Transmission control device for hybrid vehicle

Abstract

To provide a shift control device for a hybrid vehicle capable of resolving gear block during formation of a reverse stage for a short time and thus early forming the reverse stage.SOLUTION: When a reverse idler gear cannot be engaged with an input gear and is stopped at a position between a neutral position and a first position (Yes in Step S6), a control section moves once the reverse idler gear in the direction of the neutral position to separate from the input gear (Step S7) and then, moves again the reverse idler gear to the first position (Step S8). When the reverse idler gear cannot be engaged with a counter gear and is stopped at a position between the first position and a second position (No in Step S6), the control section presses the reverse idler gear against the counter gear (Step S11) and drives an MGU so that a phase of the counter gear to the reverse idler gear changes (Step S12).SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a transmission control device for a hybrid vehicle. [Background technology]

[0002] Among transmissions installed in vehicles such as automobiles are parallel-shaft gear transmissions in which gear pairs corresponding to multiple gear stages are provided between an input shaft and a countershaft. In such parallel-shaft gear transmissions, the forward gear stages are equipped with a synchronization mechanism, but the reverse gear stage is a jump-in type structure without a synchronization mechanism, so the reverse gear stage is formed by moving the reverse idler gear axially while the vehicle is stopped and engaging it with the mating gear.

[0003] A known example of this type of conventional technology is described in Patent Document 1. Patent Document 1 describes a vehicle transmission in which a portion of the reverse idler shaft, where the reverse idler gear is located when the reverse idler gear is in a free rotation state and when a reverse shift operation is initiated, is formed with a first outer diameter so that the axis of the reverse idler gear is offset from the axis of the reverse idler shaft, and another portion of the reverse idler shaft, where the reverse idler gear is located when a reverse shift is completed, is formed with a second outer diameter larger than the first outer diameter so that the axis of the reverse idler gear coincides with the axis of the reverse idler shaft. This makes it possible for the device described in Patent Document 1 to easily engage a reverse shift. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 8-277891 Summary of the Invention [Problem to be solved by the invention]

[0005] In a parallel shaft gear type transmission, the reverse gear is established by first meshing the reverse idler gear with the input gear of the input shaft and then with the counter gear of the counter shaft. Therefore, the reverse gear is established when both the reverse idler gear and the input gear mesh and the reverse idler gear and the counter gear mesh.

[0006] On the other hand, there is an automatic transmission called an AMT (Automated Manual Transmission), which is based on a parallel shaft gear type manual transmission and automates the gear shifting operation, and the AMT performs the gear shifting operation using an actuator.

[0007] However, the technology described in Patent Document 1 does not consider what happens when a gear pair in the reverse gear fails to mesh (gear lock) in an automatic transmission with an AMT. In other words, if a driver manually operates the shift lever to engage reverse gear, the driver can easily tell that gear lock has occurred. However, with an AMT, the shift operation itself is performed automatically by an actuator, so the driver does not notice that gear lock has occurred. Then, when the driver presses the accelerator to move in reverse, the vehicle does not move, which causes a sense of discomfort for the driver and reduces the marketability of the vehicle. For this reason, there has been a demand for a system that can quickly resolve gear lock when engaging reverse gear and quickly engage reverse gear.

[0008] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a gear change control device for a hybrid vehicle that can quickly release gear block when reverse gear is established and quickly establish reverse gear. [Means for solving the problem]

[0009] In order to solve the above problems, the present invention provides a vehicle equipped with an engine that generates driving force for traveling, a transmission that forms a forward gear or a reverse gear and changes the speed of rotation input from the engine, an actuator that performs a gear change operation to the forward gear and the reverse gear, and an electric motor that is provided in a power transmission path between the transmission and drive wheels and generates driving force for traveling, wherein in the transmission, the reverse idler gear is movable from a neutral position through a first position where it starts to mesh with a first gear, a second position where it starts to mesh with a second gear while meshed with the first gear, and a reverse gear forming position where it meshes with both the first gear and the second gear. a control unit that controls the drive of the actuator to establish the reverse gear, and if the establishment of the reverse gear fails, the control unit performs retry control to establish the reverse gear again, and performs the retry control in a different manner depending on whether the reverse idler gear is unable to mesh with the first gear and stops at a position between the neutral position and the first position or whether the reverse idler gear is unable to mesh with the second gear and stops at a position between the first position and the second position. [Effects of the Invention]

