Transmission control device for hybrid vehicle

Abstract

To provide a hybrid vehicle transmission control device capable of eliminating a gear block in a short period of time even when an engine is stopped and early completing transmission operation.SOLUTION: A control section engages a clutch and rotates a crank shaft through driving an ISG when a gear block, where a pair of gears does not engage with each other, occurs while an engine is stopped (at time t3). The control section starts engagement of the clutch and preparation of driving the ISG at the timing (time t3) when determining an occurrence of the gear block, starts driving the ISG after completion of a predetermined state of clutch engagement (at time t4), and stops driving the ISG and releases the clutch when the gear block is eliminated (at time t5).SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a technology for automatically switching gear stages, which includes a synchromesh type stepped transmission and a shift select actuator that switches the shift select position so that the gear stage in the stepped transmission becomes a target gear stage.

[0003] Furthermore, in general, in synchromesh-type stepped transmissions, a state (hereinafter referred to as "gear lock") can occur in which moving parts come into contact with the end faces of the teeth or dogs of other gears during a gear shift to a target gear, hindering the gear shift. When this gear lock occurs, the moving parts that move to achieve the gear cannot complete their movement, and the gears that make up the gear are not meshed to allow power transmission. In manual transmissions operated by a driver, when gear lock occurs, drivers have empirically found that they can change the phase of the gear pair by switching to another gear and engaging the clutch, and then reattempting to shift to the target gear to resolve the gear lock. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2004-52925 Summary of the Invention [Problem to be solved by the invention]

[0005] However, the technology described in Patent Document 1 does not consider what to do if a gear block occurs while the engine is stopped, and there is a risk that the gear block may not be resolved if it occurs while the engine is stopped.

[0006] Therefore, an object of the present invention is to provide a gear change control device for a hybrid vehicle that can resolve gear lock in a short time and complete gear change operations quickly even when the engine is stopped. [Means for solving the problem]

[0007] In order to solve the above problems, the present invention provides an engine and a crankshaft connected to the engine. , and applies a motor torque for running to the crankshaft. A transmission control device for a hybrid vehicle includes an electric motor, a transmission having a plurality of gear stages established by meshing of gear pairs and changing the speed of rotation input from the engine, a clutch provided between the engine and the transmission, an actuator that operates to switch the gear stages and engage or disengage the clutch, and a control unit that controls driving of the electric motor and the switching of the gear stages by the actuator and the engagement or disengagement of the clutch, wherein when a gear block occurs during a stop of the engine, in which the gear pairs are not meshed, the control unit engages the clutch and drives the electric motor to rotate the crankshaft. At the timing when the occurrence of the gear block is determined, the clutch is started to be engaged and preparations for driving the electric motor are started. It is characterized by the following. [Effects of the Invention]

[0008] Thus, according to the present invention, even when the engine is stopped, the gear lock can be released in a short time, and the gear shift operation can be completed quickly. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic diagram of a hybrid vehicle equipped with a gear change control device according to one embodiment of the present invention. [Figure 2] FIG. 2 is a time chart showing the transition of the vehicle state during a retry operation by the gear change control device for a hybrid vehicle according to one embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0010] According to one embodiment of the present invention, there is provided a transmission control device for a hybrid vehicle including an engine, an electric motor connected to a crankshaft of the engine, a transmission having a plurality of gear stages established by meshing of gear pairs and configured to change the speed of rotation input from the engine, a clutch provided between the engine and the transmission, an actuator for operating to change the gear stages and to engage or disengage the clutch, and a control unit for controlling the driving of the electric motor and the actuator's operation to change the gear stages and engage or disengage the clutch, wherein the control unit is characterized in that, when a gear block occurs during engine stop, in which the gear pairs are not meshed, the control unit engages the clutch and drives the electric motor to rotate the crankshaft. As a result, the transmission control device for a hybrid vehicle according to one embodiment of the present invention can quickly resolve the gear block even during engine stop, thereby completing the gear shift operation promptly. [Example]

[0011] 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.

