JP5353820B2 - Drive control device - Google Patents

Description

  The present invention relates to a drive control device that is applied to a drive device of a vehicle that includes an internal combustion engine and an electric motor as drive sources and is provided with a clutch in a power transmission path between the electric motor and drive wheels.

  2. Description of the Related Art A vehicle is known in which an internal combustion engine and an electric motor are mounted as drive sources, and the vehicle can run with power from the internal combustion engine or with power from the electric motor. In such a vehicle, a transmission or a clutch capable of transmitting and releasing the power from the electric motor to the driving wheel is provided, and the shift lever is operated while the vehicle is traveling at a predetermined vehicle speed or higher. A vehicle is known that controls a transmission or a clutch to disconnect an electric motor from driving wheels when operated neutrally (see Patent Document 1). In addition, Patent Documents 2 and 3 exist as prior art documents related to the present invention.

JP 2004-282886 A JP 2006-144718 A JP 2005-325843 A

  As a shift operation device for instructing a gear position to a vehicle drive device, a neutral position is set at the center, and a selection portion extending in the left-right direction from the neutral position and a plurality of shift portions extending in the vertical direction from the selection portion. The thing provided with the shift pattern which has is known. In such a shift pattern shift operation device, the shift lever passes through the neutral position when the gear position is switched. Therefore, in a vehicle provided with this shift operation device, when the clutch and the transmission are operated every time the shift lever is operated neutrally as in the vehicle of Patent Document 1, the motor is driven by the drive wheel every time the gear position is switched. Detached from. In this case, since the clutch and the transmission operate unnecessarily, the energy consumed by the clutch and the transmission may increase and the fuel consumption may deteriorate.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a drive control device that can suppress the useless operation of a clutch provided between an electric motor and a drive wheel during a shift.

  A drive control device according to the present invention is provided in a first power transmission path between an internal combustion engine and a drive unit that drives a vehicle, a transmission that can be switched to a plurality of speed ratios having different sizes, an electric motor, An engagement state is provided in a second power transmission path between the motor and the drive unit, and power is transmitted between the motor and the drive unit, and power transmission between the motor and the drive unit. Motor clutch means switchable to a disengaged state to be shut off, and applied to a vehicle drive device capable of shifting to a plurality of shift speeds by controlling the operation of the transmission, operated by a driver, and neutral A shift pattern including a position, a motor travel position that instructs the drive device to permit power transmission between the motor and the drive unit, and a plurality of shift positions corresponding to a plurality of shift stages of the drive device Shift operation means having a shift operation member provided movably, and controlling the operation of the motor clutch means so that the motor clutch means is switched to the released state when the shift operation member is operated to the neutral position. Control means, and the control means estimates whether or not a shift is requested from the driver to the drive device, and the shift estimation means causes the driver to request a shift. A release prohibiting means for prohibiting the motor clutch means from switching to the released state when it is estimated that the motor clutch means is present (claim 1).

  According to the drive control device of the present invention, the motor clutch means is prohibited from switching to the released state when it is estimated by the shift estimation means that the driver is requesting a shift. It can suppress operating wastefully. Thereby, since the energy consumed by this motor clutch means can be reduced, fuel consumption can be improved. In addition, the life of the motor clutch means can be extended by suppressing such useless operation.

  In one form of the drive control device according to the present invention, the shift estimation means is configured so that the driver operates the drive device with respect to the drive device when the shift operation member is maintained at the neutral position for a predetermined determination time or less. It may be estimated that a shift is required (claim 2). Since the shift operation member is operated when the driver requests a shift from the drive device, it can be estimated that the shift is requested from the driver when the shift operation member is moved in this way. Moreover, by estimating in this way, the request | requirement of the speed change from a driver | operator can be estimated, without providing another sensor.