[0010] Thus, according to the present invention, it is possible to provide a transmission control device for a hybrid vehicle that can quickly release gear lock when reverse gear is established and quickly establish reverse gear. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a diagram showing the configuration of a vehicle equipped with a hybrid vehicle transmission control device according to one embodiment of the present invention. [Figure 2] FIG. 2 is a diagram showing the process of establishing the reverse gear of the transmission by the transmission control device for a hybrid vehicle according to one embodiment of the present invention. [Figure 3]FIG. 3 is a flowchart showing the operation of the transmission control device for a hybrid vehicle according to one embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0012] A transmission control device for a hybrid vehicle according to one embodiment of the present invention includes an engine that generates driving force for traveling, a transmission that forms a forward or reverse gear and changes the speed of rotation input from the engine, an actuator that performs a gear change operation to the forward gear and the reverse gear, and an electric motor that is provided in a power transmission path between the transmission and drive wheels and generates driving force for traveling, and in the transmission, a reverse idler gear moves from a neutral position to a first position where it starts to mesh with the first gear, and a second position where it starts to mesh with the second gear while meshing with the first gear, and A transmission control device for a hybrid vehicle that completes the establishment of the reverse gear by sequentially moving the reverse idler gear to a reverse gear establishment position where it meshes with one of the first and second gears, includes a control unit that controls the drive of the actuator to establish the reverse gear, and if the establishment of the reverse gear fails, the control unit performs retry control to establish the reverse gear again, and performs the retry control in different operations depending on whether the reverse idler gear is unable to mesh with the first gear and stops at a position between the neutral position and the first position, or whether the reverse idler gear is unable to mesh with the second gear and stops at a position between the first position and the second position. This allows the transmission control device for a hybrid vehicle according to one embodiment of the present invention to quickly resolve gear block when establishing the reverse gear and establish the reverse gear early. [Example]

[0013] A hybrid vehicle equipped with a transmission control device according to an embodiment of the present invention will be described in detail below with reference to the drawings. In Fig. 1, a vehicle 1 according to an embodiment of the present invention includes an engine 2 that generates driving force for traveling, a transmission 20 connected to the engine 2 via a clutch 3, and a front differential 5 that transmits the driving force output from the transmission 20 to left and right drive wheels 6L, 6R so as to be capable of differential rotation.

[0014] The transmission 20 forms forward or reverse gears, and outputs the rotation output from the engine 2 after changing the speed at a gear ratio corresponding to one of a plurality of gears. In this embodiment, the transmission 20 is configured as an AMT (Automated Manual Transmission) that automates the gear shifting operation based on the structure of a parallel shaft gear type manual transmission.

[0015] The vehicle 1 is equipped with an MGU (Motor Generator Unit) 8 as an electric motor that generates driving force for traveling, an MGU drive power pack 7 that supplies power to the MGU 8, and a reduction shaft 10 that reduces the rotation of the MGU 8 and transmits it to the front differential 5.

[0016] The vehicle 1 is configured as a hybrid vehicle that can run on at least one of the power transmitted from the engine 2 to the front differential 5 via the clutch 3 and the transmission 20, and the power transmitted from the MGU 8 to the front differential 5 via the reduction shaft 10.

[0017] The transmission 20 includes an input shaft 21, a counter shaft 22, and a reverse idler shaft 23 arranged parallel to one another.

