JP6236963B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device.

  2. Description of the Related Art Conventionally, a shift control device in which a basic structure is a manual transmission and a shift operation is performed by a shift actuator is known. As shown in Patent Document 1, such a shift control device includes a synchronizer ring for synchronizing the rotation of the idle gear of the next shift stage and the shaft to which it is rotationally connected.

  On the other hand, as shown in Patent Document 2, in a vehicle drive device used in a hybrid vehicle equipped with a motor generator, the motor generator is used for gear shifting, and the idle gear of the next gear stage is rotationally connected. There has been proposed a technique for synchronizing the rotation with the shaft to be synchronized.

JP 2002-139146 A JP 2009-293675 A

  In a configuration including a synchronizer ring as disclosed in Patent Document 1 as a vehicle drive device, when shifting, a shift actuator presses the synchronizer ring against a cone formed on an idler gear, and the synchronizer ring and the cone By utilizing the frictional force between the two gears, the rotation of the idle gear and the shaft to which it is rotationally connected is synchronized. Therefore, a high-output shift actuator is required, resulting in an increase in cost and an increase in mass. In addition, there is a problem that a sliding resistance is always generated between the synchronizer ring and the cone during the running of the vehicle, resulting in a mechanical loss.

  Further, in the technique as disclosed in Patent Document 2, the motor generator is used at the time of shifting to synchronize the idle gear of the next shift stage and the shaft to which it is rotationally connected. Since the rotational torque is not transmitted to the drive wheels, there is a problem that the driver feels deceleration and the drivability of the vehicle is lowered. Therefore, if a dedicated motor generator for synchronizing the rotation of the idle gear of the next gear stage and the shaft to which it is rotationally connected is provided separately from the driving motor generator, drivability can be prevented from being lowered. However, as the motor generator is added, the cost increases and the mass increases.

  The present invention has been made in view of such circumstances, and in a vehicle drive device, a vehicle drive capable of suppressing mechanical loss without increasing costs or increasing mass compared to the conventional one. An object is to provide an apparatus.

According to the first aspect of the present invention, which has been made to solve the above-described problems, a drive shaft to which the rotational torque of the engine is transmitted, an input shaft, and a rotational connection of the drive wheels disposed in parallel with the input shaft. The output shaft, a plurality of idle gears provided on one of the input shaft and the output shaft so as to be free to rotate, and fixed to the other of the input shaft and the output shaft so as not to rotate relative to each other. A plurality of fixed gears respectively meshed with the idler gears, and a shaft on which the plurality of idler gears are provided on the sides of the idler gears are relatively unrotatable and movable in the axial direction of the axis. A plurality of meshing mechanisms provided to engage with the plurality of idle gears so as not to rotate relative to each other and to rotate and connect the plurality of idle gears and the shaft so as to be non-rotatable; and The plurality of bites The fit mechanism, its Re together brought into the idler gear engaged in a relatively non-rotatable manner corresponding, respectively, the plurality of engagement mechanisms, a shift actuator for relatively rotatably disengaged from said idler gear to the corresponding, An automatic transmission including: a clutch provided between the drive shaft and the input shaft; and a clutch that connects and disconnects between the drive shaft and the input shaft ; a clutch actuator that operates the clutch; and the drive wheel. A motor that is rotationally connected and outputs rotational torque to the drive wheel, and the meshing mechanism that is engaged with the idle gear of the current shift stage when performing an upshift from the current shift stage to the next shift stage And the automatic transmission device is brought into a neutral state, and the rotational torque of the engine is reduced to reduce the rotational speed of the input shaft via the clutch. And a difference in rotational speed between the meshing mechanism that engages with the idle gear of the next gear stage and the idle gear of the next gear stage is set based on the rotational speed of the input shaft. The clutch actuator is started to disengage the clutch, and then the shift actuator is operated to engage the idle gear of the next shift stage. have a, an up-shift control unit to engage the idler gear of the gear position of the upshift control unit, in the neutral state, the increase rotational torque of the motor in accordance with the required output torque, the The gist is to set the threshold based on the required output torque .

According to this, the upshift control unit can reduce the rotational speed of the input shaft via the clutch by reducing the rotational torque of the engine so that the rotational speed of the engine is reduced. Therefore, it is possible to synchronize by reducing the difference in rotational speed between the idle gear of the next shift stage and the meshing mechanism provided on the shaft to which the idle gear is rotationally connected. Since the idle gear and the meshing mechanism can be engaged, the synchro mechanism can be omitted. That is, if the idle gear of the next shift stage is rotationally connected and the shaft provided with the meshing mechanism is one of the input shaft and the output shaft, the other of the input shaft and the output shaft is the next shift stage. If the shaft is the input shaft, the rotational speed of the shaft, that is, the rotational speed of the meshing mechanism is the rotational speed of the input shaft, and meshes with the meshing mechanism. The rotational speed of the idle gear of the next gear stage is the product of the rotational speed of the output shaft and the gear ratio of the next gear step. On the other hand, when the shaft is the output shaft, the rotational speed of the shaft, that is, the rotation of the meshing mechanism The speed is the rotational speed of the output shaft. In addition, since the rotational speed of the idle gear of the next gear stage that meshes with the meshing mechanism is the product of the rotational speed of the input shaft and the gear ratio of the next gear stage, as a result, in either case, the input shaft Can be synchronized by reducing the difference in rotational speed between the idle gear of the next gear stage and the meshing mechanism provided on the shaft to which the idle gear is rotationally connected. Thus, the idle gear and the meshing mechanism can be engaged. Therefore, the mechanical loss due to the sliding of the synchro mechanism can be reduced. Further, since a high-output shift actuator for operating the synchro mechanism is not required, the cost of the vehicle drive device can be reduced, and the mass of the vehicle drive device can be further reduced. In this way, it is possible to provide a vehicle drive device that can suppress mechanical loss without increasing costs or increasing mass. In addition, the rotational speed difference between the meshing mechanism that engages with the idle gear of the next gear and the idle gear of the next gear exceeds the threshold set based on the rotational speed of the input shaft. Sometimes, the clutch actuator starts to operate. The rotational speed of the meshing mechanism is the same as the rotational speed of the input shaft, or the rotational speed of the idle gear of the next gear stage is the ratio of the gear ratio of the idle gear of the next gear stage to the rotational speed of the input gear. Therefore, one of the meshing mechanism and the idle gear of the next shift stage depends on the rotational speed of the input shaft. According to this configuration, after the clutch actuator is actuated, the time required to reach the synchronous rotational speed where the rotational speed difference between the meshing mechanism and the idle gear of the next shift stage has a predetermined width, that is, the shift time required for the upshift. The higher the input shaft rotation speed, the greater the rate of decrease (inclination) of the rotation speed. Therefore, the clutch can be disconnected because it can be made uniform regardless of the input shaft rotation speed at the time of starting the clutch actuator. Then, the shift time required for upshifting can be made uniform, and the driver's uncomfortable feeling can be eliminated. As a result, the shift time required for upshifting after the clutch is disengaged can be shortened as the rotational speed of the input shaft is higher than when the threshold is fixed regardless of the rotational speed of the input shaft. it can.
The upshift control unit increases the rotational torque of the motor in accordance with the required output torque in the neutral state. Therefore, it is possible to prevent or suppress deceleration of the vehicle accompanying a decrease in the rotational torque of the engine, and to prevent a decrease in drivability of the vehicle drive device. In addition, when the threshold set based on the required output torque is exceeded, the clutch actuator is started to operate, so that the clutch actuator is operated and then the rotational speed difference between the meshing mechanism and the idle gear of the next gear stage is reached. Since the time required to reach the synchronous rotational speed having a predetermined width increases as the required output torque increases, the rate of increase (inclination) of the rotational speed of one of the meshing mechanism or the idle gear of the next gear stage increases. Since the required output torque can be made uniform regardless of the magnitude of the output torque, the shift time required for upshifting after the clutch is disengaged can be made uniform, and the driver can feel uncomfortable. As a result, compared with the case where the threshold value is fixed regardless of the required output torque, the shift time required for the upshift after the clutch is disconnected can be shortened as the required output torque is larger. This is because the required output torque depends on the rotational speed of the output shaft, and the rotational speed of the meshing mechanism is the same as the rotational speed of the output shaft, or the rotational speed of the idle gear of the next gear stage is One of the configurations in which the rotation speed of the output shaft is the product of the gear ratio of the idle gear of the next gear stage, and therefore the rotation of either the meshing mechanism and the idle gear of the next gear stage It is clear that the speed is derived on the basis of depending on the rotational speed of the output shaft. Furthermore, since the threshold value is set based on the required output torque, the shift time required for upshifting after the clutch is disengaged can be shortened as the required output torque is larger as compared to the case where the threshold value is fixed. Since the motor operating time during upshift control can be shortened, power consumption can also be reduced.

The invention according to claim 2, keep vehicle drive device according to claim 1, wherein the upshift control unit after the neutral state, the transmission torque of the clutch, below the transmission torque at the time of complete engagement and summarized as reducing the rotation torque of the engine which has low Do to regulations transmission torque is possible transmitted torque transmitted to the input shaft.

  According to this, after the neutral state of the automatic transmission, the upshift control unit can transmit the reduced torque of the engine to the input shaft, with the transmission torque of the clutch being lower than the transmission torque during full engagement. The rotation of the input shaft is decelerated by reducing the transmission torque to the specified transmission torque. Thereby, it is possible to shorten the clutch disengagement time as compared to disengaging the clutch from the fully engaged state. For this reason, when the idle gear of the next gear stage is rotationally connected to the shaft on which the gear is provided, the rotational speed of the input shaft due to the operation delay by the clutch actuator is greatly reduced from the synchronous rotational speed. Can be prevented. For this reason, the idle gear of the next shift stage can be reliably connected to the shaft on which the idle gear is provided, and the meshing mechanism and the idle gear caused by the rotational speed difference between the mesh mechanism and the idle gear are ensured. The shock at the time of gear engagement can be reduced, and the occurrence of shift shock and abnormal noise of the vehicle drive device accompanying upshifting can be reduced.

According to a third aspect of the present invention, in the vehicle drive device according to the first or second aspect , the upshift control unit reduces the rotational torque of the engine by cutting the fuel to the engine. The gist.

