JP6183064B2 - Shift control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a shift control device for a hybrid vehicle.

  Conventionally, in a vehicle using an engine as a power source, by combining a transmission that can be changed by a control signal and a clutch that is engaged / disengaged by a control signal, the clutch is disengaged / engaged according to the state of the vehicle. There is known a speed change control device that performs a series of speed change operations in which the gear position is changed. In such a shift control device, torque from the engine is not transmitted to the wheels while the clutch at the time of shifting is disengaged, so even when the driver requests acceleration, the acceleration of the vehicle becomes zero. In order to prevent loss of acceleration, as disclosed in Patent Document 1, in a hybrid vehicle shift control device including an engine and a motor as drive sources, the motor torque output by the motor as assist torque when the clutch is disengaged is increased. ing.

Japanese Patent Laid-Open No. 11-69509

  In the shift control apparatus as shown in Patent Document 1, immediately before the clutch is engaged, the rotation speed of the engine side member connected by the clutch, that is, the engine rotation speed, and the rotation speed of the input side member of the transmission, that is, the input shaft rotation speed. When the clutch is engaged, the engine rotational speed is pulled to the input shaft rotational speed at the same time as the clutch is engaged, and the engine rotational speed is reduced (or increased) to the input shaft rotational speed. Output as output. Therefore, for example, when engaging the clutch during upshifting, if the engine inertia torque is not reduced when calculating the required motor torque as the assist torque, the motor will output excess torque, and the feeling of extrusion will be felt. This can lead to a decrease in drivability.

  The present invention has been made in view of the above circumstances, and is a hybrid vehicle that can improve drivability by preventing the feeling of push-in and pull-in caused by engine inertia during clutch engagement. An object of the present invention is to provide a shift control device for a vehicle.

According to the invention according to claim 1, which has been made to solve the above-described problem, a hybrid vehicle shift control device includes a drive shaft to which engine torque output from an engine is transmitted, an input shaft, and the input shaft. A transmission having an output shaft disposed in parallel and rotationally connected to the drive wheels; a transmission for shifting a rotation ratio of the input shaft to the output shaft to a plurality of shift stages; and the drive shaft and the input shaft And a clutch requesting a connection between the drive shaft and the input shaft with variable clutch torque transmitted from the drive shaft to the input shaft, and a driver request requested by the driver. A motor for outputting motor torque to the drive wheels together with the engine torque output by the engine in response to torque, and the transmission from a current gear position. After shifting to the next gear stage, after completing the transition to the next gear stage, a vehicle inertia calculator for calculating vehicle inertia based on the motor torque and vehicle acceleration / deceleration in a neutral state when shifting to Oite during the period until the clutch has completed engagement, and the vehicle acceleration or deceleration, and the vehicle inertia, and the motor torque, on the basis of, and the engine torque, and calculates the engine inertia torque, then, the driver request The gist of the present invention is to have a required motor torque calculation unit that calculates a required motor torque that the motor is required to output based on the torque, the engine inertia torque, and the engine torque or the clutch torque.

  According to this, since the motor is controlled with the calculated required motor torque based on the driver required torque, the engine inertia torque, and the engine torque or the clutch torque, it is caused by the engine inertia torque when the clutch is engaged. Since there is no feeling of pushing or pulling in, drivability can be improved. Further, since the motor is controlled with the required motor torque in consideration of the engine inertia torque, the power consumption of the motor can be reduced.

According to the invention according to claim 2, which is made to solve the above-described problem, the shift control device for a hybrid vehicle according to claim 1 is configured such that the required motor torque calculation unit shifts to the next shift stage. When the engine torque is smaller than the clutch torque during the period from when the clutch is completed to the engagement, when the engine torque is smaller than the clutch torque, the vehicle acceleration / deceleration, the vehicle inertia, the motor torque, and the engine torque If, based on the calculated engine inertia torque, and if prior SL engine torque is greater than the clutch torque, and summarized in that the said engine inertia torque to zero.

  According to this, when the engine torque is larger than the clutch torque, the engine torque exceeding the clutch torque is not transmitted via the clutch, so that the engine inertia torque can be made zero and the calculation of the engine inertia torque can be rationalized.

  According to the invention according to claim 3 made to solve the above-described problem, the shift control device for a hybrid vehicle according to claim 1 or 2 calculates the vehicle inertia a plurality of times at a predetermined interval, The gist is to use the average value.