[0018] A first-speed input gear 21A, an input gear 21R, and a second-speed input gear 21B are arranged on the input shaft 21, in that order from the engine 2 side. The first-speed input gear 21A, the input gear 21R, and the second-speed input gear 21B are fixed to the input shaft 21 and rotate integrally with the input shaft 21. The input gear 21R constitutes the first gear in the present invention. When the clutch 3 is engaged, the rotation of the crankshaft 2A of the engine 2 is transmitted to the input shaft 21, causing the input shaft 21 to rotate.

[0019] A final drive gear 22C, a first-speed counter gear 22A, and a second-speed counter gear 22B are arranged on the counter shaft 22 in this order from the engine 2 side. The final drive gear 22C is fixed to the counter shaft 22 and rotates integrally with the counter shaft 22. The first-speed counter gear 22A and the second-speed counter gear 22B are rotatably mounted on the counter shaft 22. The first-speed counter gear 22A is always in mesh with the first-speed input gear 21A, and the second-speed counter gear 22B is always in mesh with the second-speed input gear 21B.

[0020] A sleeve 22D having a synchronization mechanism (synchro mesh) is disposed between the first-speed counter gear 22A and the second-speed counter gear 22B on the counter shaft 22. The sleeve 22D is provided so as to be rotatable integrally with the counter shaft 22 and so as to be movable in the axial direction.

[0021] When the sleeve 22D moves axially from the neutral position toward the engine 2, the sleeve 22D meshes with the first-speed counter gear 22A while absorbing the difference in rotational speed between the sleeve 22D and the first-speed counter gear 22A using a synchronization mechanism, causing the first-speed counter gear 22A to rotate integrally with the counter shaft 22. This establishes the first speed as a forward speed.

[0022] When the sleeve 22D moves from the neutral position to the opposite side of the engine 2 in the axial direction, the sleeve 22D meshes with the second-speed counter gear 22B while absorbing the difference in rotational speed between them using a synchronization mechanism, causing the second-speed counter gear 22B to rotate integrally with the counter shaft 22. This establishes the second speed as a forward speed.

[0023] A counter gear 22R is disposed on the counter shaft 22 between the first-speed counter gear 22A and the second-speed counter gear 22B. The counter gear 22R is fixed to the sleeve 22D and rotates integrally with the counter shaft 22. The counter gear 22R constitutes the second gear of the present invention. As described above, the forward speed change mechanism of the transmission 20 is a constant mesh type with a synchronization mechanism. The constant mesh type is excellent in quietness and operability because it can change gears without gear noise even when traveling at very slow speeds.

[0024] A reverse idler gear 23R is disposed on the reverse idler shaft 23. The reverse idler gear 23R is provided on the reverse idler shaft 23 so as to be rotatable and movable in the axial direction (the directions indicated by arrows A and B). When the reverse idler gear 23R moves axially on the reverse idler shaft 23 and meshes with both the input gear 21R and the counter gear 22R, a reverse gear is established. When the reverse gear is established, the rotation transmitted from the engine 2 to the input gear 21R is reversed by the reverse idler gear 23R, and the counter gear 22R rotates in the direction opposite to the rotation direction during forward travel, causing the vehicle 1 to travel backward. In this way, the transmission mechanism for the reverse gear of the transmission 20 is of a jump-in type without a synchronization mechanism. The jump-in type is advantageous in terms of manufacturing costs because it allows for a reduced number of parts.

[0025] The axial ends of the teeth of the reverse idler gear 23R, input gear 21R, and counter gear 22R are formed with chamfers (mountain-shaped or tapered scraping shapes) so that they can easily fit between the teeth and begin meshing smoothly.

[0026] The gears that can be established in the transmission 20 include forward gears (hereinafter also referred to as forward gears) and reverse gears (hereinafter also referred to as reverse gears). The number of forward gears varies depending on the specifications of the vehicle 1, and is not limited to the above-mentioned first and second gears.