  According to this, the upshift control unit reduces the rotational torque of the engine by cutting fuel to the engine. Thus, the engine torque can be quickly reduced by the engine friction torque generated in the negative direction due to the fuel cut. For this reason, the meshing mechanism can be quickly moved in the axial direction with respect to the shaft on which the meshing mechanism is provided, and the meshing mechanism can be quickly detached from the idler gear. In addition, the rotational speed of the input shaft can be quickly reduced, and the idle gear of the next shift stage and the meshing mechanism corresponding thereto can be synchronized so that the gear can be shifted up. The shift time can be shortened.

It is explanatory drawing which shows the vehicle by which the vehicle drive device of this embodiment and the said vehicle drive device are mounted. It is a flowchart of the shift control which is a control program performed by TM-ECU of FIG. It is a flowchart of the shift control which is a control program performed by TM-ECU of FIG. It is a flowchart of the neutral process which is a control program performed by TM-ECU of FIG. In the upshift, the passage of time, motor generator rotation speed, input shaft rotation speed, engine rotation speed, clutch clutch torque, engine torque, motor generator torque, required shift speed, actual shift speed, engine state, It is a time chart showing the relationship with a clutch state. In the downshift, the passage of time, motor generator rotation speed, input shaft rotation speed, engine rotation speed, clutch clutch torque, engine torque, motor generator torque, required shift speed, actual shift speed, engine state, It is a time chart showing the relationship with a clutch state. It is a perspective view of a meshing mechanism. It is sectional drawing of a meshing mechanism. It is a perspective view of the hub and sleeve which comprise a meshing mechanism. It is explanatory drawing showing "learning torque memory data" which memorize | stored the gear stage and learning torque. FIG. 7 is a graph showing the relationship between engine torque Te and elapsed time, and is an enlarged view of FIGS. 5 and 6 when a sleeve is detached. It is explanatory drawing which shows an example of the threshold value of the control map in the control program performed by TM-ECU of FIG. It is the elements on larger scale of the time chart shown in FIG. It is explanatory drawing which shows the change characteristic of a rotational speed.

(Structure of vehicle drive device)
Hereinafter, embodiments of the present invention will be described with reference to the drawings. A hybrid vehicle (hereinafter simply referred to as a vehicle) on which the vehicle drive device 100 of the present embodiment is mounted is a vehicle that drives the drive wheels Wl and Wr by torque output from the engine EG and the motor generator MG.

  As shown in FIG. 1, the vehicle drive device 100 of the present embodiment includes an engine EG, a motor generator MG, a clutch C, a transmission TM (hereinafter abbreviated as TM), an inverter INV, a battery BT, a hybrid ECU 11, an engine ECU 12, A transmission ECU 13 (hereinafter abbreviated as TM-ECU 13), a motor generator ECU 14, a battery ECU 15, a speed reducer 80, and an accelerator pedal 95 are included. Here, although hybrid ECU11, engine ECU12, and TM-ECU13 are demonstrated as separate bodies, it is not limited to this, and hybrid ECU11, engine ECU12, TM-ECU13, motor generator ECU14, and battery ECU15 are integrated. There is no problem even if it exists.

  The engine EG is a gasoline engine or a diesel engine that uses a hydrocarbon fuel such as gasoline or light oil, and outputs torque. The engine EG has a drive shaft EG-1, a fuel injection device EG-2, and a throttle valve EG-3.

  The fuel injection device EG-2 and the throttle valve EG-3 are communicably connected to the engine ECU 12 and controlled by the engine ECU 12. An engine rotation speed sensor EG-4 that detects the rotation speed of the drive shaft EG-1, that is, the engine rotation speed Ne, is provided in the vicinity of the drive shaft EG-1. The engine rotation speed sensor EG-4 is communicably connected to the engine ECU 12 and outputs the detected engine rotation speed to the engine ECU 12.

  The drive shaft EG-1 rotates integrally with a crankshaft that is driven to rotate by a piston. Thus, the engine EG outputs the engine torque Te to the drive shaft EG-1, and drives the drive wheels Wl and Wr. When engine EG is a gasoline engine, the cylinder head of engine EG is provided with an ignition device (not shown) for igniting the air-fuel mixture in the cylinder.

  The throttle valve EG-3 is provided in the middle of a path for taking air into the cylinder of the engine EG. The throttle valve EG-3 adjusts the amount of air (air mixture) taken into the cylinder of the engine EG. The fuel injection device EG-2 is provided in the middle of a path for taking air into the engine EG or in the cylinder head of the engine EG. The fuel injection device EG-2 is a device that injects fuel such as gasoline or light oil.

  The accelerator pedal 95 variably operates the driving force output from the vehicle drive device 100. The accelerator pedal 95 is provided with an accelerator sensor 96 that detects an accelerator opening degree Ac that is an operation amount of the accelerator pedal 95. The accelerator sensor 96 is communicably connected to the hybrid ECU 11.

  The clutch C is provided between the drive shaft EG-1 and the TM input shaft 31, and connects and disconnects the drive shaft EG-1 and the input shaft 31. The clutch between the drive shaft EG-1 and the input shaft 31 is connected to the clutch C. Any type of clutch capable of electronically controlling the torque Tc. In the present embodiment, the clutch C is a dry single-plate normally closed clutch, and includes a flywheel 21, a clutch disk 22, a clutch cover 23, a pressure plate 24, and a diaphragm spring 25.

  The flywheel 21 is a disk having a predetermined mass, is connected to the drive shaft EG-1, and rotates integrally with the drive shaft EG-1. The clutch disk 22 has a disk shape with a friction member 22a provided on the outer edge thereof, and faces the flywheel 21 so as to be detachable. The clutch disk 22 is connected to the input shaft 31 and rotates integrally with the input shaft 31.

  The clutch cover 23 is connected to the outer edge of the flywheel 21 and is provided radially inward from the cylindrical portion 23a provided on the outer peripheral side of the clutch disc 22 and the end of the cylindrical portion 23a opposite to the connection portion with the flywheel 21. The ring-shaped side peripheral wall 23b extends. The pressure plate 24 has an annular plate shape, and is disposed so as to face the clutch disk 22 on the side opposite to the face facing the flywheel 21 so as to be detachable.

  The diaphragm spring 25 is a kind of so-called disc spring, and a diaphragm that is inclined in the thickness direction is formed. A radially intermediate portion of the diaphragm spring 25 is in contact with an inner edge of the side peripheral wall 23 b of the clutch cover 23, and an outer edge of the diaphragm spring 25 is in contact with the pressure plate 24. The diaphragm spring 25 presses the clutch disk 22 against the flywheel 21 via the pressure plate 24. In this state, the friction member 22 a of the clutch disk 22 is pressed by the flywheel 21 and the pressure plate 24, and the clutch disk 22 and the flywheel 21 rotate integrally by the frictional force between the friction member 22 a and the flywheel 21 and the pressure plate 24. Then, the drive shaft EG-1 and the input shaft 31 are connected.

  The clutch actuator 29 is driven and controlled by the TM-ECU 13, and presses or releases the inner edge of the diaphragm spring 25 toward the flywheel 21 to make the clutch torque Tc variable. The clutch actuator 29 includes an electric type and a hydraulic type. When the clutch actuator 29 presses the inner edge of the diaphragm spring 25 toward the flywheel 21, the diaphragm spring 25 is deformed and the outer edge of the diaphragm spring 25 is deformed in a direction away from the flywheel 21. Then, due to the deformation of the diaphragm spring 25, the pressing force with which the flywheel 21 and the pressure plate 24 press the clutch disk 22 gradually decreases, and the clutch torque Tc between the clutch disk 22 and the flywheel 21 also gradually decreases. The drive shaft EG-1 and the input shaft 31 are cut. In this manner, the TM-ECU 13 arbitrarily varies the clutch torque Tc between the clutch disk 22 and the flywheel 21 by driving the clutch actuator 29.

  TM is a gear mechanism type transmission that changes the torque from the engine EG at a gear ratio of a plurality of gears and outputs it to the differential DF. The TM of the present embodiment is a dog clutch type transmission that does not have a synchronization mechanism such as a synchronizer ring and has first to third sleeves 112 to 132 described later.

  TM includes an input shaft 31, an output shaft 32, a first drive gear 41, a second drive gear 42, a third drive gear 43, a fourth drive gear 44, a fifth drive gear 45, a first driven gear 51, and a second driven gear 52. And a third driven gear 53, a fourth driven gear 54, a fifth driven gear 55, an output gear 56, a first meshing mechanism 110, a second meshing mechanism 120, and a third meshing mechanism 130.

  The input shaft 31 is a shaft to which torque from the engine EG is input, and rotates integrally with the clutch disk 22 of the clutch C. The output shaft 32 is disposed in parallel with the input shaft 31. The input shaft 31 and the output shaft 32 are rotatably supported by a TM housing (not shown).

  The first drive gear 41 and the second drive gear 42 are fixed gears fixed to the input shaft 31 so as not to be relatively rotatable. The third drive gear 43, the fourth drive gear 44, and the fifth drive gear 45 are idle gears that are provided so as to be rotatable relative to the input shaft 31 (can be freely rotated). This is the product of the rotational speed No and the gear ratio of the driven gears 53, 54, 55 that mesh with each other.

  The first driven gear 51 and the second driven gear 52 are idle gears attached to the output shaft 32 so as to be relatively rotatable (freely rotatable), and the respective rotation speeds thereof mesh with the rotation speed Ni of the input shaft 31. This is the product of the gear ratio of the drive gears 41 and 42. The third driven gear 53, the fourth driven gear 54, the fifth driven gear 55, and the output gear 56 are fixed gears fixed to the output shaft 32 so as not to be relatively rotatable.

  The first drive gear 41 and the first driven gear 51 are gears that mesh with each other and constitute the first gear. The second drive gear 42 and the second driven gear 52 are gears that mesh with each other to form a second gear. The third drive gear 43 and the third driven gear 53 are gears that mesh with each other and constitute a third gear. The fourth drive gear 44 and the fourth driven gear 54 are gears that mesh with each other and constitute a fourth speed stage. The fifth drive gear 45 and the fifth driven gear 55 are gears that mesh with each other and constitute a fifth gear.

