumed shift completion position” corresponds to the shift completion position determined based on the map of FIG. Accordingly, the areas corresponding to the first to fifth speeds in the map of FIG. 12 are the same as those in FIG. When the “assumed shift completion position” corresponds to “1st speed or 2nd speed”, “3rd speed or 4th speed”, and “5th speed”, the position of the moving member M is the second position in the neutral region. The first position, the second position, and the third position are determined. Then, the position of the moving member M is controlled by the transmission actuator ACT2 so as to become the determined position.

  Hereinafter, the operation of this apparatus will be described with reference to the time chart of FIG. It is assumed that the automatic mode is selected by operating the shift lever SL, and the vehicle travels with the EV travel mode OFF (the EG travel mode or the HV travel mode is selected) before time t1. It shall be. It is assumed that at time t1, the EV traveling mode that has been turned off is turned on in accordance with the traveling state of the vehicle.

  At time t1, control is performed so that the shift stage set for forward movement is switched to the neutral stage. That is, the position of the moving member M is controlled by the transmission ACT2 so that it is within the neutral region from the shift completion position corresponding to the set gear position. In conjunction with the movement of the moving member M, the sleeves S1 to S3 move to the neutral position, and the engagement with all the idle gears is released (see FIG. 2). As a result, the power transmission system is disconnected between the input shaft A2 and the output shaft A3, and a neutral stage is realized. On the other hand, the MG torque Tm is transmitted from the M / G toward the drive wheel to the output shaft A3, and the vehicle travel is maintained.

  It is assumed that the vehicle speed of the traveling vehicle increases after time t1. The position of the moving member M of the transmission T / M is determined based on the map shown in FIG. 12, the vehicle speed, and the accelerator opening. At times t1 to t2, it is assumed that the vehicle speed is small and the “assumed shift completion position” corresponds to the first speed or the second speed. Accordingly, the position of the moving member M is determined as the first position in the neutral region. The position of the moving member M is controlled by the transmission actuator ACT2 so as to be the first position.

  At times t2 to t3, the vehicle speed is higher than that at times t1 to t2, and the “assumed shift completion position” corresponds to the third speed or the fourth speed. Accordingly, the position of the moving member M is determined as the second position in the neutral region. Then, the position of the moving member M in the first position is controlled by the transmission actuator ACT2 so as to be in the second position.

  It is assumed that the increased vehicle speed decreases from a predetermined time after the time t3. At times t3 to t4, it is assumed that the vehicle speed is higher than that at times t2 to t3, and the “assumed shift completion position” corresponds to the fifth speed. Accordingly, the position of the moving member M is determined as the third position in the neutral region. Then, the position of the moving member M in the second position is controlled by the transmission actuator ACT2 so as to be in the third position.

  At times t4 to t5, it is assumed that the vehicle speed is lower than that at times t3 to t4, and the “assumed shift completion position” corresponds to the third speed or the fourth speed. Accordingly, the position of the moving member M is determined as the second position in the neutral region. Then, the position of the moving member M in the third position is controlled by the transmission actuator ACT2 so as to be in the second position.

  It is assumed that at time t6, which is a predetermined time after time t5, the EV traveling mode that has been turned on is turned off in accordance with the traveling state of the vehicle. At time t5 to t6, the vehicle speed is lower than that at time t4 to t5, and the “assumed shift completion position” corresponds to the first speed or the second speed. Accordingly, the position of the moving member M is determined as the first position in the neutral region. Then, the position of the moving member M in the second position is controlled by the transmission actuator ACT2 so as to be in the first position.

  At time t6, in accordance with the shift to the EV traveling mode OFF, the shift stage set to the neutral stage is controlled to be changed to the forward shift stage. At this time, it is assumed that the determined and realized gear stage is the second speed. Therefore, the position of the moving member M that was in the neutral region is controlled by the transmission actuator ACT2 so as to be the second-speed shift completion position.

  As a comparative example, it is assumed that the moving member M is always maintained at the third position when the EV travel mode is ON. In this case, as shown in FIG. 14, at time t6, the moving member M stands by at the third position in the neutral region. Therefore, the moving member M moves from the third position to the second speed shift completion position outside the neutral region through the second position and the first position in order.

  On the other hand, in this apparatus, as shown in FIG. 15, the moving member M stands by at the first position in the neutral region at time t6. For this reason, the moving member M moves linearly only in one direction from the first position to the second-speed shift completion position immediately outside the neutral region. Therefore, according to this apparatus, the time required for the movement of the moving member M is shortened by an amount corresponding to the movement through the first and second positions of the comparative example.

  When the moving member M moves to the second-speed shift completion position, a shift operation for realizing the second-speed shift stage is executed. In the state where the clutch C / D is maintained in the disconnected state, the shift operation in which only the sleeve S1 moves to the second speed position is started. Then, this speed change operation is completed, the engagement between the sleeve S1 and the idle gear G2o is realized (see FIG. 5), and the clutch C / D is brought into the engaged state. Thereby, a 2-speed power transmission system is established between the input shaft A2 and the output shaft A3, and a 2-speed gear stage is realized.

  As described above, according to the present apparatus, when the EV traveling mode is ON, the position of the moving member M is a position corresponding to the “assumed shift completion position” among the first to third positions in the neutral region. Be controlled. Accordingly, in preparation for the movement of the moving member M to the shift completion position at the time of transition to the EG traveling mode or the HV traveling mode, the moving member M is made to wait in advance at a position in the neutral region corresponding to the “assumed shift completion position”. I can leave. Therefore, the time required for the movement of the moving member M can be shortened. As a result, the time period required for a series of operations from the time when the EV travel mode is shifted to the EG (HV) travel mode to the end of the shift operation can be shortened.