[0027] The vehicle 1 is equipped with a control unit 30. The control unit 30 is composed of a computer unit equipped with a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), a flash memory for storing backup data and the like, an input port, and an output port. The ROM of the computer unit stores various constants, various maps, and programs that define control content. The control unit 30 performs various controls by having the CPU execute the programs stored in the ROM using the RAM as a working area.

[0028] The control unit 30 is connected to various sensors including a gear position sensor 31. The gear position sensor 31 detects the axial position of the reverse idler shaft 23 of the reverse idler gear 23R in the transmission 20 and transmits the detection result to the control unit 30.

[0029] The shifting operation of the transmission 20 between the forward and reverse gears is performed by the actuator 33. The actuator 33 is connected to the control unit 30 and is controlled by the control unit 30. Under the control of the control unit 30, the actuator 33 drives the clutch 3 and the transmission 20 so that the speed change mechanism of the transmission 20 forms the forward and reverse gears.

[0030] The gears in the transmission 20 are changed according to the operating position of a shift lever (not shown) operated by the driver. A signal indicating the operating position of the shift lever is sent to the control unit 30. The operating positions of the shift lever include a P range which is a parking position, an R range which is a reverse position, an N range which is a neutral position, and a D range which is a forward position.

[0031] For example, when the driver sets the shift lever to D range, the control unit 30 drives the actuator 33 to change gears among a plurality of forward gears in accordance with the accelerator opening, etc. Also, when the driver switches the shift lever from D range to R range, the control unit 30 drives the actuator 33 to change gears from the forward gears to the reverse gears.

[0032] The output shaft of the transmission 20 is connected to left and right drive wheels 6L, 6R via a front differential 5 and left and right drive shafts 5L, 5R.

[0033] An output gear 9A is provided on the output shaft 9 of the MGU 8. A reduction shaft 10 is provided between the output shaft 9 and the front differential 5, and reduction gears 10A and 10B are fixed to the reduction shaft 10. The reduction gear 10A meshes with the output gear 9A, and the reduction gear 10B meshes with the ring gear 5A of the front differential 5. The driving force generated by the MGU 8 is transmitted to the front differential 5 after its rotation is reduced by the reduction gears 10A and 10B. In other words, the MGU 8 is provided in a power transmission path between the transmission 20 and the driving wheels 6L, 6R so as to be able to transmit the driving force. The MGU 8 is provided so as to be able to transmit the driving force to the driving wheels 6L, 6R regardless of the gear position of the transmission 20.

[0034] A parking gear 11A fixed on a parking shaft 11 is provided near the front differential 5, and this parking gear 11A meshes with a gear 5B of the front differential 5, thereby restricting the movement of the vehicle 1. A rotation sensor 12 is provided near the gear 5B, and a detection signal of the rotation sensor 12 is output to the control unit 30.

[0035] In Figure 2, when reverse gear is established, the reverse idler gear 23R moves on the reverse idler shaft 23 in the direction of arrow A. Possible axial positions for the reverse idler gear 23R include a neutral position (denoted as N position in the figure) and a reverse gear establishment position. However, in addition to this, when gear blocking occurs, the reverse idler gear 23R may stop at a first position or a second position, which will be described later. The position of the reverse idler gear 23R is detected by a gear position sensor 31, and position information of the reverse idler gear 23R is sent to the control unit 30.

[0036] The neutral position is a position where the reverse idler gear 23R is not meshed with either the input gear 21R or the counter gear 22R. When the shift lever is set to the N range or the D range, the actuator 33 operates the reverse idler gear 23R to the neutral position.

[0037] The first position is a position where the reverse idler gear 23R starts to mesh with the input gear 21R. This first position is also called the input block position because it is the position where the reverse idler gear 23R stops when the teeth of the reverse idler gear 23R and the teeth of the input gear 21R interfere with each other and cannot get between the teeth, resulting in a gear block.