[0012] In FIG. 1, a hybrid vehicle 1 according to one embodiment of the present invention includes an engine 2 as an internal combustion engine, a transmission 3, a motor 4, an inverter 5, a high-voltage battery 6 as a battery, a low-voltage battery 7, and a control unit 8.

[0013] The engine 2 is formed with a plurality of cylinders. In this embodiment, the engine 2 is configured so that each cylinder undergoes a series of four strokes, which are an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke.

[0014] The engine 2 is provided with an ISG (Integrated Starter Generator) 21. The ISG 21 constitutes the electric motor of the present invention. The ISG 21 is connected to the crankshaft 2A of the engine 2 via a belt (not shown). When power is supplied to the ISG 21, the ISG 21 rotates, causing the crankshaft 2A to rotate and start the engine 2. When power is supplied to the ISG 21, the ISG 21 rotates, causing the crankshaft 2A to rotate and provide the engine 2 with motor torque for running. The ISG 21 also generates power from the rotation of the crankshaft 2A due to the operation of the engine 2 or the deceleration energy of the hybrid vehicle 1. In this way, the ISG 21 is a rotating electric machine that integrates a starting device for the engine 2, a generator, and an electric motor. In addition to the ISG 21, the engine 2 may be provided with a starting device (starter) that only starts the engine 2.

[0015] A dry single-plate clutch 31 is provided between the engine 2 and the transmission 3, and the clutch 31 connects or disconnects the power transmission between the engine 2 and the transmission 3.

[0016] The transmission 3 changes the speed of the rotation input from the engine 2 to the input shaft 3A via the clutch 31, and outputs the changed rotation to the output shaft 3B. The rotation of the output shaft 3B is transmitted to the drive wheels 10 via the differential mechanism 32 and the drive shaft 11.

[0017] The transmission 3 is equipped with a speed change mechanism (not shown) consisting of a parallel shaft gear mechanism. The transmission 3 has a plurality of gear stages established by the meshing of gear pairs. The meshing of the gear pairs to establish a target gear stage can be achieved by moving a sleeve in the axial direction relative to one of the gear pairs that are always meshed, as in forward gears equipped with a synchronization mechanism (meshing between a synchronous meshing gear on the side of one gear and a gear on the sleeve), or by moving one gear directly in the axial direction relative to the other gear of the gear pair, as in reverse gears with a jump-type structure (meshing between gear pairs).

[0018] In other words, the meshing of the gear pair to achieve a gear shift in a parallel shaft gear mechanism means that, in a forward gear shift gear equipped with a synchronization mechanism, the gear pair is always meshed, and one of the gears, which is rotatably supported on the shaft, is connected to the shaft. This connection is achieved by moving the sleeve of the synchronization mechanism axially so that the sleeve engages with the idler gear, and the idler gear and the shaft are connected via the sleeve, thereby transmitting driving force at the desired gear shift. Also, in a reverse gear shift gear having a jumping structure, the meshing of the gear pair to achieve a gear shift means moving the idler gear axially so that the gear teeth of the idler gear enter between the teeth of the other gear, thereby meshing the gears and transmitting driving force.

[0019] The transmission 3 is configured as a so-called AMT (Automated Manual Transmission). The transmission 3 includes an actuator 3C that operates to change gear positions and to engage or disengage the clutch 31.

[0020] A differential mechanism 32 is provided between the transmission 3 and the drive wheels 10. The differential mechanism 32 and the drive wheels 10 are connected by a drive shaft 11.

[0021] The motor 4 is connected to the differential mechanism 32 via a reduction gear (not shown) such as a chain. The motor 4 functions as an electric motor. The motor 4 also functions as a generator, generating electricity as the hybrid vehicle 1 travels.

[0022] The motor 4 is provided with a temperature sensor 41 that detects the temperature of the motor 4. The temperature sensor 41 is connected to the control unit 8.