  In one form of the drive control device of the present invention, the drive device is provided on the first power transmission path between the internal combustion engine and the transmission, and between the internal combustion engine and the transmission. An internal combustion engine clutch means switchable between an engaged state in which power is transmitted and a released state in which power transmission between the internal combustion engine and the transmission is interrupted; and a state in which the driver is in the internal combustion engine clutch means A clutch pedal that is operated to switch between, and the shift estimation means estimates that a shift is requested from the driver to the drive device when the driver operates the clutch pedal. (Claim 3). Since the clutch pedal is operated when the driver requests a shift, it can be estimated whether or not the driver has requested a shift even based on the operation of the clutch pedal. Further, since the clutch pedal is hardly operated except at the time of shifting, the estimation accuracy can be improved by estimating based on the operation of the clutch pedal in this way.

  In one form of the drive control device of the present invention, the drive device is provided on the first power transmission path between the internal combustion engine and the transmission, and between the internal combustion engine and the transmission. An internal combustion engine clutch means switchable between an engaged state in which power is transmitted and a released state in which power transmission between the internal combustion engine and the transmission is interrupted; and a state in which the driver is in the internal combustion engine clutch means A clutch pedal that is operated to switch between, and the control means is configured such that when the internal combustion engine is stopped, the shift operation member is in the neutral position or the electric motor travel position, and the clutch pedal is operated by a driver. The internal combustion engine is started and the operation of the internal combustion engine is controlled so that the stop of the internal combustion engine is prohibited when the clutch pedal is continuously operated. Good (claim 4). When the shift operation member is in the neutral position or the electric motor travel position and the clutch pedal is operated, it is considered that acceleration is required for the vehicle such as starting of the vehicle. In this embodiment, since the internal combustion engine is started in such a case, the vehicle can be quickly accelerated when the driver requests acceleration of the vehicle. Therefore, the responsiveness at the time of acceleration of the vehicle can be improved.

  In one form of the drive control device of the present invention, the shift pattern includes a select portion extending in the left-right direction from the neutral position, and a plurality of shifts extending in a direction intersecting the select portion and having different shift positions. And the electric motor travel position may be set at a position where the select section and the shift section intersect (claim 5). By setting the motor traveling position to such a position, the driver can easily recognize the motor traveling position. As described above, the shift pattern may be H-shaped as a shift pattern in which the select portion and the shift portion intersect.

  In this embodiment, the control means is configured to prohibit the output of torque from the electric motor when the time during which the shift operation member is maintained at the neutral position is equal to or shorter than a predetermined neutral position determination time. The operation of the electric motor may be controlled (claim 7). When the neutral position is provided in the selection unit, the shift operation member passes through the neutral position when the shift operation member is moved from any shift unit to another shift unit. In this embodiment, since the output of torque from the electric motor is prohibited when the shift operation member passes through the neutral position in this way, it is possible to prevent the vehicle from being driven by the electric motor torque at the time of shifting.

  Further, the control means is configured to prohibit the output of torque from the electric motor when the time during which the shift operation member is maintained at the electric motor traveling position is equal to or shorter than a predetermined electric motor traveling position determination time. The operation of the electric motor may be controlled (claim 8). When the motor travel position is set in the selection unit, the shift operation member may pass through the motor travel position when the shift operation member is moved from one of the shift units to another shift unit. In this configuration, in such a case, the output of torque from the electric motor is prohibited, so that it is possible to prevent the vehicle from being driven by the electric motor torque at the time of shifting.

  As described above, according to the drive control device of the present invention, when the shift estimation unit estimates that the driver is requesting a shift, the motor clutch unit is prohibited from switching to the released state. Thus, it is possible to prevent the motor clutch means from operating wastefully at the time of shifting. Therefore, fuel consumption can be improved and the life of the motor clutch means can be extended.

The figure which shows typically the whole structure of the drive device of the vehicle incorporating the drive control apparatus which concerns on one form of this invention. The figure which expands and shows a shift operation apparatus. The flowchart which shows the MG clutch control routine which ECU performs. The flowchart which shows the MG control routine which ECU performs. The flowchart which shows the engine control routine which ECU performs. The figure which shows typically the whole structure of the other drive device to which the drive control apparatus which concerns on this invention is applied.