  According to this, since the vehicle inertia is an average value, it can be smoothed without deviation.

According to an invention according to claim 4 made to solve the above-described problem, in the shift control apparatus for a hybrid vehicle according to any one of claims 1 to 3, the transmission includes the input. A plurality of idle gears provided on one of the shaft and the output shaft so as to be free to rotate, and a plurality of idle gears fixed to the other of the input shaft and the output shaft so as not to rotate relative to each other and meshing with the plurality of idle gears, respectively. The fixed gear and the plurality of idle gears are provided on the sides of the plurality of idle gears so that they are not rotatable relative to a shaft to which the idle gears are rotatably connected and are movable in the axial direction of the axis. A plurality of meshing mechanisms that non-rotatably engage with the gears and rotate and connect the plurality of idle gears and the shaft so as to be non-rotatable; and the plurality of meshing mechanisms are moved in the axial direction, respectively. the meshing mechanism, its Resolution It causes relatively unrotatably engaged with the corresponding one of the plurality of idler gears, and summarized in that and a shift actuator for disengaging said plurality of engagement mechanisms, to be relatively rotated from the plurality of idler gears each corresponding To do.

  According to this, since the transmission shifts the meshing mechanism in the axial direction and shifts to a plurality of shift speeds, the speed change from the current shift speed to the next shift speed is performed using the period during which the meshing mechanism moves in the axial direction. It is possible to appropriately calculate the engine inertia torque that is executed when shifting to a stage and the required motor torque in consideration of the engine inertia torque.

It is explanatory drawing which shows the vehicle by which the shift control apparatus for hybrid vehicles of this embodiment and the said shift control apparatus for hybrid vehicles are mounted. It is a flowchart which shows the calculation process of the vehicle inertia which is a control program performed by TM-ECU of FIG. It is a flowchart which shows the calculation process of the request | required motor torque which is a control program performed by TM-ECU of FIG. It is a time chart showing the relation between passage of time and the state of each component. It is a perspective view of a meshing mechanism. It is sectional drawing of a meshing mechanism. It is a perspective view of the hub and sleeve which comprise a meshing mechanism.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  The first drive gear 41 and the second drive gear 42 are fixed gears fixed to the input shaft 31 so as not to be relatively rotatable. The third drive gear 43, the fourth drive gear 44, and the fifth drive gear 45 are idle gears that are provided so as to be rotatable relative to the input shaft 31 (can be freely rotated). This is the product of the rotational speed Nos and the gear ratio of the driven gears 53, 54, 55 that mesh with each other.

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

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

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

  An input shaft rotational speed sensor 91 for detecting the rotational speed Nis of the input shaft 31 is provided in the vicinity of the input shaft 31 or in the vicinity of the first drive gear 41 and the second drive gear 42. An output shaft rotational speed sensor 92 for detecting the rotational speed Nos of the output shaft 32 is provided in the vicinity of the output shaft 32 or in the vicinity of the third driven gear 53, the fourth driven gear 54, and the fifth driven gear 55. Yes. The input shaft rotational speed sensor 91 and the output shaft rotational speed sensor 92 are communicably connected to the TM-ECU 13 and output detection signals to the TM-ECU 13.

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

  The first meshing mechanism 110 selects the first driven gear 51 or the second driven gear 52 and connects it to the output shaft 32 so as not to be relatively rotatable. Therefore, the rotation speed of the first meshing mechanism 110 is the same as the rotation speed Nos of the output shaft 32. The first meshing mechanism 110 is disposed between the first driven gear 51 and the second driven gear 52. As shown in FIGS. 5 and 6, the first meshing mechanism 110 has a first hub 111, a first sleeve 112, a first fork member 113, and a first shift actuator 114.

  The first hub 111 is fixed to the output shaft 32 so as not to rotate relative to the first driven gear 51 and the second driven gear 52. As shown in FIG. 7, external teeth 111 a are formed on the outer periphery of the first hub 111. The first sleeve 112 has an annular shape. Inner teeth 112 a are formed on the inner periphery of the first sleeve 112. The outer teeth 111 a and the inner teeth 112 a are fitted, and the first sleeve 112 is disposed so as not to rotate with respect to the first hub 111 and to be movable in the axial direction of the output shaft 32.