[0023] Under the control of the control unit 8, the inverter 5 converts DC power supplied from the high-voltage battery 6 or the like into three-phase AC power and supplies it to the motor 4.

[0024] The inverter 5 converts the three-phase AC power generated by the motor 4 into DC power under the control of the control unit 8. This DC power charges, for example, the high-voltage battery 6. The control unit 8 is capable of detecting the inverter voltage, which is the voltage applied to the inverter 5.

[0025] The high-voltage battery 6 is configured by, for example, a lithium-ion battery, and supplies power to the inverter 5.

[0026] The high-voltage battery 6 is provided with a battery state sensor 61. The battery state sensor 61 detects the charge / discharge current, voltage, and battery temperature of the high-voltage battery 6. The battery state sensor 61 is connected to the control unit 8. The control unit 8 is able to detect the charge amount of the high-voltage battery 6 from the output of the battery state sensor 61.

[0027] The low-voltage battery 7 is configured by, for example, a lead battery, and supplies power to the electric loads of the hybrid vehicle 1, such as the ISG 21.

[0028] In this way, the hybrid vehicle 1 forms a parallel hybrid system that can use at least one of the power sources of the engine 2, ISG 21, and motor 4 to drive the vehicle, and is configured to run using at least one of the power sources of the engine torque of the engine 2 and the motor torque of the ISG 21 or motor 4.

[0029] The control unit 8 is composed of a computer unit equipped with a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), flash memory for storing backup data, etc., input ports, and output ports.

[0030] The ROM of this computer unit stores a program for causing the computer unit to function as the control unit 8, along with various constants and maps.

[0031] That is, the CPU executes the program stored in the ROM using the RAM as a work area, and these computer units function as the control unit 8 in this embodiment.

[0032] In addition to the temperature sensor 41 and battery state sensor 61 mentioned above, various sensors including a select lever sensor 81, a gear stroke sensor 82, a clutch stroke sensor 83, an engine rotation speed sensor 84, and an input rotation speed sensor 85 are connected to the input port of the control unit 8.

[0033] The select lever sensor 81 detects the position of a select lever (not shown) operated by the driver and outputs a detection signal to the control unit 8. The select lever has three positions: a parking position "P," a reverse position "R," a neutral position "N," and a forward position "D."

[0034] The gear stroke sensor 82 detects the gear stroke (gear position) in the transmission 3 and outputs the detected gear stroke to the control unit 8. In other words, the gear stroke sensor 82 detects the position of a part that moves when shifting to the target gear. From the output of the gear stroke sensor 82, the control unit 8 detects that the internal gear shifting operation of the transmission 3 has been completed and that shifting to the target gear has been completed. The position at which gear shifting is completed is set in advance through experiments, etc. Similarly, the control unit 8 also stores positions at which gear blocking, in which gears come into contact with the end faces of the teeth or dogs of other gears and interfere with gear shifting operations, is likely to occur.

[0035] The clutch stroke sensor 83 detects the clutch stroke (engaged or disengaged state) of the clutch 31 and outputs the detected clutch stroke to the control unit 8. In other words, the clutch stroke sensor 83 detects the state of the clutch 31, and detects whether the clutch 31 is able to transmit driving force. Specifically, it detects the position of a clutch release member (not shown) that releases the clutch 31 and cuts off the driving force. The position where the clutch 31 is completely engaged and the position where the clutch 31 starts to engage are set in advance through experiments or the like and stored in the control unit 8.

[0036] The engine rotation speed sensor 84 detects the rotation speed of the crankshaft 2A of the engine 2 as the engine rotation speed, and outputs the detected engine rotation speed to the control unit 8.

[0037] The input rotation speed sensor 85 detects the rotation speed of the input shaft 3A of the transmission 3 as the input rotation speed, and outputs the detected input rotation speed to the control unit 8. When the clutch 31 is in an engaged state, the input rotation speed and the engine rotation speed become equal.