  FIG. 1 schematically shows the overall configuration of a drive apparatus in which a drive control apparatus according to an embodiment of the present invention is incorporated. This drive device 1A is mounted on a vehicle, and the mounted vehicle is configured as a so-called hybrid vehicle. The drive device 1A includes an internal combustion engine (hereinafter also referred to as an engine) 2 as a drive source and a motor generator (hereinafter also referred to as MG) 3 as an electric motor. The engine 2 is provided with an alternator 4 and a starter 5. Note that the alternator 4 and the starter 5 are well-known ones provided as an auxiliary machine in the engine, and thus detailed description thereof is omitted. The alternator 4 includes a rotor shaft 4a that rotates integrally with a rotor (not shown) provided inside. A pulley 4b is provided on the rotor shaft 4a so as to rotate integrally. A gear 5 a is provided on the output shaft of the starter 5. An output shaft 2 a of the engine 2 is provided with a pulley 6 and a starter gear 7 that meshes with a gear 5 a of the starter 5. A belt 8 is wound around the pulley 6 of the output shaft 2a and the pulley 4b of the alternator 4. Thereby, the alternator 4 is rotationally driven by the engine 2. The MG 3 is a well-known one that functions as an electric motor and a generator, and includes a rotor 3b that rotates integrally with the rotor shaft 3a, and a stator 3c that is disposed on the outer periphery of the rotor 3b and fixed to a case or the like.

  The output shaft 2a of the engine 2 is connected to the transmission 10 via an engine clutch 9 as internal combustion engine clutch means. The engine clutch 9 can be switched between an engaged state in which power is transmitted between the output shaft 2a and the transmission 10 and a released state in which power transmission between the output shaft 2a and the transmission 10 is interrupted. It is well known. The transmission 10 includes an input shaft 11, an output shaft 12 extending in parallel with the input shaft 11, and first to fifth gear pairs G <b> 1 to G <b> 5 provided between the input shaft 11 and the output shaft 12. . The first gear pair G1 is composed of a first drive gear 13 and a first driven gear 14 that mesh with each other, and the second gear pair G2 is composed of a second drive gear 15 and a second driven gear 16 that mesh with each other. The third gear pair G3 is composed of a third drive gear 17 and a third driven gear 18 that mesh with each other, and the fourth gear pair G4 is composed of a fourth drive gear 19 and a fourth driven gear 20 that mesh with each other. The fifth gear pair G5 includes a fifth drive gear 21 and a fifth driven gear 22 that mesh with each other. The gear ratio of each gear pair G1 to G5 is set so as to decrease in the order of the first gear pair G1, the second gear pair G2, the third gear pair G3, the fourth gear pair G4, and the fifth gear pair G5. . The gear ratio of the fourth gear pair G4 and the fifth gear pair G5 is set so that the gear ratio is 1 or less.

  The first drive gear 13 and the second drive gear 15 are provided on the input shaft 11 so as to rotate integrally with the input shaft 11. On the other hand, the third drive gear 17, the fourth drive gear 19, and the fifth drive gear 21 are provided on the input shaft 11 so as to be rotatable relative to the input shaft 11. The first driven gear 14 and the second driven gear 16 are provided on the output shaft 12 so as to be rotatable relative to the output shaft 12, respectively. On the other hand, the third driven gear 18, the fourth driven gear 20, and the fifth driven gear 22 are provided on the output shaft 12 so as to rotate integrally with the output shaft 12.