[0038] The second position is a position where the reverse idler gear 23R starts to mesh with the counter gear 22R while meshing with the input gear 21R. This second position is also called the counter block position because it is the position where the reverse idler gear 23R stops when the teeth of the reverse idler gear 23R and the teeth of the counter gear 22R interfere with each other and cannot move between the teeth.

[0039] The reverse gear position is a position where the reverse idler gear 23R meshes with both the input gear 21R and the counter gear 22R. In other words, the reverse gear position is a position where three gears, the reverse idler gear 23R, the input gear 21R, and the counter gear 22R, are meshed together. This reverse gear position, where the shift to reverse gear is complete, is also called the case stopper position, because it is a position where the reverse idler gear 23R abuts against a stopper on the transmission case (not shown) and stops.

[0040] That is, the reverse idler gear 23R moves sequentially from the neutral position to the reverse gear forming position via the first position and the second position, thereby completing the formation of the reverse gear.

[0041] Here, a state in which the reverse idler gear 23R stops at a position P1 between the neutral position and the first position (hereinafter also referred to as a gear lock at position P1) may occur. This state occurs when the phases of the reverse idler gear 23R and the input gear 21R do not match, and the reverse idler gear 23R cannot mesh with the input gear 21R, causing it to stop at position P1 between the neutral position and the first position.

[0042] Even if gear blocking does not occur at position P1, a state in which the gear stops at position P2 between the first position and the second position (hereinafter also referred to as gear blocking at position P2) may occur. This may occur if the phases of reverse idler gear 23R and counter gear 22R do not match, and reverse idler gear 23R cannot mesh with counter gear 22R, resulting in the gear stopping at position P2 between the first position and the second position.

[0043] This type of gear block occurs when the gears for the reverse gear are not in phase with each other, even if they have chamfers. Even if the reverse idler gear 23R continues to be pressed against the input gear 21R or counter gear 22R, the gear phase does not change, and the gear block does not resolve naturally.

[0044] If gear blocking occurs, the actuator 33 can be controlled to go through neutral, establish a forward gear (for example, first gear), and then establish a reverse gear again, thereby changing the phase of each gear and eliminating gear blocking.

[0045] However, when establishing reverse gear again after establishing a forward gear, it may not be possible to quickly resolve the gear block and establish reverse gear because the internal components of transmission 20 have to move long distances and there are a large number of components to move. If it takes time to resolve the gear block and establish reverse gear, the driver may press the accelerator pedal before the establishment of reverse gear is complete, causing the engine speed to increase, which may make it difficult to control the engagement of clutch 3 via actuator 33 or impair drivability.

[0046] Therefore, in order to quickly resolve gear blocking when the reverse gear is formed, if the reverse idler gear 23R cannot mesh with the input gear 21R and stops at position P1 between the neutral position and the first position, the control unit 30 performs a first retry control in which the reverse idler gear 23R is first moved toward the neutral position away from the input gear 21R, and then moved again to the first position, and the actuator 33 is driven to move sequentially through the first position and the second position to the reverse gear forming position.

[0047] In addition, when the reverse idler gear 23R is unable to mesh with the counter gear 22R and stops at position P2 between the first position and the second position, the control unit 30 drives the actuator 33 to press the reverse idler gear 23R against the counter gear 22R, and performs second retry control to drive the MGU8 to change the phase of the counter gear 22R relative to the reverse idler gear 23R.

[0048] Specifically, the control unit 30 drives the MGU 8 in the rotation direction when the vehicle 1 is moving backward, thereby rotating the counter gear 22R and changing the phase of the counter gear 22R relative to the reverse idler gear 23R.

[0049] If the MGU 8 cannot be driven, the control unit 30 drives the actuator 33 to establish a forward gear once and then establish a reverse gear again. The MGU 8 cannot be driven if the state of charge of the battery in the MGU drive power pack 7 is low, if the inverter is malfunctioning, or if the MGU 8 itself is malfunctioning. In these cases, a separate notification device notifies the driver of the situation, allowing the driver to understand the situation.