  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, when the EV traveling mode is ON, the position of the moving member M is controlled to a position corresponding to the “assumed shift completion position” among the first to third positions in the neutral region. Specifically, when determining the position of the moving member M when the EV travel mode is ON, the map shown in FIG. 12 is used, but instead, for example, the map shown in FIG. 16 may be used. . In this map, the position of the moving member M is determined only in accordance with the vehicle speed. In this case, the position of the moving member M is determined to be a neutral position corresponding to the shift completion position of the gear position in a direction in which the reduction ratio becomes smaller as the vehicle speed increases.

  Moreover, in the said embodiment, when determining the position of the moving member M at the time of EV driving mode ON, the map shown in FIG. 12 is used, but instead, for example, the map shown in FIG. 17 is used. Also good. In this map, the position of the moving member M is determined to be a neutral position corresponding to “a shift completion position corresponding to a gear stage having the maximum reduction ratio assumed at the current vehicle speed”. That is, the position of the moving member M is controlled based on the vehicle speed and the maximum value of the accelerator opening. According to this, when the EV travel mode is ON, the position of the moving member M is “the shift completion position that is predicted to move when the accelerator opening degree is operated to shift to the EV travel mode OFF”. It is possible to wait in advance at the neutral position corresponding to. Therefore, for example, the time required for the movement of the moving member M can be effectively shortened as compared with the case where the kickdown is executed.

  In addition, in the above-described embodiment, the three types of travel modes of the EV travel mode, the EG travel mode, and the HV travel mode are selectively realized, but the EV travel mode and the EG travel mode are configured. It may be configured so that two types of travel modes can be selectively realized (that is, the HV travel mode cannot be realized).

  T / M ... transmission, E / G ... engine, C / D ... clutch, M / G ... motor generator, M ... moving member, A1 ... output shaft of engine, A2 ... input shaft of transmission, A3 ... transmission Output shaft, ACT1 ... clutch actuator, ACT2 ... transmission actuator, ECU ... electronic control unit

Claims (1)

A vehicle power transmission control device applied to a vehicle having an internal combustion engine (E / G) and an electric motor (M / G) as a power source,
A transmission (T / M) that does not include a torque converter whose speed is selected according to the position of the moving member (M), and that receives power from the output shaft (A1) of the internal combustion engine (E / G). A power transmission system is established between the input shaft (A2), the output shaft (A3) that outputs power to the drive wheels of the vehicle, the input shaft (A2), and the output shaft (A3); A plurality of driving speed stages (1st to 5th speed, R) having different reduction ratios, which are ratios of the rotational speed of the input shaft (A2) to the rotational speed of the output shaft (A3), and the input shaft (A2) And a neutral stage in which no power transmission system is established between the output shaft (A3) and the neutral position when the position of the moving member (M) is in a neutral region extending in the first direction. A stage is realized and the position of the moving member (M) is The plurality of positions outside the neutral area displaced in a direction different from the first direction from a corresponding position among a plurality of different neutral positions (first position, second position, third position) in the neutral area. By moving to a shift completion position corresponding to any one of the travel gears, the corresponding travel gear is selected and realized, and the input shaft (A2) and the A transmission (T / M) in which power is input from the output shaft of the electric motor (M / G) to the output shaft (A3) of the transmission without going through a power transmission system with the output shaft (A3);
A clutch (C / D) interposed between an output shaft (A1) of the internal combustion engine (E / G) and an input shaft (A2) of the transmission (T / M). A clutch (C / D) capable of adjusting the clutch torque which is the maximum value of the torque to be obtained;
A first actuator (ACT1) for adjusting the clutch torque by controlling the clutch (C / D);
A second actuator (ACT2) for controlling a position of the moving member (M) of the transmission (T / M) to change a shift speed realized from the plurality of travel speed stages and the neutral speed stage; ,
Based on the running state of the vehicle, the internal combustion engine drive torque that is the drive torque of the output shaft (A1) of the internal combustion engine (E / G), and the motor drive that is the drive torque of the output shaft of the electric motor (M / G) Control means (ECU) for controlling torque, the first actuator (ACT1), and the second actuator (ACT2);
With
The control means (ECU)
Based on the running state of the vehicle, using only the electric motor driving torque, using the electric motor driving mode, and using only the internal combustion engine driving torque with the clutch torque adjusted to a value greater than zero, or An internal combustion engine traveling mode that travels using both the internal combustion engine driving torque and the electric motor driving torque, and is configured to selectively realize,
The control means (ECU)
In the state in which the internal combustion engine travel mode is selected, the shift speed to be realized is determined based on the current speed of the vehicle and the current operation amount of the acceleration operation member operated by the driver ,
The control means (ECU)
In the state where the electric motor traveling mode is selected, the realized shift speed is maintained at the neutral speed, and the position of the moving member (M) is set to the plurality of neutral positions (first, first, Of the travel gears assumed based on the current speed of the vehicle under the assumption that the internal combustion engine travel mode is selected from among the second and third positions) A power transmission control device for a vehicle configured to control to a position corresponding to a shift completion position of a gear stage having a maximum reduction ratio .

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