  The transmission 10 is provided with a first clutch C1, a second clutch C2, and a third clutch C3. In the first clutch C1, by switching the position of the sleeve C1a, the first engaged state in which the first driven gear 14 and the output shaft 12 rotate integrally, and the second driven gear 16 and the output shaft 12 are integrated. The clutch is configured as a meshing clutch that can be switched between a rotating second engaged state and a released state in which the output shaft 12, the first driven gear 14, and the second driven gear 16 rotate separately. Similarly, the second clutch C2 and the third clutch C3 are meshing clutches. In the second clutch C2, by switching the position of the sleeve C2a, the third engagement state in which the third drive gear 17 and the input shaft 11 rotate integrally, and the fourth drive gear 19 and the input shaft 11 are integrated. It is configured to be switchable between a rotating fourth engaging state and a releasing state in which the third drive gear 17, the fourth drive gear 19, and the input shaft 11 rotate separately. In the third clutch C3, by switching the position of the sleeve C3a, the fifth engagement state in which the fifth drive gear 21 and the input shaft 11 rotate integrally, and the fifth drive gear 21 and the input shaft 11 are separately provided. It is configured to be switchable to a rotating released state. In this figure, the clutches C1 to C3 in the released state are shown.

  An output gear 23 is provided on the output shaft 12 so as to rotate integrally. The output gear 23 meshes with a ring gear 26 provided in the case of the differential mechanism 25 connected to the drive wheel 24. The power output from the transmission 10 is transmitted to the drive wheels 24 via the ring gear 26 and the differential mechanism 25 to drive the vehicle. Therefore, the ring gear 26, the differential mechanism 25, and the drive wheel 24 correspond to the drive unit of the present invention. Further, the engine clutch 9, the transmission 10, and the output gear 23 correspond to the first power transmission path of the present invention. The drive wheels 24 are front wheels of the vehicle, and the vehicle is configured as a front engine / front drive (FF) type vehicle.

  The MG 3 is connected to the differential mechanism 25 via the power transmission mechanism 27. The power transmission mechanism 27 includes a drive shaft 28 and an intermediate shaft 29 extending in parallel therewith. The rotor shaft 3a of the MG 3 is connected to the drive shaft 28 via an MG clutch 30 as electric motor clutch means. The MG clutch 30 can be switched between an engaged state where power is transmitted between the rotor shaft 3a and the drive shaft 28 and a released state where power transmission between the rotor shaft 3a and the drive shaft 28 is interrupted. It is well known. A drive gear 31 is attached to the drive shaft 28 so as to rotate integrally. A driven gear 32 and an intermediate gear 33 are attached to the intermediate shaft 29 so as to rotate integrally. The driven gear 32 is provided so as to mesh with the drive gear 31, and the intermediate gear 33 is provided so as to mesh with the ring gear 26 of the differential mechanism 25. Therefore, this power transmission mechanism 27 corresponds to the second power transmission path of the present invention.

  In the drive device 1A, the power transmission state of the drive device 1A can be switched by appropriately operating the engine clutch 9, the first clutch C1, the second clutch C2, the third clutch C3, and the MG clutch 30. As the power transmission state of the drive device 1A, an engine travel mode in which the vehicle travels with the power of the engine 2 and an MG travel mode in which the vehicle travels with the power of the MG3 are set. In the engine travel mode, both the engine clutch 9 and the MG clutch 30 are switched to the engaged state. In this state, the first clutch C1 is switched to the first or second engagement state, the second clutch C2 is switched to the third or fourth engagement state, or the third clutch C3 is switched to the fifth engagement state. Switch to. When any one of the first to third clutches C1 to C3 is in the engaged state, the other two clutches are switched to the released state. As described above, the gear ratios of the gear pairs G1 to G5 are smaller in the order of the first gear pair G1, the second gear pair G2, the third gear pair G3, the fourth gear pair G4, and the fifth gear pair G5. Therefore, the case where power is transmitted from the input shaft 11 to the output shaft 12 via the first gear pair G1 is the first speed, and the case where power is transmitted via the second gear pair G2 is the second speed. Also, the case where the transmission is made through the third gear pair G3 is the third speed, the case where the transmission is made through the fourth gear pair G4 is the fourth speed, and the transmission is made through the fifth gear pair G5. Becomes 5th gear. In this engine travel mode, the operation of MG3 is controlled so that regeneration and assist are performed appropriately. In the MG travel mode, the engine clutch 9 and the first to third clutches C1 to C3 are each switched to the released state. Then, the MG clutch 30 is switched to the engaged state. Thereby, the drive wheel 24 is driven by MG3. Note that the reverse travel of the vehicle is performed by rotating the MG 3 in the MG travel mode in the direction opposite to that during forward travel. In addition to these power transmission states, the drive device 1A is provided with a neutral mode in which all the clutches 9, C1 to C3, 30 are switched to the released state.