[0050] Next, the operation of the control unit 30 when the driver selects the reverse gear will be described with reference to the flowchart shown in Fig. 3. In Fig. 3, the reverse idler gear 23R, which is the object of operation of the actuator 33, is referred to as the operation gear.

[0051] In step S1, the control unit 30 advances the reverse idler gear 23R toward the counter gear 22R to set it to the reverse gear forming position. Here, the control unit 30 drives the actuator 33 to move the reverse idler gear 23R, which is in the neutral position, toward the reverse gear forming position (the direction of arrow A in FIGS. 1 and 2).

[0052] Next, in step S2, the control unit 30 determines whether or not the reverse idler gear 23R can be moved forward. Here, the control unit 30 determines, based on the detection information of the gear position sensor 31, whether or not the reverse idler gear 23R is moving in the direction of the reverse gear forming position.

[0053] If the reverse idler gear 23R is moving toward the reverse gear forming position and the determination in step S2 is YES, the control unit 30 determines in step S3 whether the reverse idler gear 23R is meshed with the counter gear 22R. Here, if the control unit 30 detects, based on the detection information of the gear position sensor 31, that the reverse idler gear 23R has reached the reverse gear forming position, it determines that the reverse idler gear 23R is meshed with the counter gear 22R.

[0054] If the reverse idler gear 23R is not meshed with the counter gear 22R and the determination in step S3 is NO, the control unit 30 returns to step S2. If the reverse idler gear 23R is meshed with the counter gear 22R and the determination in step S3 is YES, the control unit 30 determines in step S4 that meshing of the reverse idler gear 23R is complete and ends this operation.

[0055] If the determination in step S2 is NO, the control unit 30 performs a retry determination in step S5 because gear blocking has occurred at position P1 or position P2 (see FIG. 2). The retry determination is a process for deciding to retry forming the reverse gear. Note that the control unit 30 preferably performs the retry determination when gear blocking continues for a predetermined time. Furthermore, this predetermined time is preferably determined based on the oil temperature of the transmission oil in the transmission 20.

[0056] Next, in step S6, the control unit 30 determines whether the position of the reverse idler gear 23R is a position before the input gear 21R. Here, the control unit 30 determines that the position of the reverse idler gear 23R is a position before the input gear 21R (a position where it is not engaged with the input gear 21R) when the reverse idler gear 23R is at position P1 based on the detection information of the gear position sensor 31. In other words, in step S6, the control unit 30 determines whether gear blocking has occurred at position P1.

[0057] If the control unit 30 determines in step S6 that the position of the reverse idler gear 23R is in front of the input gear 21R, gear blocking has occurred at position P1, so in step S7, the control unit 30 moves the reverse idler gear 23R back a short distance toward the neutral position (the direction of arrow B in Figure 1) to move the reverse idler gear 23R slightly away from the input gear 21R.

[0058] Next, in step S8, the control unit 30 moves the reverse idler gear 23R toward the input gear 21R (the direction of arrow A in FIG. 1) and brings the reverse idler gear 23R into contact with the input gear 21R again. This changes the phase of the reverse idler gear 23R, making it possible to smoothly establish reverse gear, and the teeth of the reverse idler gear 23R fit between the teeth of the input gear 21R, moving the reverse idler gear 23R toward the position where reverse gear is established.

[0059] Next, the control unit 30 determines in step S9 whether the gear block has been resolved, and if the gear block has been resolved, proceeds to step S3, and if the gear block has not been resolved, returns to step S5.

[0060] On the other hand, if the control unit 30 determines in step S6 that the position of the reverse idler gear 23R is not in front of the input gear 21R, gear blocking has occurred at position P2, and therefore determines in step S10 whether the MGU8 can be driven.