  The gear diameter increases in the order of the first drive gear 41, the second drive gear 42, the third drive gear 43, the fourth drive gear 44, and the fifth drive gear 45. The gear diameter decreases in the order of the first driven gear 51, the second driven gear 52, the third driven gear 53, the fourth driven gear 54, and the fifth driven gear 55.

  An input shaft rotational speed sensor 91 for detecting the rotational speed Ni of the input shaft 31 is provided in the vicinity of the input shaft 31 or in the vicinity of the first drive gear 41 and the second drive gear 42. An output shaft rotational speed sensor 92 for detecting the rotational speed No of the output shaft 32 is provided in the vicinity of the output shaft 32 or in the vicinity of the third driven gear 53, the fourth driven gear 54, and the fifth driven gear 55. Yes. The input shaft rotational speed sensor 91 and the output shaft rotational speed sensor 92 are communicably connected to the TM-ECU 13 and output detection signals to the TM-ECU 13.

  The output shaft 32 is a shaft that outputs the torque input to the TM to the differential DF. The output gear 56 meshes with the ring gear DF-1 of the differential DF, and outputs the torque input to the output shaft 32 to the differential DF.

  The first meshing mechanism 110 selects the first driven gear 51 or the second driven gear 52 and connects it to the output shaft 32 so as not to be relatively rotatable. Therefore, the rotation speed of the first meshing mechanism 110 is the same as the rotation speed No of the output shaft 32. The first meshing mechanism 110 is disposed between the first driven gear 51 and the second driven gear 52. As shown in FIGS. 7 and 8, the first meshing mechanism 110 includes a first hub 111, a first sleeve 112, a first fork member 113, and a first shift actuator 114.

  The first hub 111 is fixed to the output shaft 32 so as not to rotate relative to the first driven gear 51 and the second driven gear 52. As shown in FIG. 9, external teeth 111 a are formed on the outer periphery of the first hub 111. The first sleeve 112 has an annular shape. Inner teeth 112 a are formed on the inner periphery of the first sleeve 112. The outer teeth 111 a and the inner teeth 112 a are fitted, and the first sleeve 112 is disposed so as not to rotate with respect to the first hub 111 and to be movable in the axial direction of the output shaft 32.

  As shown in FIG. 8, dog teeth 51 a are formed on the side surface of the first driven gear 51 that faces the first hub 111. As shown in FIGS. 8 and 9, dog teeth 52 a are formed on the side surface of the second driven gear 52 that faces the first hub 111.

  When the first sleeve 112 is moved to the first driven gear 51 side, the inner teeth 112a and the dog teeth 51a are fitted, and the first driven gear 51 is connected to the output shaft 32 so as not to be relatively rotatable. On the other hand, if the first sleeve 112 is moved to the second driven gear 52 side, the inner teeth 112a and the dog teeth 52a are fitted, and the second driven gear 52 is connected to the output shaft 32 so as not to be relatively rotatable.

  As shown in FIGS. 7 and 8, the first fork member 113 includes a shaft 113a and a fork 113b. The fork 113b is engaged with an engaging portion 112b formed as a recess in the outer peripheral portion of the first sleeve 112.

  The first shift actuator 114 moves the first sleeve 112 to the first driven gear 51 side or the second driven gear 52 side via the fork member 113, and the first neutral between the first driven gear 51 and the second driven gear 52. Servo motor that moves to a position. In the present embodiment, the rotating shaft 114a or the member connected to the rotating shaft 114a is screwed with the shaft 113a or a member connected to the shaft 113a. When the rotating shaft 114a rotates, the shaft 113a moves in the axial direction. The first shift actuator 114 is driven and controlled by the TM-ECU 13.

  When the first shift actuator 114 moves the first sleeve 112 to the first driven gear 51 side, the first driven gear 51 is connected to the output shaft 32 through the first sleeve 112 so as not to be capable of phase rotation. It is formed. When the first shift actuator 114 moves the first sleeve 112 to the second driven gear 52 side, the second driven gear 52 is connected to the output shaft 32 through the first sleeve 112 so as not to be capable of phase rotation. It is formed. When the first shift actuator 114 moves the first sleeve 112 to the first neutral position, both the first driven gear 51 and the second driven gear 52 are in a neutral state in which they can rotate relative to the output shaft 32. .

  The second meshing mechanism 120 selects the third drive gear 43 or the fourth drive gear 44 and connects it to the input shaft 31 so as not to be relatively rotatable. Therefore, the rotation speed of the second meshing mechanism 130 is the same as the rotation speed Ni of the input shaft 31. The second meshing mechanism 120 has the same structure as the first meshing mechanism 110 described above. The second meshing mechanism 120 includes a second hub 121, a second sleeve 122, a second fork member 123 (not shown), and a second shift actuator 124 (not shown).

  The second hub 121 is fixed to the input shaft 31 between the third drive gear 43 and the fourth drive gear 44 so as not to be relatively rotatable. In other words, the second hub 121 is disposed on the side of the third drive gear 43 and the fourth drive gear 44.

  The second sleeve 122 is provided so as not to rotate relative to the second hub 121 and to be movable in the axial direction of the input shaft 31. The second sleeve 122 is engaged with and disengaged from the third drive gear 43 and the fourth drive gear 44.

  The second shift actuator 124 is driven and controlled by the TM-ECU 13, and moves the second sleeve 122 to the third drive gear 43 side or the fourth drive gear 44 side via the second fork member 123. It is moved to a second neutral position between the drive gear 43 and the fourth drive gear 44. When the second shift actuator 124 moves the second sleeve 122 toward the third drive gear 43, the third drive gear 43 is connected to the input shaft 31 through the second sleeve 122 so as not to rotate relative to the third drive gear 43. A step is formed. When the second shift actuator 124 moves the second sleeve 122 toward the fourth drive gear 44, the fourth drive gear 44 is connected to the input shaft 31 through the second sleeve 122 so as not to rotate relative to the fourth drive gear 44. A step is formed. When the second shift actuator 124 moves the second sleeve 122 to the second neutral position, the neutral state in which both the third drive gear 43 and the fourth drive gear 44 can rotate relative to the input shaft 31 is achieved. It becomes.

  The third meshing mechanism 130 selects the fifth drive gear 45 and connects it to the input shaft 31 so as not to be relatively rotatable. Therefore, the rotation speed of the third meshing mechanism 130 is the same as the rotation speed Ni of the input shaft 31. The third meshing mechanism 130 has the same structure as the first meshing mechanism 110 described above. The third meshing mechanism 130 includes a third hub 131, a third sleeve 132, a third fork member 133 (not shown), and a third shift actuator 134 (not shown).

  The third hub 131 is fixed to the input shaft 31 on the side of the fifth drive gear 45 so as not to be relatively rotatable. The third sleeve 132 is provided so as not to rotate relative to the third hub 131 and to be movable in the axial direction of the input shaft 31. The third sleeve 132 is engaged with and disengaged from the fifth drive gear 45.

  The third shift actuator 134 is driven and controlled by the TM-ECU 13 and moves the third sleeve 132 to the fifth drive gear 45 side via the third fork member 133 and is separated from the fifth drive gear 45. Move to three neutral positions. When the third shift actuator 134 moves the third sleeve 132 to the fifth drive gear 45 side, the fifth drive gear 45 is connected to the input shaft 31 through the third sleeve 132 so as not to be capable of phase rotation. A step is formed. When the third shift actuator 134 moves the third sleeve 132 to the third neutral position, the fifth drive gear 45 enters a neutral state in which the fifth drive gear 45 can rotate relative to the input shaft 31.

  The differential DF is a device that differentially transmits torque input from at least one of the TM output shaft 32 and the motor generator MG to the drive wheels Wl and Wr. The differential DF has a ring gear DF-1 that meshes with the output gear 56 and the drive gear 83. With such a structure, the output shaft 32 is rotationally connected to the drive wheels Wl and Wr.

  The reducer 80 decelerates the torque of the motor generator MG and outputs it to the differential DF. The speed reducer 80 includes a rotating shaft 81, a driven gear 82, and a drive gear 83. A driven gear 82 and a drive gear 83 are attached to the rotating shaft 81. The rotating shaft 81 is rotatably supported by the housing. Driven gear 82 meshes with drive gear MG-1 rotated by motor generator MG. The gear diameter of the driven gear 82 is larger than the gear diameter of the drive gear 83. The drive gear 83 meshes with the ring gear DF-1 of the differential DF.

  The motor generator MG operates as a motor that applies torque to the drive wheels Wl and Wr, and also operates as a generator that converts kinetic energy of the vehicle into electric power. Motor generator MG includes a stator (not shown) fixed to a case (not shown) and a rotor (not shown) rotatably provided on the inner peripheral side of the stator.

  Inverter INV is electrically connected to the stator of motor generator MG and battery BT. Inverter INV is connected to motor generator ECU 14 so as to be communicable. The inverter INV boosts the DC current supplied from the battery BT based on a control signal from the motor generator ECU 14 and converts the DC current into an AC current, which is then supplied to the stator to generate torque by the motor generator. It functions as a motor. The inverter INV causes the motor generator MG to function as a generator based on a control signal from the motor generator ECU 14, converts the AC current generated by the motor generator MG into a DC current, and lowers the voltage. The battery BT is charged.

  The battery BT is a rechargeable secondary battery. The battery BT is connected to the inverter INV. Battery BT is communicably connected to battery ECU 15.

  The hybrid ECU 11 calculates the “request output torque Td” requested by the driver based on the accelerator opening degree Ac of the accelerator sensor 96 based on the operation of the accelerator pedal 95 of the driver. The hybrid ECU 11 calculates a “request motor torque” and a request engine torque Ter based on the “request output torque Td”.

  The engine ECU 12 is an electronic control device that controls the engine EG. The TM-ECU 13 is an electronic control device that controls the TM. The TM-ECU 13 includes “storage units” such as an input / output interface, a CPU, a RAM, a ROM, and a non-volatile memory connected to each other via a bus. The CPU executes a program corresponding to the flowcharts shown in FIGS. The RAM temporarily stores variables necessary for executing the program, and the “storage unit” stores the program and “learning torque storage data” shown in FIG. The TM-ECU 13 can detect the strokes of the sleeves 112 to 132 (the fork members 113 to 133) based on detection signals from the shift actuators 114 to 134.