[0038] On the other hand, the output port of the control unit 8 is connected to various control targets including the ISG 21, the actuator 3C of the transmission 3, the inverter 5, and an injector (not shown) of the engine 2, etc.

[0039] In this embodiment, the control unit 8 calculates a driver requested torque based on the accelerator opening, etc. The control unit 8 controls the engine 2, the transmission 3, the clutch 31, and the motor 4 so that the driver requested torque is output to the drive wheels 10.

[0040] The control unit 8 is configured to switch the driving mode of the hybrid vehicle 1. In this embodiment, the driving modes are set to an EV mode, an HEV mode, and an EG mode.

[0041] The EV mode is a driving mode in which the clutch 31 is in a disengaged state and the hybrid vehicle 1 is driven by the power of the motor 4. The HEV mode is a control mode in which the clutch 31 is in an engaged state and the hybrid vehicle 1 is driven by the power of the engine 2 or the engine 2 and the motor 4. The EG mode is a driving mode in which the clutch 31 is in an engaged state and the hybrid vehicle 1 is driven by the power of the engine 2.

[0042] The control unit 8 realizes an idling stop function that automatically stops the operation of the engine 2. The control unit 8 stops the operation of the engine 2 when predetermined automatic stop conditions are met, and restarts the engine 2 when predetermined restart conditions are met.

[0043] The control unit 8 also controls the driving of the ISG 21, the shifting of the gear position by the actuator 3C, and the engagement or disengagement of the clutch 31.

[0044] Here, because the transmission 3 is equipped with a speed change mechanism made up of a parallel shaft gear mechanism, gear blocking, in which the gear pair does not mesh, may occur when shifting to a target gear. If gear blocking occurs and the engine 2 is rotating, the actuator 3C can be driven to slightly engage the clutch 31 to change the phase of the gear pair, thereby eliminating the gear blocking and enabling meshing of the gear pair for the target gear. However, when the engine 2 is stopped due to an idling stop or the like, the rotation of the engine 2 cannot be used to change the phase of the gear pair.

[0045] Therefore, if a gear block in which the gear pair is not meshed occurs while the engine 2 is stopped, the control unit 8 engages the clutch 31 and drives the ISG 21 to rotate the crankshaft 2A. The engagement of the clutch 31 and the drive of the ISG 21 by the control unit 8 are operations for establishing meshing of the gear pair by changing the phase of the gear pair of the target gear, and are also called a retry operation. Note that the engagement of the clutch 31 in the retry operation refers to controlling the clutch 31 so that the clutch stroke is at an appropriate position within the engagement region between the engagement start position (contact start position) and the full engagement position (full engagement position).

[0046] When the control unit 8 determines that gear blocking has occurred, it starts engaging the clutch 31 and starts preparations for driving the ISG 21. In other words, when gear blocking has occurred, the control unit 8 operates the actuator 3C to engage the clutch 31 and starts preparations for driving the ISG 21.

[0047] The control unit 8 starts driving the ISG 21 after the engagement of the clutch 31 is completed. In other words, the control unit 8 starts driving the ISG 21 after the clutch 31 is in a predetermined driving force transmission state.

[0048] When the gear block is resolved, the control unit 8 stops driving the ISG 21, and releases the clutch 31 after the rotation of the ISG 21 has stopped.

[0049] Next, the transition of the vehicle state during a retry operation by the control unit 8 will be described with reference to Fig. 2. In Fig. 2, the vertical axis represents the select lever position, the target gear and actual gear, the gear stroke, the clutch stroke, whether a retry can be performed, the retry control request, the ISG control state, the input rotation speed, and the engine rotation speed, and the horizontal axis represents time.