  Control of each clutch 9, C1-C3, 30 is performed in the vehicle control apparatus 40 as a control means comprised as a computer unit. The vehicle control device 40 holds various control programs for obtaining an appropriate traveling state of the vehicle. The vehicle control device 40 executes control of the control objects such as the engine 2 and the MG 3 in addition to control of the clutches 9, C 1 to C 3 and 30 by executing these programs. The vehicle control device 40 is connected to various sensors that output information related to the running state of the vehicle, such as a crank angle sensor 41 that outputs a signal corresponding to the rotational speed of the output shaft 2 a of the engine 2. The vehicle control device 40 is connected to a shift operation device 50 and a clutch pedal 60 as shift operation means. The clutch pedal 60 is a well-known one that is operated by a driver with his / her foot, and thus detailed description thereof is omitted.

  FIG. 2 shows the shift operation device 50 in an enlarged manner. The shift operation device 50 includes a shift lever 51 as a shift operation member operated by the driver. In this shift operation device 50, a neutral position N corresponding to the neutral mode is set at the center. The shift pattern of the shift operating device 50 has a select path 52 extending in the left-right direction from the neutral position N and six shift paths 53 extending in the up-down direction from the select path 52. As indicated by arrows A and B in the drawing, the shift lever 51 is provided so as to be movable along the select path 52 and the shift paths 53. As shown in the figure, each shift path 53 is set with a shift position corresponding to the above-described first to fifth speed and reverse R which is reverse travel. In this figure, for the 1st to 5th gears, only numbers are shown as in the known shift operation device. As shown in this figure, the shift pattern of the shift operating device 50 is H-shaped. These parts are the same as the known shift operation device provided in the vehicle.

  In the shift operation device 50, the MG travel position EV as the motor travel position corresponding to the MG travel mode is set at two positions other than the neutral position N among the positions where the select path 52 and the shift path 53 intersect in this shift pattern. ing. The shift operating device 50 is provided with a sensor (not shown) for detecting whether the shift lever 51 is in the first to fifth speed, reverse R, neutral position N, or MG travel position EV. The sensor signal is output to the vehicle control device 40. The vehicle control device 40 determines the position of the shift lever 51 based on the output signal of the sensor.

  When the driver operates the shift operation device 50 or the clutch pedal 60, the vehicle control device 40 controls the drive device 1A in response to the operation. For example, when the vehicle control device 40 detects that the shift lever 51 is in the neutral position N, the vehicle control device 40 controls the operations of the clutches 9, C1 to C3, 30 so that the driving device 1A is switched to the neutral mode. When the driver moves the shift lever 51 to the MG travel position EV, the power transmission state of the drive device 1A is switched to the MG travel mode. Further, when the driver moves the shift lever 51 to any one of the first to fifth gears, the power transmission state of the drive device 1A is switched to the engine travel mode and the input shaft 11 is driven by a gear pair corresponding to each shift position. The first to third clutches C <b> 1 to C <b> 3 are controlled so that power is transmitted to the output shaft 12.

  FIG. 3 shows an MG clutch control routine that is repeatedly executed at a predetermined cycle in order for the vehicle control device 40 to control the operation of the MG clutch 30 during the operation. In this control routine, the vehicle control device 40 first acquires the state of the shift operation device 50 and the state of the clutch pedal 60 in step S11. As the state of the shift operation device 50, the position of the shift lever 51 is acquired. In the next step S12, the vehicle control device 40 determines whether or not a shift is requested from the driver for the driving device 1A. When requesting a shift, the driver moves the shift lever 51 or depresses the clutch pedal 60. Therefore, for example, when the time during which the shift lever 51 is maintained at the neutral position N is equal to or shorter than a predetermined determination time (for example, 1 second), it is determined that a shift request has been made. Alternatively, it may be determined that a shift is requested when the clutch pedal 60 is depressed. By executing this processing, the vehicle control device 40 functions as the shift estimation means of the present invention.