  Based on the required engine torque Ter, the engine ECU 12 adjusts the opening S of the throttle valve EG-3, adjusts the intake air amount, adjusts the fuel injection amount of the fuel injection device EG-2, and controls the ignition device. To do.

  Thereby, the supply amount of the air-fuel mixture containing fuel is adjusted, the engine torque Te output from the engine 2 is adjusted to the required engine torque Ter, and the engine rotation speed Ne is adjusted. When the accelerator pedal 95 is not depressed (accelerator opening Ac = 0), the engine rotation speed Ne is maintained at an idling rotation speed (for example, 700 rpm).

  The engine ECU 12 detects the engine speed Ne detected by the engine speed sensor EG-4, the intake air temperature from the intake air temperature sensor (not shown), the intake air pressure from the intake pressure sensor (not shown), and the intake air flow sensor (not shown). The engine torque Te actually output from the engine EG is calculated based on the intake air flow rate from the engine and the fuel injection amount injected by the fuel injection device EG-2.

The motor generator ECU 14 is an electronic control device that controls the inverter INV. The battery ECU 15 is an electronic control device that manages the state of the battery BT such as the charge / discharge state and the temperature state of the battery BT. The hybrid ECU 11 is a host electronic control device that performs overall control of vehicle travel. The hybrid ECU 11, the engine ECU 12, the TM-ECU 13, the motor generator ECU 14, and the battery ECU 15 can communicate with each other via a CAN (Controller Area Network).

(Shift control)
Next, the shift control executed by the TM-ECU 13 will be described with reference to the flowcharts of FIGS. 2, 3, and 4 and the time charts of FIGS. 5, 6, and 13. When the vehicle is ready to travel, if the TM-ECU 13 determines in S1 that a “shift request” has been received from the hybrid ECU 11 (S1: YES), the program proceeds to S2, and the “shift request” is issued. If it is determined that it has not been received (S1: NO), the process of S1 is repeated.

  Note that the hybrid ECU 11 determines that the vehicle running state, which is composed of the throttle opening and the vehicle speed, has exceeded a shift line that represents the relationship between the throttle opening and the speed, or the driver does not illustrate it. When the shift lever is operated, a “shift request” is output to the TM-ECU 13.

  If the TM-ECU 13 determines in S2 that the received “shift request” is an upshift (S2: YES) (T1 in FIG. 5), the program proceeds to S3, and the received “shift request” If it is determined that the shift is a downshift (S2: NO) (T1 in FIG. 6), the program proceeds to S30.

  In S3, the TM-ECU 13 starts “neutral processing”. This “neutral process” is a process of making the TM neutral while reducing the engine torque Te, and will be described later in detail with reference to the flowchart shown in FIG.

  The TM-ECU 13 stops the fuel injection in the fuel injection device EG-2 by stopping the engine EG by outputting a control signal to the engine ECU 12 in S4 (FIG. 5, T4), and in S14, the motor Control for increasing the motor torque Tm of the motor generator MG is started by outputting a control signal to the generator ECU 14 (d in FIG. 5). Then, as shown in FIG. 5c, the rotational torque in the positive direction of the engine EG decreases, and the rotational torque of the engine EG changes from positive to negative. Since the clutch C is in the engaged state, a negative torque, which is the friction torque of the engine EG, is input to the input shaft 31 via the clutch C. As shown in FIG. The speed Ne and the input shaft rotation speed Ni are reduced. The motor torque Tm is controlled so as to complement the decrease in the engine torque Te input to the ring gear of the differential DF in consideration of the acceleration / deceleration of the vehicle. When S14 ends, the program proceeds to S15.

In S15, simultaneously with S4 and S14, the TM-ECU 13 drives the clutch actuator 29 so that the clutch torque Tc is lower than the transmission torque at the time of complete engagement, and the reduced engine rotational torque Te is input shaft. The torque is reduced to a regulation transmission torque that is a transmission torque that can be transmitted to 31 (f, T5 in FIG. 5), and the clutch C is brought into a so-called half-clutch state.

  In S16, when the TM-ECU 13 determines that the TM is in the neutral state (S16: YES) (T4 in FIG. 5), the TM-ECU 13 determines that the TM is not in the neutral state (S16: NO). ) And S16 are repeated.

  When TM is in the neutral state, none of the idle gears 51, 52, 43, 44, 45 is rotationally connected to the input shaft 31 and the output shaft 32, so the rotational moment of the member that rotates integrally with the input shaft 31 is The rotational moment of the input shaft 31, drive gears 41 and 42, hubs 121 and 131, sleeves 122 and 132, clutch disk 22, etc. For this reason, even if the clutch C is in a half-clutch state, the clutch C hardly slips, and the drive shaft EG-1 and the input shaft 31 rotate integrally, and the input shaft is reliably connected as the engine rotational speed Ne decreases. The rotational speed Ni of 31 decreases.

  In S <b> 18, the TM-ECU 13 sets a threshold value in which the rotational speed difference between the meshing mechanism that engages with the idle gear of the next gear stage and the idle gear of the next gear stage is set based on the rotational speed of the input shaft 31. If it is determined that the state exceeds D (S18: YES) (T6 in FIG. 5), the program proceeds to S19, and if it is determined that the state does not exceed threshold D (S18: NO) , S18 is repeated.

Specifically, the threshold value D is as shown in the control map of FIG. This control map is used when, for example, upshifting to the fourth speed as the next shift stage, the fourth drive gear 44 corresponds to the idle gear of the next shift stage, and the meshing mechanism includes second engagement mechanism 120 is applicable, therefore, the rotational speed of the rotational speed Ni becomes the input shaft 31 of the second engagement mechanism 120, also the rotational speed of the fourth drive gear 44, together with the rotational speed No of the output shaft 32 This is the product Ng of the gear ratio Rt with the meshed fourth driven gear 54 .

As shown in the control map of FIG. 12, the threshold value D in the rotational speed difference Ni-Ng between the input shaft 31 and the fourth drive gear 44 is the value of the input shaft 31 when TM is in the neutral state (T4 in FIG. 5). It is set based on the rotational speed Ni, and is set to increase as the rotational speed Ni of the input shaft 31 increases. In addition, the state where the rotational speed difference Ni−Ng at the rotational speed Ni of the input shaft 31 exceeds the threshold value D indicates that the rotational speed difference Ni−Ng is below the threshold value D. A characteristic Ni1 shown in FIG. 14 indicates a change in the rotational speed of the input shaft 31 when the rotational speed Ni of the input shaft 31 is high when TM is in a neutral state (T4 in FIG. 5). A characteristic Ni2 indicates a change in the rotational speed of the input shaft 31 when the rotational speed Ni of the input shaft 31 is low when TM is in a neutral state (T4 in FIG. 5).

  Specifically, as shown in FIG. 14, the threshold value D is indicated by the threshold value D1 in the case of the characteristic Ni1, and becomes the threshold value D2 in the case of the characteristic Ni2, and the threshold value D1 is set larger than the threshold value D2. Yes.

  As shown in FIG. 13, when the threshold value D is exceeded (T6 in FIG. 13), the operation of the clutch actuator 29 is started. Therefore, after the clutch actuator 29 is operated, the rotational speed difference Ni−Ng between the rotational speed Ni of the input shaft 31 provided with the meshing mechanism and the rotational speed Ng of the idle gear 44 of the next shift stage is a predetermined width. The shift time (T6 to T7 in FIG. 5 and FIG. 13) required to start the operation of the shift actuator for upshifting, that is, the time to reach the synchronous rotational speed (to be described in detail later) becomes Since the lowering rate (inclination) of the rotational speed Ni is greater as the rotational speed Ni is higher, the rotational speed Ni can be equalized regardless of the rotational speed Ni of the input shaft 31 at the time when the TM enters the neutral state (T4 in FIG. 5).

  The reason will be described below with reference to FIG. The timing at which the rotational speed difference Ni−Ng between the rotational speed Ni of the input shaft 31 provided with the meshing mechanism and the rotational speed Ng of the idle gear 44 of the next shift stage becomes a synchronous rotational speed having a predetermined width is a characteristic. Ni1 is indicated by point P1, and characteristic Ni2 is indicated by point P2. Further, the time from when the clutch actuator 29 is operated, that is, when the threshold value D is exceeded to the point P1 or P2 is indicated by Ts1 in the case of the characteristic Ni1, and is indicated by Ts2 in the case of the characteristic Ni2. And Ts2 are clear from the fact that the time length is the same. Along with this, the time from when the clutch C is disengaged until the synchronous rotational speed is reached, that is, the shift time required for the upshift can be made uniform, and the driver can feel uncomfortable. As a result, as the rotational speed Ni of the input shaft 31 is higher than when the threshold value D is fixed regardless of the rotational speed Ni of the input shaft 31, the shift required for the upshift after the clutch C is disengaged. Time can be shortened. Note that T6a in FIG. 13 indicates the timing at which the clutch C has completely disengaged.

As in the control map shown in FIG. 12, the threshold value D in the rotational speed difference Ni-Ng between the input shaft 31 and the fourth drive gear 44 is also a requirement when TM is in a neutral state (T4 in FIG. 5). It is set based on the output torque Td, and is set to be larger as the required output torque Td is larger. A characteristic Ng1 shown in FIG. 14 shows a change in the rotational speed of the idle gear 44 when the required output torque Td is large when TM is in a neutral state (T4 in FIG. 5). Further, characteristics Ng2 represents a change in the rotational speed of the idler gear 44 when TM is less required output torque Td when became neutral state (T4 in Fig. 5).

As shown in FIG. 13, when the threshold value D set based on the required output torque Td is exceeded (T6 in FIG. 13), the operation of the clutch actuator 29 is started. Therefore, after the clutch actuator 29 is operated, the rotational speed difference Ni−Ng between the rotational speed Ni of the input shaft 31 provided with the meshing mechanism and the rotational speed Ng of the idle gear 44 of the next shift stage is a predetermined width. The shift time required to start the operation of the upshift shift actuator (T6 to T7 in FIG. 5 and FIG. 13) is as the required output torque Td increases. When the rotational speed Ng (the product of the gear ratio Rt of the fourth driven gear 54 that meshes with the rotational speed No of the output shaft 32) is large (inclination), the TM is in the neutral state (T4 in FIG. 5). Can be made uniform regardless of the magnitude of the required output torque Td.