[0050] Here, the target gear is the target gear. The actual gear is the actual gear state of the transmission 3. The gear stroke is the position of the parts that move during the gear shift operation in the process of establishing the target gear, and in the case of a jump-type reverse gear, it is the actual gear position of the reverse idler gear. The retry possibility is a signal that indicates whether a retry (retry) to establish the target gear is possible when gear blocking occurs, and in this embodiment, it is a signal that indicates whether a retry (retry) is possible by the ISG 21. This is information from other control devices, such as when retry control should not be performed due to the state of the hybrid vehicle 1, etc. The retry control request is a signal that indicates a request from the control unit 8 to the ISG 21. The ISG control state is the internal control state of the ISG 21.

[0051] In this embodiment, since the control unit 8 controls the entire hybrid vehicle 1, the retry execution decision and the retry control request are communicated internally within the control unit 8. If the control unit 8 is divided into an ECM (Engine Control Module) that controls the engine 2 and a TCM (Transmission Control Module) that controls the transmission 3, the ECM will notify the TCM of the retry execution decision, and the TCM will notify the ECM of the retry control request.

[0052] The present embodiment shown in FIG. 2 illustrates a retry control operation during a reverse shift in a hybrid vehicle 1 that is stopped. At time t0, the engine 2 of the hybrid vehicle 1 is stopped by the idling stop function. The selector lever position, target gear, and actual gear are in neutral (indicated as N in the figure), and the clutch stroke is such that the clutch 31 is in an open state (disconnected state, indicated as open in the figure). The retry execution status is not requested (indicated as No Inhibit Request in the figure), and the retry control request is not requested (indicated as No Request in the figure). The ISG control status is in a drive stop state (indicated as Off in the figure), and the engine speed and input speed are 0 rpm.

[0053] Thereafter, at time t1, the driver operates the selector lever to the reverse position (indicated as R in the figure) to move the hybrid vehicle 1 backward. As a result of the driver operating the selector lever to the reverse position, the target gear position is set to the reverse position (indicated as R in the figure). This drives the actuator 3C, and movement of parts begins to occur in order to achieve the target gear position. The gear stroke sensor 82 detects this movement of the actuator 3C or the movement of parts, and the gear stroke shown in FIG. 2 begins to change from the neutral position toward the reverse position (indicated as R in the figure).

[0054] Then, at time t2, gear blocking occurs before the reverse position is reached, and the gear stroke stops. At this time t2, the gear blocking determination, which determines whether retry control is required, is not established. In other words, the gear blocking determination is made on the condition that a state in which there is no change in the gear stroke (a state in which the movement of parts is hindered) continues for a predetermined time. When gear blocking occurs, the shifting operating force by actuator 3C is maintained, and actuator 3C is biasing the parts in the direction of achieving the gear stage, but this biasing force may be reduced.

[0055] At time t3, a predetermined time has elapsed since time t1 when the target gear was changed to reverse, and the determination that the gear is locked is established, causing a retry operation to be initiated. At time t3, the operation of actuator 3C to engage clutch 31 is initiated, and the clutch stroke changes from the fully released position toward the fully engaged position (indicated as Close in the figure).

[0056] Also, at time t3, the control unit 8 issues a preparation request (referred to as "Pre-Request" in the figure) as a retry control request. This changes the ISG control state to "energized," and the ISG 21 is energized. In other words, at time t3, the ISG 21 is energized in preparation for its subsequent activation. By energizing the ISG 21 in preparation for its activation in this way, the time required for excitation can be shortened, and activation of the ISG 21 can be started immediately when activation becomes necessary (time t4, described below). Furthermore, since gear block is not determined at time t2 when the gear stroke stops, but rather when the occurrence of gear block is confirmed at time t3, providing a predetermined time until the gear block determination is established prevents erroneous determination of gear block. In other words, erroneous detection of a momentary slowdown due to gear contact as gear block can be suppressed, and unnecessary retry operations can be reduced.