  As shown in FIG. 6, dog teeth 51 a are formed on the side surface of the first driven gear 51 that faces the first hub 111. As shown in FIGS. 6 and 7, dog teeth 52 a are formed on the side surface of the second driven gear 52 that faces the first hub 111.

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

  As shown in FIGS. 5 and 6, the first fork member 113 includes a shaft 113a and a fork 113b. The fork 113b is engaged with an engaging portion 112b formed as a recess in the outer peripheral portion of the first sleeve 112.

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

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

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

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

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

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

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

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

  The third shift actuator 134 is driven and controlled by the TM-ECU 13 and moves the third sleeve 132 to the fifth drive gear 45 side via the third fork member 133 and is separated from the fifth drive gear 45. Move to three neutral positions. When the third shift actuator 134 moves the third sleeve 132 toward the fifth drive gear 45, the fifth drive gear 45 is connected to the input shaft 31 through the third sleeve 132 so as not to rotate relative to the fifth drive gear 45. Speed is formed. When the third shift actuator 134 moves the third sleeve 132 to the third neutral position, the fifth drive gear 45 enters a neutral state in which the fifth drive gear 45 can rotate relative to the input shaft 31. In this way, the rotation ratio between the input shaft 31 and the output shaft 32 is changed to a plurality of shift stages.

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

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

  The motor generator MG operates as a motor that outputs motor torque Tm to the drive wheels Wl and Wr, and also operates as a generator that converts kinetic energy of the vehicle into electric power. Motor generator MG includes a stator (not shown) fixed to a case (not shown) and a rotor (not shown) rotatably provided on the inner peripheral side of the stator. The motor torque Tm can be calculated from the motor torque Tm actually output from the motor generator MG based on the current flowing through the motor generator MG while the motor generator MG is operating.

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

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

The hybrid ECU 11 calculates “driver required torque Td r ” in the output shaft 32 requested by the driver, based on the accelerator opening Ac of the accelerator sensor 96 based on the operation of the accelerator pedal 95 of the driver. Based on the “driver required torque Td r ”, the hybrid ECU 11 calculates “requested motor torque Tmr” that the motor generator MG requires to output based on information such as the state of charge of the battery BT and the vehicle speed. The hybrid ECU 11 calculates a “request engine torque Ter” that the engine EG requires to output based on the “driver request torque Td r ” and the “request motor torque Tmr”.

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

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

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

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

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

  Next, with reference to the flowcharts of FIGS. 2 and 3 and the time chart of FIG. 4, the shift control executed by the TM-ECU 13 will be described on behalf of an upshift (for example, from the first speed to the second speed). .

  Note that when the hybrid ECU 11 determines that the traveling state of the vehicle, which is composed of the throttle opening and the vehicle speed, exceeds a shift line that represents the relationship between the throttle opening and the vehicle speed, or the driver When a shift lever that is not operated is operated, a “shift request” is output to the TM-ECU 13. When TM-ECU 13 receives “shift request”, the control authority of engine EG moves from hybrid ECU 11 to TM-ECU 13, and the control authority of motor generator MG moves from motor generator ECU 14 to TM-ECU 13.

  When the TM-ECU 13 determines that the received “shift request” is an upshift (T1 in FIG. 4), the “neutral processing” is started. This “neutral process” is a process of making the TM neutral while reducing the engine torque Te, and the TM-ECU 13 controls the engine EG so as to obtain the required engine torque Ter (a, T1 in FIG. 4). ). Then, the engine torque Te gradually decreases (b in FIG. 4).

  When the TM-ECU 13 determines that the engine torque Te has reached the specified torque Ter1 (T2 in FIG. 4), the TM-ECU 13 outputs a control signal to the shift actuator and drives it to move the sleeves 112 to 132 to the neutral position. The movement is started (T2 in FIG. 4).

  Next, the TM-ECU 13 determines that the stroke of the shift actuator has started (T3 in FIG. 4), and determines that the TM has become neutral based on the stroke of the shift actuators 114 to 134 that are being driven. (T4 in FIG. 4) ends the “neutral processing”.