  The reason will be described below with reference to FIG. The timing at which the rotational speed difference Ni−Ng between the rotational speed Ni of the input shaft 31 provided with the meshing mechanism and the rotational speed Ng of the idle gear 44 of the next shift stage becomes a synchronous rotational speed having a predetermined width is a characteristic. Ng1 is indicated by point P1, and characteristic Ng2 is indicated by point P2. Further, the time from when the clutch actuator 29 is operated, that is, when the threshold value D is exceeded to the point P1 or the point P2 is indicated by Ts1 in the case of the characteristic Ng1, and is indicated by Ts2 in the case of the characteristic Ng2. And Ts2 are clear from the fact that the time length is the same. Along with this, the time from when the clutch C is disengaged until the synchronous rotational speed is reached, that is, the shift time required for the upshift can be made uniform, and the driver can feel uncomfortable. As a result, as compared with the case where the threshold value D is fixed regardless of the required output torque Td, the shift time required for the upshift after the clutch C is disconnected can be shortened as the required output torque Td is larger. it can. This is because the required output torque Td corresponds to the rotational speed No of the output shaft 32, and the rotational speed of the meshing mechanism is the same as the rotational speed No of the output shaft 32, or the idle gear of the next gear stage. The rotation speed Ng of the output shaft 32 is either the product of the rotation speed No of the output shaft 32 and the gear ratio Rt of the idle gear of the next shift stage. Therefore, the meshing mechanism and the next shift stage It is clear that one of the idle gears is guided based on the response to the rotational speed No of the output shaft 32.

  In addition, regarding the explanation that the time Ts1 and the time Ts2 for the threshold values D1 and D2 are the same, the case where the characteristics Ni1, Ni2, Ng1, and Ng2 are changed is used for convenience of explanation, but the characteristics Ng1 and the characteristics are used. It is clear that the time Ts1 and the time Ts2 are made equal by changing the thresholds D1 and D2 in the characteristics Ni1 and Ni2 with the same Ng2, and the characteristics Ni1 and Ni2 As the same, it is also clear that the time Ts1 and the time Ts2 become the same by changing the threshold values D1 and D2 in the characteristics Ng1 and the characteristics Ng2.

  In S19, the TM-ECU 13 drives the clutch actuator 29 to set the clutch torque Tc to 0 (g in FIG. 5), and starts control for disengaging the clutch C. When S19 ends, the program proceeds to S20.

  In S20, when the TM-ECU 13 determines that the clutch torque Tc becomes 0 and the clutch C is in the disengaged state based on the detection signal from the clutch actuator 29 (S20: YES), the program proceeds to S21. If it is determined that the clutch C is not disengaged (S20: NO), the process of S20 is repeated.

  If the TM-ECU 13 determines in S21 that the rotational speed Ni of the input shaft 31 has decreased to “synchronous rotational speed” based on the detection signal from the input shaft rotational speed sensor 91 (S21: YES) ( When the program proceeds to S22 in FIG. 5 and it is determined that the rotation speed of the input shaft 31 has not decreased to “synchronous rotation speed” (S21: NO), the process of S21 is repeated.

  The “synchronous rotational speed” is defined by the difference between the rotational speeds of the idle gears 52, 43, 44, and 45 of the next shift stage and the input shaft 31 or the output shaft 32 to which the rotational gears are rotationally connected. This is the rotational speed of the input shaft 31 within the range of “allowable rotational speed difference”. Specifically, the “synchronous rotational speed” is the rotational speed Ng of the third to fifth drive gears 43 to 45 and the rotational speed Ni of the input shaft 31 in the case of upshifting to the third speed, the fourth speed, and the fifth speed. Is the rotational speed Ni of the input shaft 31 in a state where the drive gears 43, 44, 45 and the input shaft 31 are almost synchronized with each other. In the case of upshifting to the second speed, the rotational speed difference Ng−No between the rotational speed Ng of the second driven gear 52 and the rotational speed No of the output shaft 32 is within the range of “allowable rotational speed difference”. This is the rotational speed Ni of the input shaft 31 in a state where the two driven gear 52 and the output shaft 32 are almost synchronized.

  “Allowable rotational speed difference” means that even if there is a rotational speed difference between the third and fourth drive gears 43 and 44 and the input shaft 31, the second sleeve 122 is connected to the third and fourth drive gears 43 and 44. The third sleeve 132 is engaged with the fifth drive gear 45 even if there is a difference in rotational speed between the fifth drive gear 45 and the input shaft 31. This is the rotational speed difference that can be combined. Alternatively, even if there is a rotational speed difference between the second driven gear 52 and the output shaft 32, the rotational speed difference allows the first sleeve 112 to be engaged with the second driven gear 52. The “synchronous rotational speed” is calculated by the TM-ECU 13 based on detection signals from the input shaft rotational speed sensor 91 and the output shaft rotational speed sensor 92.

  In S22, the TM-ECU 13 drives the shift actuator corresponding to the up-side next shift stage, and moves any of the first to third sleeves 112 to 132 of the shift stage to form the next shift stage. Start an upshift. When S22 ends, the program proceeds to S23.

  If the TM-ECU 13 determines in S23 that the upshift has been completed based on the signal output from the shift actuator (S23: YES) (T8 in FIG. 5), the program proceeds to S24 and the upshift is performed. Is determined not to be completed (S23: NO), the process of S23 is repeated.

  In S24, the TM-ECU 13 starts the control to gradually increase the clutch torque Tc by driving the clutch actuator 29 until the clutch torque Tc becomes the transmission torque at the time of complete engagement (h in FIG. 5). .

  In S25, simultaneously with S24, the TM-ECU 13 outputs a control signal to the engine ECU 12, starts the engine EG, and returns the engine torque Te to the required engine torque Ter calculated based on the accelerator opening Ac. Control is started (i in FIG. 5). As a result, the engine torque Te increases.

  In S26, simultaneously with S24 and S25, the TM-ECU 13 outputs a control signal to the motor generator ECU 14 and starts control to return the motor torque Tm to the required motor torque calculated based on the accelerator opening degree Ac ( J) in FIG. As a result, the motor torque Tm decreases. When S24-S26 ends, the program proceeds to S27.

  In S27, when the TM-ECU 13 determines that the clutch C is in the fully engaged state based on the detection signal from the clutch actuator 29 (S27: YES) (T9 in FIG. 5), the program is transferred to S28. If it is determined that the clutch C is not completely engaged (S27: NO), the process of S27 is repeated.

  In S28, the TM-ECU 13 outputs the “shift completion signal” to the hybrid ECU 11, the engine ECU 12, and the motor generator ECU 14, thereby passing the control authority of the engine EG to the engine ECU 12, and transferring the control authority of the motor generator MG to the motor generator ECU 14. To pass. When S28 ends, the program returns to S1.

Next, with reference to the time chart of the flow chart and FIG. 6 in FIG. 3 will be described with the downshift.

  In S30, the TM-ECU 13 starts “neutral processing”. This “neutral process” is a process of making the TM neutral while reducing the engine torque Te, and will be described later in detail with reference to the flowchart shown in FIG.

  In S33, the TM-ECU 13 outputs a control signal to the engine ECU 12, thereby stopping the fuel injection in the fuel injection device EG-2 and stopping the engine EG (FIG. 6, T4).

  In S34, simultaneously with S33, the TM-ECU 13 outputs a control signal to the motor generator ECU 14, thereby starting control to increase the motor torque Tm of the motor generator MG, as indicated by k in FIG. The motor torque Tm is controlled so as to complement the decrease in the engine torque Te input to the ring gear of the differential DF in consideration of the acceleration / deceleration of the vehicle.

  In S35, simultaneously with S33 and S34, the TM-ECU 13 drives the clutch actuator 29 to gradually decrease the clutch torque Tc, as shown in m of FIG. 6, and after a predetermined time has elapsed (T4 to T5). (Elapsed time)), control is started so that the clutch torque Tc becomes zero. When S30 and S33 to S35 are completed, the program proceeds to S36.

  In S36, if the TM-ECU 13 determines that the TM is in the neutral state (S36: YES), the program proceeds to S37, and if it is determined that the TM is not in the neutral state (S36: NO) ) And S36 are repeated.

  In S37, the TM-ECU 13 starts the control to increase the clutch torque Tc by driving the clutch actuator 29 (n in FIG. 6). When S37 ends, the program proceeds to S38.

  If the TM-ECU 13 determines in S38 that the clutch torque Tc has reached the “regulation value” based on the detection signal from the clutch actuator 29 (S38: YES) (T6 in FIG. 6, T6 in FIG. 6). p) The program proceeds to S39, and if it is determined that the clutch torque Tc has not reached the regulation value (S38: NO), the process of S38 is repeated.

  In S39, the TM-ECU 13 executes “engine speed control”. Specifically, the TM-ECU 13 drives the clutch actuator 29 to control the clutch torque Tc to be maintained at the “regulation value” as indicated by q in FIG. Set to the clutch state. Then, the TM-ECU 13 outputs a control signal to the engine ECU 12, thereby starting the engine EG and gradually increasing the engine rotational speed Ne as shown by r in FIG. Then, since the clutch C is in a half-clutch state, the rotational speed Ni of the input shaft 31 gradually increases as the engine rotational speed Ne increases as shown in s of FIG. When S39 ends, the program proceeds to S40.

  If the TM-ECU 13 determines in S40 that the rotational speed Ni of the input shaft 31 has reached the “regular rotational speed” based on the detection signal from the input shaft rotational speed sensor 91 (S40: YES) ( 6 (T7), the program proceeds to S41, and if it is determined that the rotational speed Ni of the input shaft 31 has not reached the "regular rotational speed" (S40: NO), the process of S40 is repeated. The “regular rotational speed” is a rotational speed that is higher by a predetermined rotational speed than a “down-side synchronous rotational speed” described later.