  If it is determined that a shift is requested, the process proceeds to step S13, and the vehicle control device 40 prohibits the MG clutch 30 from switching to the released state. Thereafter, the current control routine is terminated. On the other hand, if it is determined that the shift is not requested, the process proceeds to step S14, and the vehicle control device 40 permits the MG clutch 30 to be switched to the released state. Thereafter, the current control routine is terminated. By executing this control routine, the vehicle control device 40 functions as the release prohibiting means of the present invention.

  FIG. 4 shows an MG control routine that is repeatedly executed at a predetermined cycle in order for the vehicle control device 40 to control the operation of the MG 3 during the operation. In this control routine, the same processes as those in the control routine of FIG.

  In the MG control routine, the vehicle control device 40 first acquires the state of the shift operation device 50 and the state of the clutch pedal 60 in step S11. In the next step S21, the vehicle control device 40 determines whether or not the position of the shift lever 51 is the neutral position N. When it is determined that the position of the shift lever 51 is the neutral position N, the process proceeds to step S22, and the vehicle control device 40 determines whether or not the time during which the shift lever 51 is maintained at the neutral position N is equal to or less than a predetermined neutral position determination time Tn. To do. For example, 1 second is set as the neutral position determination time Tn. When it is determined that the time during which the shift lever 51 is maintained at the neutral position N is equal to or shorter than the predetermined neutral position determination time Tn, the process proceeds to step S23, and the vehicle control device 40 is prohibited from outputting torque from the MG3. Thus, the operation of MG3 is controlled. Thereafter, the current control routine is terminated. On the other hand, when it is determined that the time during which the shift lever 51 is maintained at the neutral position N is longer than the predetermined neutral position determination time Tn, the process proceeds to step S24, and the operation of the MG3 is performed so that torque output from the MG3 is permitted. To control. Thereafter, the current control routine is terminated.

  When it is determined in step S21 that the position of the shift lever 51 is a position other than the neutral position N, the process proceeds to step S25, and the vehicle control device 40 determines whether or not the position of the shift lever 51 is the MG travel position EV. If it is determined that the position of the shift lever 51 is a position other than the MG travel position EV, the current control routine is terminated. On the other hand, when the position of the shift lever 51 is determined to be the MG traveling position EV, the process proceeds to step S26, and the vehicle control device 40 determines the time during which the shift lever 51 is maintained at the MG traveling position EV for a predetermined MG traveling position determination time Tmg. It is determined whether or not (for example, 1 second) or less. The MG travel position determination time Tmg corresponds to the motor travel position determination time of the present invention. If it is determined that the time during which the shift lever 51 is maintained at the MG travel position EV is less than or equal to the predetermined MG travel position determination time Tmg, the process of step S23 is executed, and then the current control routine is terminated. On the other hand, if it is determined that the time during which the shift lever 51 is maintained at the MG travel position EV is longer than the predetermined MG travel position determination time Tmg, the process of step S24 is executed, and then the current control routine is terminated.

  FIG. 5 shows an engine control routine that the vehicle control device 40 repeatedly executes at a predetermined cycle in order to control the operation of the engine 2 during the operation. In this control routine, the same processes as those in the control routine of FIG.

  In the engine control routine, the vehicle control device 40 first acquires the operating state of the engine 2 in step S31. As the operating state of the engine 2, for example, the rotational speed of the engine 2 is acquired. In the next step S32, the vehicle control device 40 determines whether or not the engine 2 is stopped. If it is determined that the engine 2 is in operation, the current control routine is terminated. On the other hand, when it determines with the engine 2 being stopped, it progresses to step S11, and the vehicle control apparatus 40 acquires the state of the shift operation apparatus 50, and the state of the clutch pedal 60, respectively. In the next step S33, the vehicle control device 40 determines whether or not the position of the shift lever 51 is the neutral position N or the MG travel position EV. When it is determined that the position of the shift lever 51 is a position other than the neutral position N or the MG travel position EV, the current control routine is terminated.