[0061] If the control unit 30 determines in step S10 that the MGU 8 is drivable, it presses the reverse idler gear 23R against the counter gear 22R in step S11, drives the MGU 8 in step S12 to shift the phase of the counter gear 22R, and then proceeds to step S3. By executing steps S11 and S12, the phase of the counter gear 22R changes, creating a state in which reverse gear can be smoothly established, and the teeth of the reverse idler gear 23R fit between the teeth of the counter gear 22R, moving the reverse idler gear 23R toward the reverse gear establishment position. Next, the control unit 30 proceeds to step S3 to determine whether the reverse idler gear 23R has meshed with the counter gear 22R. That is, the control unit 30 determines whether the reverse idler gear 23R has reached the reverse gear establishment position based on the detection information of the gear position sensor 31. If the determination in step S3 is NO, it returns to step S2.

[0062] If the control unit 30 determines in step S10 that the MGU 8 cannot be driven, it establishes another gear (referred to as a gear in the figure) in step S13, shifts the phases of the input gear 21R and the counter gear 22R, and performs a gear change operation to reverse gear again. Then, the process proceeds to step S3. More specifically, in step S13, the control unit 30 returns the reverse idler gear 23R to the neutral position, temporarily suspends the establishment of the reverse gear, and establishes another gear (for example, first gear). As a result, the phase of the reverse idler gear 23R relative to the input gear 21R and the counter gear 22R changes due to the rotation of the engine 2, and the reverse gear becomes able to be smoothly established. Then, the reverse idler gear 23R moves toward the reverse gear establishment position. Next, the control unit 30 proceeds to step S3, and determines whether the reverse idler gear 23R has reached the reverse gear establishment position based on the detection information of the gear position sensor 31. If the determination in step S3 is NO, the process returns to step S2.

[0063] As described above, in this embodiment, when the reverse idler gear 23R is unable to mesh with the input gear 21R and stops at position P1 between the neutral position and the first position, the control unit 30 drives the actuator 33 to move the reverse idler gear 23R once toward the neutral position away from the input gear 21R and then move it again to the first position.

[0064] As a result, while the reverse idler gear 23R is moved away from the input gear 21R and then moved again to mesh with the input gear 21R, the phase of the reverse idler gear 23R relative to the input gear 21R changes to a position where it can mesh with the input gear 21R. Therefore, when the reverse idler gear 23R is moved again to mesh with the input gear 21R, the reverse idler gear 23R can be meshed with the input gear 21R, thereby eliminating gear lock and enabling the reverse gear to be established early.

[0065] Furthermore, since the reverse idler gear 23R can be brought into mesh with the input gear 21R simply by reciprocating the reverse idler gear 23R a short distance, gear block can be resolved in a short time and the reverse speed can be established quickly.

[0066] As a result, the gear block that occurs when the reverse gear is established can be resolved in a short time, and the reverse gear can be established early.

[0067] In addition, in this embodiment, when the reverse idler gear 23R is unable to mesh with the counter gear 22R and stops at position P2 between the first position and the second position, the control unit 30 drives the actuator 33 to press the reverse idler gear 23R against the counter gear 22R, and drives the MGU8 to change the phase of the counter gear 22R relative to the reverse idler gear 23R.

[0068] As a result, the phase of the counter gear 22R relative to the reverse idler gear 23R changes due to the driving of the MGU 8, so that the reverse idler gear 23R can be brought into mesh with the counter gear 22R.

[0069] Furthermore, since the reverse idler gear 23R can be meshed with the counter gear 22R simply by driving the MGU8 without moving the reverse idler gear 23R, gear lock can be resolved in a short time and the reverse gear can be established quickly. The operation of this retry control (second retry control) is different from the operation of the retry control (first retry control) when the reverse idler gear 23R stops at position P1 between the neutral position and the first position, and it can perform an operation that is more effective in accordance with the state and takes less time than performing the first retry control.

[0070] As a result, gear lock when reverse gear is established can be quickly released and reverse gear can be established early. In addition, even when the engine 2 is stopped by the idling stop function, gear lock can be quickly released by driving the MGU 8.