  In S <b> 41, the TM-ECU 13 stops the engine EG by outputting a control signal to the engine ECU 12 and stops “engine rotation speed control”. Further, the TM-ECU 13 drives the clutch actuator 29 to set the clutch torque Tc to 0 and starts control for disengaging the clutch C. When S41 ends, the program proceeds to S42.

In S42, the TM-ECU 13 determines that the rotational speed Ni of the input shaft 31 is lower than the “down-side synchronous rotational speed” based on the detection signal from the input shaft rotational speed sensor 91, and the clutch C is in the disconnected state. some when judged when (S42: YES) (T8 in Fig. 6), the control program in S43, if the rotational speed Ni of the input shaft 31 is determined not lower than "down side synchronous speed", Alternatively, when it is determined that the clutch C is not disconnected (S42: NO), the process of S42 is repeated. The “down-side synchronous rotational speed” is a predetermined difference in rotational speed between the idle gears 51, 52, 43, and 44 of the down-side next shift stage and the input shaft 31 or the output shaft 32 to which this is rotationally connected. This is the rotational speed of the input shaft 31 within a range of “allowable rotational speed difference” having a width.

  In S43, the TM-ECU 13 drives the shift actuator corresponding to the next shift stage on the down side and moves any of the first to third sleeves 112 to 132 to perform a downshift that forms the next shift stage. Start. When S43 ends, the program proceeds to S44.

  If the TM-ECU 13 determines in S44 that the downshift has been completed based on the signal output from the shift actuator (S44: YES) (T9 in FIG. 6), the program proceeds to S44 and the downshift is performed. Is determined not to be completed (S44: NO), the process of S44 is repeated.

In S45, the TM-ECU 13 starts the control to gradually increase the clutch torque Tc by driving the clutch actuator 29 until the clutch torque Tc becomes the transmission torque at the time of complete engagement (t in FIG. 6). When S45 ends, the program proceeds to S46.

  In S46, simultaneously with S45, the TM-ECU 13 outputs a control signal to the engine ECU 12, starts the engine EG, and returns the engine torque Te to the required engine torque Ter calculated based on the accelerator opening Ac. Control is started (u in FIG. 6). As a result, the engine torque Te increases.

  In S47, simultaneously with S45 and S46, the TM-ECU 13 outputs a control signal to the motor generator ECU 14 and starts control to return the motor torque Tm to the required motor torque calculated based on the accelerator opening degree Ac ( FIG. 6 v). As a result, the motor torque Tm decreases. When S45 to S47 are completed, the program proceeds to S48.

  If the TM-ECU 13 determines in S48 that the clutch C is in the fully engaged state based on the detection signal from the clutch actuator 29 (S48: YES) (T10 in FIG. 6), the program is transferred to S49. If it is determined that the clutch C is not completely engaged (S48: NO), the process of S48 is repeated.

  In S49, the TM-ECU 13 outputs a “shift completion signal” to the hybrid ECU 11, the engine ECU 12, and the motor generator ECU 14, thereby passing the control authority of the engine EG to the engine ECU 12, and transferring the control authority of the motor generator MG to the motor generator ECU 14. To pass. When S49 ends, the program returns to S1.

(Neutral processing)
Next, the “neutral processing” executed by the TM-ECU 13 will be described using the flowchart of FIG. 4 and the time charts of FIGS. 5 and 6. When the “neutral processing” starts, in S101, the TM-ECU 13 calculates the specified torque Ter1. Specifically, the TM-ECU 13 refers to the “learning torque storage data” shown in FIG. 10, acquires the learning torque Tr corresponding to the current gear position, and adds the adjustment torque Tα to the learning torque Tr. Then, the specified torque Ter1 is calculated. In the present embodiment, the prescribed torque Ter1 is calculated based on the following equation (1).

Ter1 = Tr × (1 + α) (1)
Ter1 ... Specified torque Tr ... Learning torque α ... Adjustment value Note that the learning torque Tr is a torque stored by the processing of S106 described later, and the learning torque Tr corresponding to the current gear position is selected. In addition, when the process of S106 has never been executed, a preset initial value is used as the learning torque Tr. The adjustment value α is a value between 0 and 1. In the present embodiment, 0.2 is used as the adjustment value α. Further, the adjustment torque Tα described above is a value obtained by multiplying the specified torque Ter1 by the adjustment value α.

  Next, the TM-ECU 13 controls the engine EG so that the calculated specified torque Ter1 is obtained (a and T1 in FIGS. 5 and 6). When S101 ends, the program proceeds to S102.

  In S102, when the TM-ECU 13 determines that the actual engine torque Te has reached the specified torque Ter1 (S102: YES), the program proceeds to S103, where the actual engine torque Te is not the specified torque Ter1. (S102: NO), the process of S102 is repeated.

  In S103, the TM-ECU 13 starts to move the sleeves 112 to 132 to the neutral position by driving the shift actuator by outputting a control signal (T2 in FIGS. 5 and 6). When S103 ends, the program proceeds to S104.

In S104, the TM-ECU 13 starts control for gradually reducing the required engine torque Ter. In the present embodiment, the TM-ECU 13 calculates the required engine torque Ter (n) based on the following equation (2).
Ter (n) = Ter (n−1) −Det × et (2)
Ter (n): Requested engine torque Ter (n-1): Requested engine torque calculated last time Det: Engine torque reduction rate et: Elapsed time from the previous S104

  When S104 is executed for the first time, the required engine torque Ter (n−1) is the required engine torque Ter calculated in S101. Next, the TM-ECU 13 controls the engine EG so as to obtain the required engine torque Ter. Then, the engine torque Te gradually decreases (b in FIGS. 5 and 6). When S104 ends, the program proceeds to S105.

  When the TM-ECU 13 determines in S105 that the stroke of the shift actuator has started (S105: YES, T3 in FIGS. 5 and 6), the program proceeds to S106, and the stroke of the shift actuator has not started. (S105: NO), the program is returned to S104.

  In S106, the TM-ECU 13 associates the engine torque Te generated by the current engine EG with the currently formed gear position, and updates and stores it in the “learning torque storage data” shown in FIG. When S106 ends, the program proceeds to S107.

  In S107, the TM-ECU 13 calculates the required engine torque Ter (n) based on the above equation (2). Next, the TM-ECU 13 controls the engine EG so as to obtain the required engine torque Ter. When S107 ends, the program proceeds to S108.

  When the TM-ECU 13 determines in S108 that the TM has become neutral based on the strokes of the drive shift actuators 114 to 134 (S108: YES, T4 in FIGS. 5 and 6), “Neutral processing” ”Is terminated, and if it is determined that TM is not neutral (S108: NO), the program is returned to S107.

(Effect of this embodiment)
As is apparent from the above description, when executing the shift from the current shift speed to the next shift speed, the TM-ECU 13 keeps the clutch C engaged without disengaging the engine C Te. 5 is gradually reduced (S104 in FIGS. 5 and 6b, S104 in FIG. 4), the shift actuators 114 to 134 are operated to engage with the idle gears 51, 52, 43, 44, and 45 of the current shift stage. The joined sleeves 112, 122, 132 (meshing mechanism) are disengaged from the idle gears 51, 52, 43, 44, 45.

  Thus, by reducing the engine torque Te, between the sleeves 112, 122, 132 and the idle gears 51, 52, 43, 44, 45, between the sleeves 112, 122, 132 and the hubs 111, 121, 131, The load in the direction of rotation of the member decreases, and the frictional resistance in the axial direction between the members decreases. Therefore, the sleeves 112, 122, 132 can move in the axial direction, and the sleeves 112, 122, 132 are detached from the idle gears 51, 52, 43, 44, 45.

  Thus, since it is not necessary to disengage the clutch C in order to disengage the sleeves 112, 122, 132 from the idle gears 51, 52, 43, 44, 45, the sleeve 112 corresponds to the disengagement time of the clutch C. , 122, 132 can be reduced in time for disengagement from the idle gears 51, 52, 43, 44, 45. For this reason, the time for setting the transmission TM to the neutral state can be shortened, and as a result, the shift time can be shortened.

  Also, the TM-ECU 13 operates the shift actuators 114 to 134 by gradually decreasing the engine torque Te. As a result, the engine torque Te suddenly decreases, and the friction torque of the engine EG acts on the sleeves 112, 122, 132, so that the sleeves 112, 122, 132 and the idle gears 51, 52, 43, 44, 45, and the load in the rotational direction between the sleeves 112, 122, 132 and the hubs 111, 121, 131 increases, the frictional resistance between the members increases, and the sleeves 112, 122, 132 become idle gears. It is possible to prevent the detachment from 51, 52, 43, 44, 45. For this reason, the transmission TM can be surely brought into the neutral state without disengaging the clutch C.

  Further, the TM-ECU 13 reduces the engine torque Te to the specified torque Ter1 (S101 in FIG. 4, a in FIG. 5 and FIG. 6), and then gradually decreases the engine torque Te (S104 in FIG. 4, FIG. 4). 5, b) of FIG. 6, the shift actuators 114 to 134 are operated (S103 of FIG. 4).

  Thus, after the engine torque Te is reduced to the specified torque Ter1 (S101 in FIG. 4, a in FIGS. 5 and 6), the engine torque Te is gradually reduced, so the engine torque Te is reduced to the specified torque Ter1. Therefore, compared with the case where the engine torque Te is gradually reduced, it is possible to shorten the time for disengaging the sleeves 112, 122, 132 from the idle gears 51, 52, 43, 44, 45. The transmission TM can be brought into the neutral state in a short time.

  The TM-ECU 13 disengages the sleeves 112, 122, 132 engaged with the idle gears 51, 52, 43, 44, 45 of the current gear stage from the idle gears 51, 52, 43, 44, 45. At this time, the engine torque Te when the movement of the sleeves 112, 122, 132 is detected is stored as the learning torque Tr (S106 of FIG. 4), and the specified torque Ter1 is calculated based on the learning torque Tr (FIG. 4). S101).

  As described above, since the specified torque Ter1 is calculated based on the learning torque Tr that is the torque of the engine EG when the movement of the sleeves 112, 122, 132 is detected, as shown in FIG. 132, the engine torque Te can be gradually reduced from the specified torque Ter1 at which the friction torque of the engine EG does not act. For this reason, the sleeves 112, 122, 132 cannot be detached from the idle gears 52, 43, 44, 45 due to the friction torque of the engine EG acting on the sleeves 112, 122, 132. Can be prevented. Further, it is possible to shorten the time for disengaging the sleeves 112, 122, 132 engaged with the idle gears 52, 43, 44, 45 of the current gear stage from the idle gears 52, 43, 44, 45. The transmission TM can be brought into the neutral state in a shorter time.