  On the other hand, when the position of the shift lever 51 is determined to be the neutral position N or the MG travel position EV, the process proceeds to step S34, and the vehicle control device 40 determines whether or not the clutch pedal 60 has been depressed. If it is determined that the clutch pedal 60 is not depressed, the current control routine is terminated. On the other hand, when it determines with the clutch pedal 60 having been depressed, it progresses to step S35 and the vehicle control apparatus 40 performs an engine starting process. In this engine starting process, the engine 2 is first started by the starter 5. Further, after the engine 2 is started, the engine 2 is controlled so that the stop of the engine 2 is prohibited while the clutch pedal 60 is kept depressed. Thereafter, the current control routine is terminated.

  As described above, according to the drive control device of the present invention, the MG clutch 30 is prohibited from switching to the disengaged state when a shift is requested from the driver to the drive device 1A. As shown in FIG. 2, the neutral position N is arranged at the center in the shift pattern of the shift operation device 50 of the drive device 1A. Therefore, when shifting, the shift lever 51 passes the neutral position N. In this way, the MG clutch 30 is prohibited from switching to the released state by prohibiting the MG clutch 30 from switching to the released state. it can. As a result, it is possible to suppress the MG clutch 30 from operating wastefully, so that the energy consumed by the MG clutch 30 can be reduced. Therefore, fuel consumption can be improved. Further, the life of the MG clutch 30 can be extended by suppressing such useless operation.

  Further, in the drive control device of the present invention, when the time during which the shift lever 51 is maintained at the neutral position N is equal to or shorter than the neutral position determination time Tn, torque output from the MG 3 is prohibited. Similarly, output of torque from the MG 3 is also prohibited when the time during which the shift lever 51 is maintained at the MG travel position EV is equal to or shorter than the MG travel position determination time Tmg. As described above, the shift lever 51 may pass through these positions N and EV at the time of shifting. In this way, by prohibiting the output of torque from the MG3, the driving wheel 24 is driven by the torque of MG3 at the time of shifting. Can be prevented.

  In the drive control device of the present invention, the engine 2 is started when the shift lever 51 is at the neutral position N or the MG travel position EV and the clutch pedal 60 is depressed, so that the driver is required to accelerate the vehicle thereafter. The vehicle can be accelerated quickly. Thus, by detecting the acceleration request from the driver at an early stage, the responsiveness at the time of acceleration of the vehicle can be improved.

  FIG. 6 schematically shows the overall configuration of another drive device 1B to which the drive control device of the present invention is applied. In addition, in this figure, the same code | symbol is attached | subjected to the same part as the form mentioned above, and description is abbreviate | omitted. As shown in this figure, the driving apparatus 1B is different from the above-described embodiment in that the engine 2 drives the front wheels 24 and the MG 3 drives the rear wheels 70. Thus, since both the front wheel 24 and the rear wheel 70 are driven, the driving device 1B is configured as a four-wheel drive (4WD) type vehicle. In the driving device 1B, a rear wheel differential mechanism 71 connected to the rear wheel 70 is provided. A ring gear 72 is provided in the case of the rear wheel differential mechanism 71, and the intermediate gear 33 is engaged with the ring gear 72. In this drive device 1B, the front wheel 24, the transmission mechanism 25, the ring gear 26, the rear wheel 70, the rear wheel differential mechanism 71, and the ring gear 72 correspond to the drive unit of the present invention.

  Also in the drive device 1B, the vehicle control device 40 executes the control routines shown in FIGS. Thereby, also in this drive apparatus 1B, the same effect as the form mentioned above can be acquired.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the shift pattern of the shift operation device of the drive device to which the present invention is applied is not limited to the H type shown in the above-described form. As the shift pattern of the present invention, various shift patterns applied to a vehicle shift operating device may be used.