  When the TM enters a neutral state, the TM-ECU 13 outputs a control signal to the engine ECU 12 to stop fuel injection in the fuel injection device EG-2 and stop the engine EG (FIG. 4, T4). By outputting a control signal to the motor generator ECU 14, control for increasing the motor torque Tm output from the motor generator MG to the output shaft 32 is started (d in FIG. 4). Then, as shown in FIG. 4c, the engine EG stops, the engine torque Te decreases, and the engine torque Te changes from positive to negative. Since the clutch C is in the engaged state, a negative torque, which is the friction torque of the engine EG, is input to the input shaft 31 via the clutch C. As shown in FIG. The speed Ne and the input shaft rotational speed Nis are reduced. The motor torque Tm is controlled so as to complement the decrease in the engine torque Te input to the ring gear of the differential DF in consideration of the acceleration / deceleration of the vehicle.

At the same time, TM-ECU 13, by driving the clutch actuator 29, the clutch torque Tc, lower than the transmission torque during full engagement, capable of transmitting engine cement torque T e which was reduced to the input shaft 31 transmitted The torque is reduced to the prescribed transmission torque (f, T5 in FIG. 4), and the clutch C is set to a so-called half-clutch state.

  When TM is in the neutral state, none of the idle gears 51, 52, 43, 44, 45 is rotationally connected to the input shaft 31 and the output shaft 32, so the rotational moment of the member that rotates integrally with the input shaft 31 is The rotational moment of the input shaft 31, drive gears 41 and 42, hubs 121 and 131, sleeves 122 and 132, clutch disk 22, etc. For this reason, even when the clutch C is in the half-clutch state, the drive shaft EG-1 and the input shaft 31 rotate integrally with almost no slippage of the clutch C, and as the engine rotational speed Ne decreases, the input shaft reliably The rotational speed Nis 31 decreases.

  When the TM-ECU 13 determines that the rotational speed Nis of the input shaft 31 is lower than the “regular rotational speed Nis1” based on the detection signal from the input shaft rotational speed sensor 91 (T6 in FIG. 4). Then, by driving the clutch actuator 29, the clutch torque Tc is set to 0 (g in FIG. 4), and the control for disengaging the clutch C is started. The “regulated rotational speed Nis1” is a rotational speed that is higher than the “synchronous rotational speed Nis2” described later by a predetermined rotational speed.

  Next, based on the detection signal from the clutch actuator 29, the TM-ECU 13 determines that the clutch torque Tc is 0 and the clutch C is in the disconnected state, and based on the detection signal from the input shaft rotational speed sensor 91. When it is determined that the rotational speed Nis of the input shaft 31 has decreased to “synchronous rotational speed Nis2” (T7 in FIG. 4), the shift actuator corresponding to the next shift stage on the up side is driven to Any one of the first to third sleeves 112 to 132 is moved to start an upshift that forms the next shift stage. In the case of an upshift from the first speed to the second speed, the first sleeve 112 is moved.

  The "synchronous rotational speed Nis2" is a predetermined rotational speed difference between the idle gears 52, 43, 44, and 45 of the next shift stage and the input shaft 31 or the output shaft 32 to which this is rotationally connected. This is the rotational speed of the input shaft 31 within the range of “allowable rotational speed”. Specifically, the “synchronous rotational speed Nis2” is the difference between the rotational speed of the second driven gear 52 and the rotational speed of the output shaft 32 when the upshift is performed to the second speed. The rotational speed of the input shaft 31 in a state where the second driven gear 52 and the output shaft 32 are almost synchronized. In addition, in the case of up-shifting to the third speed, the fourth speed, and the fifth speed, the differential rotational speed between the rotational speeds of the third to fifth drive gears 43 to 45 and the rotational speed of the input shaft 31 is “allowable rotational speed”. The rotation speed of the input shaft 31 in a state where the drive gears 43, 44, 45 and the input shaft 31 are almost synchronized.

  “Allowable rotational speed” means a differential rotational speed at which the first sleeve 112 can be engaged with the second driven gear 52 even if there is a differential rotational speed between the second driven gear 52 and the output shaft 32. Or, even if there is a differential rotational speed between the third and fourth drive gears 43 and 44 and the input shaft 31, the second sleeve 122 is engaged with the third and fourth drive gears 43 and 44. The third sleeve 132 can be engaged with the fifth drive gear 45 even if there is a differential rotation speed between the fifth drive gear 45 and the input shaft 31. This is the differential rotational speed that can be achieved. The “synchronous rotational speed Nis2” is calculated by the TM-ECU 13 based on detection signals from the input shaft rotational speed sensor 91 and the output shaft rotational speed sensor 92.