Further, the TM-ECU 13 adds the adjustment torque Tα to the learning torque Tr to calculate the specified torque Ter1 (S101 in FIG. 4). As a result, even if deviation occurs in the control for changing the engine torque Te to the learning torque Tr, as shown in FIG. 11, the engine torque Te is generated from the torque at which the friction torque of the engine EG does not act on the sleeves 112, 122, and 132 reliably. Can be gradually reduced. For this reason, the sleeves 112, 122, 132 cannot be detached from the idle gears 52, 43, 44, 45 due to the friction torque of the engine EG acting on the sleeves 112, 122, 132. It can be surely prevented. The adjustment torque Tα is set to such a value that the friction torque of the engine EG does not act on the sleeves 112, 122, and 132 even when the maximum deviation occurs in the control for changing the engine torque Te to the learning torque Tr. .

  The TM-ECU 13 also releases the sleeves 112, 122, 132 engaged with the idle gears 52, 43, 44, 45 of the current gear stage from the idle gears 52, 43, 44, 45. The learning torque Tr and the gear position when the movement of the sleeves 112, 122, 132 is detected are stored (S106 in FIG. 4), and the specified torque Ter1 is based on the learning torque Tr corresponding to the currently formed gear speed. Is calculated (S101 in FIG. 4).

  In each gear, the friction coefficients between the sleeves 112, 122, 132 and the idle gears 52, 43, 44, 45 and the hubs 111-131 are different, and the gear ratios are also different. Therefore, the frictional resistance in the axial direction between the sleeves 112, 122, 132 and the idle gears 52, 43, 44, 45 and the hubs 111-131 is different at each shift stage. As described above, based on the learning torque Tr corresponding to the currently formed shift speed, the optimum specified torque Ter1 corresponding to each shift speed is calculated, so that the sleeve 112, 122, 132 and the idle gear at each shift speed are calculated. The sleeves 112, 122, 132 cannot be detached from the idle gears 52, 43, 44, 45 due to the difference in frictional resistance in the axial direction with the rolling gears 52, 43, 44, 45 and the hubs 111-131. Can be surely prevented.

  Further, since the sleeves 112, 122, 132 are disengaged from the idle gears 52, 43, 44, 45 without disengaging the clutch C, the TM-ECU 13 can reduce the rotational speed of the engine EG. By reducing the engine torque Te, the rotational speed of the input shaft 31 can be reduced.

  For this reason, the rotational speed difference between the idle gears 52, 43, 44, 45 of the next shift stage and the corresponding sleeves 112, 122, 132 can be reduced, and the idle gears 52, 43, 44, 45 and the sleeves 112, 122, 132 can be engaged to perform an upshift, and the synchro mechanism can be omitted. For this reason, the mechanical loss resulting from the sliding of the synchro mechanism can be reduced. Further, since a high-output shift actuator for operating the synchro mechanism is not required, the cost of the vehicle drive device 100 can be reduced, and the mass of the vehicle drive device 100 can be further reduced. Thus, it is possible to provide the vehicle drive device 100 that can suppress the mechanical loss without increasing the cost or increasing the mass.

  Further, after the clutch C is disengaged, the TM-ECU 13 is provided with the idle gears 52, 43, 44, 45 of the next gear stage and the idle gears 52, 43, 44, 45 after the clutch C is disengaged. Reduced to “synchronous rotational speed”, which is the rotational speed of the input shaft 31 such that the rotational speed difference with the input shaft 31 or the output shaft 32 is within the range of “allowable rotational speed difference” having a predetermined width. When this occurs (S21 in FIG. 2: YES), the shift actuators 114 to 134 are operated to rotationally connect the idle gears 52, 43, 44, 45 of the next shift stage to the input shaft 31 or the output shaft 32 ( S22).

As a result, the idle gears 52, 43, 44, 45 and the sleeves in the state where the idle gears 52, 43, 44, 45 of the next shift stage and the sleeves 112, 122, 132 engaged therewith are almost synchronized. 112, 122, 132 are engaged. For this reason, the idle gears 52, 43, 44, and 45 of the next shift stage can be reliably connected to the input shaft 31 or the output shaft 32 provided with the gears, and the upshift can be executed reliably. When the sleeves 112, 122, 132 and the idle gears 52, 43, 44, 45 are engaged due to the difference in rotational speed between the sleeves 112, 122, 132 and the idle gears 52, 43, 44, 45 Can be reduced, and the occurrence of shift shock and abnormal noise in the vehicle drive device 100 accompanying upshifting can be reduced.

Further, the TM-ECU 13 disengages the clutch 112 after releasing the sleeves 112, 122, 132 from the idle gears 51, 52, 43, 44, 45 (S19 in FIG. 2, S41 in FIG. 3), and shifts. Actuators 114, 124, 134 are actuated to connect idle gears 51, 52, 43, 44, 45 to idle gears 51, 52, 43, 44, 45 of the next gear stage. Is engaged with the shaft on which the idle gear is provided (S22 in FIG. 2, S43 in FIG. 3).

  In this way, after the clutch C is disengaged, the idle gears 51, 52, 43, 44, 45 of the next shift stage are used as the shaft 31 on which the idle gears 51, 52, 43, 44, 45 are provided. 32, when the idle gears 51, 52, 43, 44, 45 are rotationally connected to the shafts 31, 32, the idle gears 51, 52, 43, 44, 45, and the sleeves 112, 122, respectively. 132, shafts 31, 32 are not burdened. For this reason, the idle gears 51, 52, 43, 44, 45 are compared with the idle gears 51, 52, 43, 44, 45 being rotationally connected to the shafts 31, 32 with the clutch C engaged. 45, and the deterioration of the durability of the sleeves 112, 122, 132 and the shafts 31, 32 can be prevented.

(Another embodiment)
In the embodiment described above, the vehicle drive device of the present invention has been described for the hybrid vehicle on which the motor generator MG is mounted. However, it goes without saying that the technical idea of the present invention can be applied to a vehicle equipped with a motor having no power generation function instead of the motor generator MG. Or it cannot be overemphasized that the technical idea of this invention is applicable also to the vehicle which does not have motor generator MG and a motor, but drive | works with the torque of only engine EG.

  In the embodiment described above, the meshing mechanisms for rotationally coupling the idle gears 51, 52, 43, 44, 45 and the shafts 31, 32 so as not to rotate are the sleeves 112 to 132. However, the meshing mechanism may be an embodiment in which the hubs 111 to 131 are provided so as not to rotate relative to the shafts 31 and 32 and to be movable in the axial direction.

  In the embodiment described above, TM is a dog clutch transmission. However, it goes without saying that the technical idea of the present invention can also be applied to a transmission having a synchronization mechanism such as a synchronizer ring.

  In the embodiment described above, in S106 of FIG. 4, the ECU 13 associates the engine torque Te generated by the current engine EG with the currently formed gear position, and stores the “learning torque storage” shown in FIG. "Data" is updated and stored. However, there may be an embodiment in which the ECU 13 associates the current required engine torque Ter with the currently formed shift speed and updates and stores it in the “learning torque storage data” shown in FIG.

  As described above, according to the vehicle drive device of the embodiment of the present invention, the drive shaft EG-1 to which the rotational torque Te of the engine EG is transmitted, the input shaft 31, and the input shaft 31 are arranged in parallel. An output shaft 32 that is rotationally connected to the drive wheels Wl, Wr, and a plurality of idle gears 43, 44, 45, 51, 52 provided on one of the input shaft 31 and the output shaft 32, A plurality of fixed gears 53, 54, 55, 41, 42 fixed to the other of the input shaft 31 and the output shaft 32 so as not to rotate relative to each other and meshing with the plurality of idle gears, respectively, and the plurality of idle gears The idler gear is provided on the side of the rotary gear so as not to be rotatable relative to the rotationally connected shaft and to be movable in the axial direction of the shafts 31 and 32. Non-rotatable rotation of the idler gear and the shaft The plurality of meshing mechanisms 112, 122, and 132 to be coupled and the plurality of meshing mechanisms are respectively moved in the axial direction so that the plurality of meshing mechanisms are engaged with the corresponding idler gears so as not to be relatively rotatable. In addition, an automatic transmission TM having shift actuators 114, 124, and 134 that disengage the plurality of meshing mechanisms from the corresponding idle gears in a relatively rotatable manner, the drive shaft EG-1, and the input shaft 31. Between the drive shaft EG-1 and the input shaft 31, a clutch actuator 29 for operating the clutch C, and an upshift from the current gear to the next gear. At the time of execution, the automatic transmission device TM is disengaged by disengaging the meshing mechanism engaged with the idle gear of the current gear stage. In the torque state, the rotational torque Te of the engine EG is reduced to reduce the rotational speed Ni of the input shaft 31 via the clutch C, and the meshing mechanism 122 that engages with the idle gear 44 of the next gear stage and the next When the rotational speed difference Ni-Ng with the idle gear 44 of the gear stage exceeds the threshold value D set based on the rotational speed Ni of the input shaft 31, the operation of the clutch actuator 29 is started and the The clutch C is disengaged, and then the shift actuators 114, 124, 134 are operated to engage the meshing gears 112, 122, 132 that engage with the idle gears of the next gear stage. Since the upshift control unit 13 is engaged with the engine EG, the upshift control unit 13 controls the engine so that the rotational speed Ne of the engine EG decreases. The rotational speed Ni of the input shaft 31 can be reduced via the clutch C by reducing the rotational torque Te of the engine EG. For this reason, the rotational speed difference Ni−Ng between the idle gear of the next gear stage and the meshing mechanism provided on the shaft to which the idle gear is rotationally connected can be reduced and synchronized. Since the rolling gear and the meshing mechanism can be engaged, the synchro mechanism can be omitted. In other words, when the idle gear of the next shift stage is rotationally connected and the shaft provided with the meshing mechanism is one of the input shaft 31 and the output shaft 32, the other of the input shaft 31 and the output shaft 32 is the next shift stage. Therefore, if the shaft is the input shaft 31, the rotational speed of the shaft, that is, the rotational speed of the meshing mechanism is the rotational speed Ni of the input shaft 31, and the meshing thereof. The rotational speed Ng of the idle gear of the next gear stage that meshes with the mechanism is the product of the rotational speed No of the output shaft 32 and the gear ratio Rt of the next gear stage, and if the shaft is the output shaft 32, the shaft , That is, the rotational speed of the meshing mechanism is the rotational speed No of the output shaft 32, and the rotational speed Ng of the idle gear of the next gear stage that meshes with the meshing mechanism is next to the rotational speed Ni of the input shaft 31. Is the product of the gear ratio Rt of As a result, in any case, by reducing the rotational speed Ni of the input shaft 31, the idle gear of the next gear stage and the meshing mechanism provided on the shaft to which the idle gear is rotationally connected. The rotational speed difference Ni-Ng can be reduced and synchronized, and the idle gear and the meshing mechanism can be engaged. Therefore, the mechanical loss due to the sliding of the synchro mechanism can be reduced. Further, since a high-output shift actuator for operating the synchro mechanism is not required, the cost of the vehicle drive device can be reduced, and the mass of the vehicle drive device can be further reduced. In this way, it is possible to provide a vehicle drive device that can suppress mechanical loss without increasing costs or increasing mass. Further, a threshold value in which a rotational speed difference between the meshing mechanism that engages with the idle gear of the next gear stage and the idle gear of the next gear stage is set based on the rotational speed Ni of the input shaft 31. When the state exceeds D, the operation of the clutch actuator 29 is started. Therefore, after the clutch actuator 29 is operated, the rotational speed difference Ni−Ng between the rotational speed Ni of the input shaft 31 provided with the meshing mechanism and the rotational speed Ng of the idle gear of the next shift stage is a predetermined width. Since the lowering speed (inclination) of the rotational speed Ni is larger as the rotational speed Ni of the input shaft 31 is faster, the time required to reach the synchronous rotational speed, that is, the shift time required for upshifting, Can be made uniform regardless of the rotational speed Ni of the input shaft 31, so that the shift time required for upshifting after the clutch C is disengaged can be made uniform, and the driver's uncomfortable feeling can be eliminated. As a result, as the rotational speed Ni of the input shaft 31 is higher than when the threshold value D is fixed regardless of the rotational speed Ni of the input shaft 31, the shift required for the upshift after the clutch C is disengaged. Time can be shortened.