1A, 1B Drive device 2 Internal combustion engine 3 Motor generator (electric motor)
9 Engine clutch (internal combustion engine clutch means)
10 Transmission 24 Drive wheel (drive unit)
25 Differential mechanism (drive unit)
26 Ring gear (drive unit)
30 MG clutch (motor clutch means)
40 Vehicle control device (control means, shift estimation means, release prohibition means)
50 Shift operation device (shift operation means)
51 Shift lever (shift operation member)
52 Select part 53 Shift part 60 Clutch pedal 70 Rear wheel (drive part)
71 Differential mechanism for rear wheel (drive unit)
72 Ring gear (drive unit)
N Neutral position EV MG travel position (motor travel position)

Claims (8)

A transmission that is provided in a first power transmission path between the internal combustion engine and a drive unit that drives the vehicle, and that can be switched to a plurality of gear ratios having different sizes;
An engagement state provided in a second power transmission path between the electric motor and the drive unit, in which power is transmitted between the electric motor and the drive unit, and power between the electric motor and the drive unit An electric motor clutch means switchable to a released state for interrupting transmission,
Applied to a vehicle drive device capable of shifting to a plurality of shift stages by controlling the operation of the transmission;
Operated by the driver, a neutral position, a motor travel position for instructing the drive device to allow power transmission between the motor and the drive unit, and a plurality of gears corresponding to a plurality of gear stages of the drive device A shift operation means having a shift operation member movably provided with a shift pattern including the shift position, and the motor clutch means is switched to the released state when the shift operation member is operated to the neutral position. Control means for controlling the operation of the electric motor clutch means,
The control means is a shift estimation means for estimating whether or not a shift is requested from the driver to the drive device, and when the shift estimation means estimates that the driver is requesting a shift, the control means And a release prohibiting unit that prohibits the motor clutch unit from switching to the released state.   The shift estimation means estimates that a shift is requested from a driver to the drive device when a time during which the shift operation member is maintained at the neutral position is equal to or shorter than a predetermined determination time. The drive control apparatus according to 1. The driving device is provided on the first power transmission path between the internal combustion engine and the transmission, and an engagement state in which power is transmitted between the internal combustion engine and the transmission; An internal combustion engine clutch means capable of switching to a released state in which power transmission between the internal combustion engine and the transmission is interrupted, and a clutch pedal operated by a driver to switch the state of the internal combustion engine clutch means Provided,
The drive control device according to claim 1, wherein the shift estimation unit estimates that a shift is requested from the driver for the drive device when the driver operates the clutch pedal. The driving device is provided on the first power transmission path between the internal combustion engine and the transmission, and an engagement state in which power is transmitted between the internal combustion engine and the transmission; An internal combustion engine clutch means capable of switching to a released state in which power transmission between the internal combustion engine and the transmission is interrupted, and a clutch pedal operated by a driver to switch the state of the internal combustion engine clutch means Provided,
The control means is configured to start the internal combustion engine when the shift operation member is in the neutral position or the electric motor travel position when the internal combustion engine is stopped, and the clutch pedal is operated by a driver, and the clutch pedal The drive control device according to any one of claims 1 to 3, wherein an operation of the internal combustion engine is controlled such that stop of the internal combustion engine is prohibited when the engine is continuously operated. The shift pattern includes a select portion extending in the left-right direction from the neutral position, and a plurality of shift portions extending in a direction intersecting the select portion and having different shift positions set.
The drive control device according to any one of claims 1 to 4, wherein the electric motor travel position is set to a position where the selection unit and the shift unit intersect.   The drive control device according to any one of claims 1 to 5, wherein the shift pattern is H-shaped.   The control means controls the operation of the electric motor so that torque output from the electric motor is prohibited when the time during which the shift operation member is maintained at the neutral position is equal to or shorter than a predetermined neutral position determination time. The drive control apparatus of Claim 5 or 6 to control.   The control means controls the motor so that torque output from the motor is prohibited when a time during which the shift operation member is maintained at the motor travel position is equal to or less than a predetermined motor travel position determination time. The drive control apparatus as described in any one of Claims 5-7 which control operation | movement.

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