  Next, when the TM-ECU 13 determines that the upshift has been completed based on the signal output from the shift actuator (T8 in FIG. 4), the clutch torque Tc is completely achieved by driving the clutch actuator 29. Control for gradually increasing the clutch torque Tc is started until the clutch torque at the time of engagement is reached (h in FIG. 4).

  At the same time, the TM-ECU 13 outputs a control signal to the engine ECU 12, starts the engine EG, and starts control for returning the engine torque Te to the required engine torque Ter calculated based on the accelerator opening degree Ac. (I in FIG. 4). As a result, the engine torque Te increases.

  At the same time, the TM-ECU 13 outputs a control signal to the motor generator ECU 14 and starts control to return the motor torque Tm to the required motor torque Tmr calculated based on the accelerator opening degree Ac (FIG. 4). j). As a result, the motor torque Tm decreases.

  Next, when the TM-ECU 13 determines that the clutch C is in the fully engaged state based on the detection signal from the clutch actuator 29 (T9 in FIG. 4), the TM-ECU 13 sends the information to the hybrid ECU 11, the engine ECU 12, and the motor generator ECU 14. By outputting the “shift completion signal”, the control authority of the engine EG is passed to the engine ECU 12, and the control authority of the motor generator MG is passed to the motor generator ECU 14. This completes the upshift from the first speed to the second speed.

  Next, a vehicle inertia I calculation process for calculating the vehicle inertia I executed by the TM-ECU 13 will be described using the flowchart of FIG. 2 and the time chart of FIG. When the vehicle is driven only by the motor torque Tm output to the output shaft 32, that is, when it is detected that the transmission TM is in the neutral state (T4 in FIG. 4), the “vehicle inertia I calculation process” starts. Then, the program proceeds to S11.

  If it is determined in S11 that the timer has passed αms, which is a predetermined time (S11: YES), the program proceeds to S12, and if it is determined that the timer has not passed αms, which is a predetermined time (S11: NO), the program is returned to S11 through the timer count-up of S13. In S12, the vehicle acceleration / deceleration dω / dt is calculated. In the present embodiment, the vehicle acceleration / deceleration dω / dt is calculated based on the following equation (1). The vehicle acceleration / deceleration is defined as vehicle acceleration when the direction of change is positive, and is defined as vehicle deceleration when the direction of change is negative.

  dω / dt = (Nos−Nos previous value) × (2π / 60) ÷ (α / 1000) (1)

  Note that Nos indicates the rotational speed of the output shaft 32 and is detected by the output shaft rotational speed sensor 92.

  Next, in S14, the rotation speed Nos of the output shaft 32 is stored in the previous Nos value, and the data is updated and the number of data is increased. Next, in S15, the vehicle inertia I is calculated based on the motor torque Tm output to the output shaft 32 and the vehicle acceleration / deceleration dω / dt. In this embodiment, the vehicle inertia I is based on the following equation (2). Is calculated.

  Vehicle inertia I = Tmz / (dω / dt) (2)

  Tmz in the above equation (2) represents the motor torque in the output shaft 32, and is a value obtained by multiplying the actual motor torque Tm of the motor generator MG by the gear ratio from the motor generator MG to the output shaft 32. Defined. The motor torque Tmz in equation (6) described later is the same as above.

  Next, in S16, γ vehicle inertias I calculated a predetermined γ times every time αms are stored. When γ calculated vehicle inertias I are stored, the process proceeds to S17 and the timer is reset. Next, in S18, the vehicle inertia I average value is calculated. In this embodiment, the vehicle inertia I average value is calculated based on the following equation (3).

  Vehicle inertia I average value = (Σ vehicle inertia I previous value 1 to γ) ÷ γ (3)

  In this way, the vehicle inertia I average value is obtained in order to derive the vehicle inertia I that is more suitable for the substance by smoothing the calculated value of the vehicle inertia I. This vehicle inertia I calculation process is executed when the vehicle is driven only by motor motor generator MG, that is, during a period during which transmission TM is in a neutral state (T4 to T7 in FIG. 4).