As described above, the vehicle drive device according to the embodiment of the present invention includes the motor MG that is rotationally connected to the drive wheels Wl and Wr and outputs rotational torque to the drive wheels Wl and Wr. Is configured to increase the rotational torque Tm of the motor MG in accordance with the required output torque Td and to set the threshold value D based on the required output torque Td in the neutral state. Therefore, the upshift control unit 13 is in the neutral state. The rotational torque Tm of the motor MG is increased according to the required output torque Td. Therefore, it is possible to prevent or suppress deceleration of the vehicle due to a decrease in the rotational torque Te of the engine EG, and it is possible to prevent a decrease in drivability of the vehicle drive device. Further, when the threshold value D set based on the required output torque Td is exceeded, the clutch actuator 29 is started to operate, so that the meshing mechanism and the idle gear of the next shift stage are operated. The time required to reach the synchronous rotational speed at which the rotational speed difference between the two gears reaches a predetermined rotational speed is such that as the required output torque Td increases, the rate of increase in the rotational speed (inclination) of either the meshing mechanism or the idle gear of the next gear stage becomes larger. ) Is large, it can be made uniform regardless of the magnitude of the required output torque Td, so that the shift time required for upshifting after the clutch C is disengaged can be made uniform, and the driver can feel uncomfortable. As a result, as compared with the case where the threshold value D is fixed regardless of the required output torque Td, the shift time required for the upshift after the clutch C is disconnected can be shortened as the required output torque Td is larger. it can. This is because the required output torque Td corresponds to the rotational speed No of the output shaft 32, and the rotational speed of the meshing mechanism is the same as the rotational speed No of the output shaft 32, or the idle gear of the next gear stage. Therefore, the rotational speed No. of the output shaft 32 is either one of the configurations of the product Ng of the gear ratio Rt of the idle gear of the next shift stage and the idle speed of the next shift stage. It is obvious that the rotational speed of one of the rotating gears is derived based on the fact that the rotational speed No of the output shaft 32 is in accordance. Furthermore, since the threshold value D is set based on the required output torque Td, the shift time required for the upshift after the clutch is disconnected is shorter as the required output torque Td is larger than when the threshold value is fixed. Since the operation time of the motor MG during upshift control can be shortened based on what can be done, power consumption can also be reduced.

As described above, according to the vehicle driving apparatus according to an embodiment of the present invention, A Ppushifuto control unit 13, after the neutral state, the transmission torque of the clutches, lower than the transmission torque at the time of full engagement, causes low Do since the configuration of the lowering to the rules transmitted torque is possible transmission torque transmitting rotational torque to the input shaft of the engine, than to disengage the clutch C from the completely engaged state, thereby shortening the cutting time of the clutch C Can do. For this reason, when the idle gear of the next gear stage is rotationally connected to the shaft on which it is provided, the rotational speed Ni of the input shaft 31 caused by the operation delay by the clutch actuator 29 is significantly lower than the synchronous rotational speed. Can be prevented. For this reason, the idle gear of the next gear stage can be surely rotationally connected to the shaft on which it is provided, and the meshing mechanism is caused by the rotational speed difference Ni-Ng between the meshing mechanism and the idle gear. The shock at the time of engagement of the idler gear can be reduced, and the occurrence of shift shock and abnormal noise of the vehicle drive device accompanying upshifting can be reduced.

  As described above, according to the vehicle drive device according to the embodiment of the present invention, the upshift control unit 13 is configured to reduce the rotational torque Te of the engine EG by cutting the fuel to the engine EG. The rotational torque Te of the engine EG can be rapidly reduced by the friction torque of the engine EG generated in the negative direction due to the fuel cut. For this reason, the meshing mechanism can be quickly moved in the axial direction with respect to the shaft on which the meshing mechanism is provided, and the meshing mechanism can be quickly detached from the idler gear. In addition, the rotational speed Ni of the input shaft 31 can be quickly reduced, and the idle gear of the next shift stage and the meshing mechanism corresponding thereto can be synchronized so that the gear can be shifted up. The shift-up shift time can be shortened.

13 ... TM-ECU (upshift control unit)
DESCRIPTION OF SYMBOLS 29 ... Clutch actuator 31 ... Input shaft, 32 ... Output shaft 41 ... First drive gear (fixed gear), 42 ... Second drive gear (fixed gear), 43 ... Third drive gear (idling gear), 44 ... First Four drive gear (idling gear), 45 ... Fifth drive gear (idling gear)
DESCRIPTION OF SYMBOLS 51 ... 1st driven gear (idling gear), 52 ... 2nd driven gear (idling gear), 53 ... 3rd driven gear (fixed gear), 54 ... 4th driven gear (fixed gear), 55 ... 5th driven gear (fixed gear) )
DESCRIPTION OF SYMBOLS 100 ... Vehicle drive device 112 ... 1st sleeve (meshing mechanism), 122 ... 2nd sleeve (meshing mechanism), 132 ... 3rd sleeve (meshing mechanism)
114 ... first shift actuator, 124 ... second shift actuator, 134 ... third shift actuator TM ... transmission (automatic transmission)
C ... Clutch EG ... Engine, EG-1 ... Drive shaft
MG ... motor generator (motor)
Wl, Wr ... Drive wheels

Claims (3)

A drive shaft to which the rotational torque of the engine is transmitted;
An input shaft, an output shaft disposed in parallel with the input shaft and rotationally connected to a drive wheel, a plurality of idle gears provided on one of the input shaft and the output shaft so as to be free to rotate, and the input A plurality of fixed gears fixed to the other of the shaft and the output shaft so as not to rotate relative to each other, and meshing with the plurality of idler gears, respectively, and the plurality of idler gears provided laterally of the plurality of idler gears The shaft is provided so as not to rotate relative to the shaft and movable in the axial direction of the shaft, and engages with the plurality of idle gears so as not to rotate relative to each other to rotate the plurality of idle gears and the shaft so as not to rotate. a plurality of engagement mechanism connecting the plurality of engagement mechanisms are moved in the axial direction, the plurality of engagement mechanisms, causes relatively unrotatably engaged with, respectively Re its corresponding said idler gear, The plurality of meshing mechanisms are respectively connected to the respective meshing mechanisms. A shift actuator for relatively rotatably disengaged from the corresponding said idler gear, and the automatic transmission having a,
A clutch that is provided between the drive shaft and the input shaft, and that connects and disconnects between the drive shaft and the input shaft;
A clutch actuator for operating the clutch;
A motor that is rotationally coupled to the drive wheel and outputs a rotational torque to the drive wheel;
When an upshift is performed from the current gear to the next gear, the meshing mechanism engaged with the idle gear of the current gear is disengaged to bring the automatic transmission into a neutral state, and the engine The rotational torque is reduced to reduce the rotational speed of the input shaft via the clutch, and the meshing mechanism that engages with the idle gear of the next gear stage and the idle gear of the next gear stage. When the rotational speed difference exceeds a threshold value set based on the rotational speed of the input shaft, the clutch actuator is started to be disconnected, the clutch is disconnected, and then the shift actuator is operated to perform the next operation. said meshing mechanism for idler gear engaging gear have at the upshift control unit to engage the idler gear of the next gear position,
In the neutral state, the upshift control unit increases the rotational torque of the motor according to the required output torque, and sets the threshold value based on the required output torque . The upshifting control unit, after the neutral state, the transmission torque of the clutch, below the transmission torque at the time of full engagement, low Do possible transmission torque transmitting rotational torque to the input shaft of the engine was The vehicle drive device according to claim 1 , wherein the driving force is reduced to a regulation transmission torque. The upshifting control unit, the fuel cut to the engine, vehicle drive device according to claim 1 or claim 2 reduce the rotation torque of the engine.

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