[0057] After that, the clutch stroke passes the engagement start position (the position where the transmission of driving force starts, indicated as 0 Nm in the figure) and reaches a predetermined position at time t4. As a result, the clutch 31 transmits the driving force to the input shaft 3A, and the input shaft 3A begins to rotate at a very slow speed. After that, the engagement state of the clutch 31 is maintained at this time, and the clutch stroke is maintained at a predetermined position. At time t4, the retry control request changes to a drive request (indicated as Request in the figure), the ISG control state changes to drive, and the ISG 21 is driven. At this time t4, the crankshaft 2A of the engine 2 is rotated by the drive of the ISG 21, and the engine speed begins to increase. Furthermore, because the clutch 31 is engaged so as to be able to transmit driving force, the input speed also begins to increase to the same speed as the engine speed.

[0058] Then, as the input rotation speed increases, the phase of the gear pair of the target gear in the transmission 3 changes, the gear pair meshes, and the gear stroke begins to change again toward the reverse position. In other words, as the input shaft 3A rotates, the reverse gear rotates, changing the phase of the gear pair, and the abutment with the end of the reverse gear that had been obstructing the movement of the reverse idler gear is released. Then, the biasing force in the direction of the actuator 3C causes the reverse idler gear to begin moving again toward the reverse position.

[0059] Here, the predetermined position of the clutch stroke in the retry operation at time t4 is set to an appropriate position within the engagement region between the engagement start position (denoted as 0 Nm) and the full engagement position (Close). More specifically, the predetermined position of the clutch stroke is set to a position where the input shaft 3A of the transmission 3 rotates slightly enough to change the phase of the gear pair of the target gear position and establish meshing, but where the drive wheels 10 do not rotate significantly. In other words, the predetermined position of the clutch stroke is set to a position where the input shaft 3A of the transmission 3 rotates, but where the input shaft 3A is engaged to an extent that it does not transmit enough driving force to move the hybrid vehicle 1 (slip state).

[0060] Similarly, the rotation amount and torque of the ISG 21 during the retry operation at time t4 are set to a value that causes the input shaft 3A of the transmission 3 to rotate slightly enough to change the phase of the gear pair of the target gear position and establish meshing, but prevents the drive wheels 10 from rotating too much. Furthermore, the rotation amount and torque values ​​of the ISG 21 during the retry operation are set as values ​​for the retry operation and are distinct from values ​​for other operations, so the rotation amount and torque values ​​for the retry operation can be selectively adjusted and set. Note that if the ISG 21 can control the minute rotation amount, shock to the hybrid vehicle 1 can be suppressed even if the clutch 31 is fully engaged.

[0061] The gear stroke begins to change again toward the reverse position, and at time t5 it goes out of the range of the gear block position, and it is determined that the gear block has been resolved. The gear movement continues thereafter. At time t5, it is determined that the gear block has been resolved, and the retry operation ends. At this time t5, the retry control request is changed to no request. The ISG control state is also changed to drive stop, and the drive of the ISG 21 is stopped. Then, the operation of the actuator 3C is started to put the clutch 31 into a disengaged state, and the clutch stroke begins to change toward the disengaged side. Note that the determination that the gear block has been resolved is made when one of the following conditions is met: the shift stroke has passed the gear block position, or the input rotation speed (or rotation amount) has reached a predetermined rotation speed (or rotation amount) and a change in the phase of the gear pair has been confirmed.

[0062] After that, at time t6, the gear stroke reaches the reverse position, and the actual gear enters the reverse state. Also at time t6, the engine speed and input speed become 0 rpm.

[0063] Around time t6, the operation of actuator 3C to release clutch 31, which was started after it was determined that gear lock had been eliminated, causes the clutch stroke to reach the release position, and release of clutch 31 is completed.

[0064] The timing chart in Figure 2 illustrates a retry operation that occurs when gear lock occurs when changing from neutral (N) to reverse (R). Gear lock may also occur when changing from neutral (N) to first forward gear depending on the state of the synchronization mechanism, and in that case, the gear lock can be resolved by performing a retry operation similar to that described above.