[0071] In addition, in this embodiment, the control unit 30 drives the MGU 8 in the rotation direction when the vehicle 1 is moving backward, thereby changing the phase of the counter gear 22R relative to the reverse idler gear 23R.

[0072] As a result, by driving the MGU 8 in the rotational direction for reverse travel, the reverse idler gear 23R meshes with the counter gear 22R and the gear block is released, so after the gear block is released, the vehicle 1 can be driven in reverse while maintaining the rotational direction of the MGU 8 in the reverse direction. Also, although the vehicle 1 moves slightly to release the gear block, this is a movement of the vehicle 1 in the direction intended by the driver, and does not cause any discomfort to the driver, improving marketability.

[0073] Furthermore, in this embodiment, when the MGU 8 cannot be driven, the control unit 30 drives the actuator 33 to once form a forward gear and then form a reverse gear again.

[0074] In this way, by driving the actuator 33 to establish a reverse gear after establishing a forward gear once, the phases of the input gear 21R and the reverse idler gear 23R change, enabling the reverse gear to be established smoothly. Also, the reverse gear can be established even when the MGU 8 cannot be driven.

[0075] While an embodiment of the present invention has been disclosed, it will be apparent to one skilled in the art that modifications may be made thereto without departing from the scope of the present invention, and it is intended that all such modifications and equivalents be included in the following claims. [Explanation of symbols]

[0076] 1 vehicle (hybrid vehicle) 2 engines 6L, 6R drive wheels 8 MGU (electric motor) 20 Transmission 21R input gear (first gear) 22R counter gear (second gear) 23R reverse idler gear 30 Control Unit 33 Actuator P1 position (position between neutral position and first position) P2 position (position between the first and second positions)

Claims

1. An engine that generates driving force for traveling; a transmission that forms a forward gear or a reverse gear and changes the speed of the rotation input from the engine; an actuator for performing a gear shift operation to the forward gear and the reverse gear; an electric motor provided in a power transmission path between the transmission and the drive wheels, for generating a driving force for traveling; a transmission control device for a hybrid vehicle, in which a reverse idler gear in the transmission moves sequentially from a neutral position to a first position where it starts to mesh with a first gear, a second position where it starts to mesh with a second gear while meshed with the first gear, and then to a reverse gear forming position where it meshes with both the first gear and the second gear, thereby completing the formation of the reverse gear, a control unit that controls driving of the actuator so as to form the reverse gear; the control unit performs retry control to establish the reverse gear again when the establishment of the reverse gear fails, a transmission control device for a hybrid vehicle, wherein the retry control is performed in a different manner depending on whether the reverse idler gear is unable to mesh with the first gear and stops at a position between the neutral position and the first position or whether the reverse idler gear is unable to mesh with the second gear and stops at a position between the first position and the second position.

2. 2. The transmission control device for a hybrid vehicle according to claim 1, wherein, when the reverse idler gear cannot mesh with the first gear and stops at a position between the neutral position and the first position, the actuator is driven to move the reverse idler gear once toward the neutral position so as to move away from the first gear and then move it again to the first position.

3. The control unit 3. The transmission control device for a hybrid vehicle according to claim 1, wherein, when the reverse idler gear cannot mesh with the second gear and stops at a position between the first position and the second position, the actuator is driven to press the reverse idler gear against the second gear, and the electric motor is driven to change the phase of the second gear relative to the reverse idler gear.

4. The control unit 4. The transmission control device for a hybrid vehicle according to claim 3, wherein the phase of the second gear relative to the reverse idler gear is changed by driving the electric motor in a rotational direction when the vehicle is moving backward.

5. The control unit 4. The transmission control device for a hybrid vehicle according to claim 3, wherein, when the electric motor cannot be driven, the actuator is driven to establish the forward speed once and then establish the reverse speed again.

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