[0065] Thus, in this embodiment, when a gear block occurs in which the gear pair is not meshed while the engine 2 is stopped, the control unit 8 engages the clutch 31 and drives the ISG 21 to rotate the crankshaft 2A.

[0066] As a result, even if gear blocking occurs when switching gears while the engine 2 is stopped, the phase of the gear pair of the transmission 3 can be changed by rotating the input shaft 3A of the transmission 3 using the power of the ISG 21. This allows the gear pair to mesh and eliminates gear blocking.

[0067] Furthermore, since the gear lock can be resolved without first switching to another gear, the gear lock can be resolved in a short time.

[0068] As a result, even when the engine is stopped, the gear lock can be released in a short time, and the gear change operation can be completed quickly.

[0069] In this embodiment, the control unit 8 starts to engage the clutch 31 and starts preparations for driving the ISG 21 at the timing when it is determined that gear blocking has occurred.

[0070] As a result, the operations required to resolve gear block, namely engagement of the clutch 31 and excitation to prepare for driving the ISG 21, are initiated at the timing when the occurrence of gear block is determined, so that excitation of the ISG 21 can be completed before engagement of the clutch 31 is completed, and driving of the ISG 21 can be started immediately after engagement of the clutch 31 is completed. Therefore, even when the engine is stopped, gear block can be resolved in a short time, and the gear shift operation can be completed quickly.

[0071] In addition, in this embodiment, the control unit 8 starts driving the ISG 21 after the engagement of the clutch 31 is completed.

[0072] This prevents the ISG21 from starting to operate before the clutch 31 is fully engaged, and suppresses shock from occurring when the clutch 31 is engaged, thereby suppressing shock from acting on the input shaft of the transmission 3 from the clutch 31.

[0073] In addition, in this embodiment, when the gear block is resolved, the control unit 8 stops driving the ISG 21 and releases the clutch 31.

[0074] This allows the rotation of the ISG 21 to be stopped quickly after the gear block is released, and shock to the transmission 3 can be suppressed.

[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 Hybrid vehicle 2 engines 2A crankshaft 3-speed 3C Actuator 8 Control Unit 21 ISG (Electric motor) 31 Clutch

Claims

1. The engine and an electric motor connected to a crankshaft of the engine and applying a motor torque for running to the crankshaft; a transmission having a plurality of gear stages established by meshing of gear pairs, which changes the speed of rotation input from the engine; a clutch provided between the engine and the transmission; an actuator that operates the shifting of the gear position and the engagement or disengagement of the clutch; A transmission control device for a hybrid vehicle, comprising: a control unit that controls driving of the electric motor, switching of the gear stage by the actuator, and engagement or disengagement of the clutch, a transmission control device for a hybrid vehicle, characterized in that, when a gear block in which the gear pair is not meshed occurs while the engine is stopped, the control unit engages the clutch and drives the electric motor to rotate the crankshaft, and at the timing when it determines that the gear block has occurred, starts engaging the clutch and starts preparations to drive the electric motor.

2. An engine; an electric motor connected to a crankshaft of the engine and applying a motor torque for running to the crankshaft; a transmission having a plurality of gear stages established by meshing of gear pairs, which changes the speed of rotation input from the engine; a clutch provided between the engine and the transmission; an actuator that operates the shifting of the gear position and the engagement or disengagement of the clutch; A transmission control device for a hybrid vehicle, comprising: a control unit that controls driving of the electric motor, switching of the gear stage by the actuator, and engagement or disengagement of the clutch, a control unit that, when a gear block in which the gear pair is not meshed occurs while the engine is stopped, engages the clutch and drives the electric motor to rotate the crankshaft, and when the gear block is released, stops driving the electric motor and disengages the clutch.

3. 3. The transmission control device for a hybrid vehicle according to claim 1, wherein the control unit starts driving the electric motor after the clutch has been fully engaged.

4. 2. The transmission control device for a hybrid vehicle according to claim 1, wherein the control unit stops driving the electric motor and disengages the clutch when the gear lock is released.

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