  Next, using the flowchart of FIG. 3 and the time chart of FIG. 4, the requested motor torque Tmrz calculation process for calculating the requested motor torque Tmrz that the motor generator MG in the output shaft 32 that is executed by the TM-ECU 13 outputs is calculated. explain. When it is detected that the transmission TM has completed the transition to the next shift stage and the clutch C has started the engagement operation (T8 in FIG. 4), the “request motor torque Tmrz calculation process” is started, and the program proceeds to S21. move on.

  If it is determined in S21 that the timer has passed a predetermined time α'ms (S21: YES), the program proceeds to S22, and if the timer determines that the predetermined time α'ms has not elapsed. (S21: NO), the program is returned to S21 via the timer count-up of S23. In S22, the vehicle acceleration / deceleration dω '/ dt is calculated. In this embodiment, the vehicle acceleration / deceleration dω' / dt is calculated based on the following equation (4).

  dω ′ / dt = (Nos−Nos previous value) × (2π / 60) ÷ (α / 1000) (4)

  Note that Nos indicates the rotational speed of the output shaft 32.

  Next, in S24, the rotational speed Nos of the output shaft 32 is stored in the previous Nos value, and the data is updated and the number of data is increased. Next, in S25, the magnitude of the clutch torque Tcz in the clutch C and the absolute value of the engine torque Tez of the engine EG are compared, and it is determined that the clutch torque Tcz is larger than the absolute value of the engine torque Tez of the engine EG. If so (S25: YES), the program proceeds to S26. This Tcz indicates the clutch torque in the output shaft 32, and is a value obtained by multiplying the actual clutch torque Tc in the clutch C by the gear ratio of the gear from the clutch C to the output shaft 32, which is the gear ratio at that gear. Is defined. Further, Tez indicates the engine torque in the output shaft 32, and is a value obtained by multiplying the actual engine torque Te of the engine EG by the gear ratio of the gear from the engine EG to the output shaft 32, which is the speed ratio at the gear stage. Defined.

  In S26, the vehicle output torque T output from the vehicle is calculated, and then the engine inertia torque Tei is calculated based on the vehicle output torque T. In this embodiment, the calculation is performed based on the following equations (5) and (6). Is done.

  Vehicle output torque T = vehicle inertia I × vehicle acceleration / deceleration dω ′ / dt (5)

  Note that the vehicle inertia I uses the vehicle inertia I average value represented by the above-described formula (3).

Engine inertia torque Tei = T- (Tmz + Tez) (6)
Tmz in the above equation (6) indicates the motor torque at the output shaft 32, and the gear ratio of the gear from the motor generator MG to the output shaft 32, which is the gear ratio at the gear stage, to the actual motor torque Tm of the motor generator MG. It is defined as the value multiplied.

  If it is determined in S25 that the clutch torque Tcz is smaller than the absolute value of the engine torque Tez (S25: NO), the program proceeds to S27, and the engine inertia torque Tei is set to 0 (zero). The program proceeds to S28. When the clutch torque Tcz is smaller than the absolute value of the engine torque Tez, all of the engine torque Te is not transmitted to the input shaft 31 of the transmission TM via the clutch C, so that the engine inertia torque is 0 (zero). It is clear that

  Next, the process proceeds to S28, the timer is reset, and the process proceeds to S29, where the required motor torque Tmrz is calculated. In the present embodiment, the calculation is performed based on the following equation (7).

  Requested motor torque Tmrz = Driver requested torque Tdr-Tez (or Tcz) -Tei (7)

  Tmrz in the above equation (7) indicates a required motor torque that the motor MG in the output shaft 32 requires to output, and the required motor torque Tmr in the motor generator MG is a speed ratio at the gear stage from the motor generator MG. It is defined as a value obtained by multiplying the gear ratio of the gear up to 32.

  The above-described mathematical formula (7) is specifically divided into the following four based on the magnitude relationship between the engine torque Tez and the clutch torque Tcz and the result of S27 described above.

  In the case of Tez> 0 and Tcz> Tez, Tmrz = Tdr−Tez−Tei

  If Tez> 0 and Tcz <Tez, then Tmrz = Tdr−Tcz

In the case of Tez <0 and Tcz> | Tez |, Tmrz = Tdr−T ez −Tei

  If Tz <0 and Tzc <| Tez |, then Tmrz = Tdr + Tcz

  In this way, the required motor torque Tmrz is considered or removed in consideration of the engine inertia torque Tei, and during the period (T8 to T9 in FIG. 4) from the start of engagement of the clutch C to the completion of engagement. The motor generator MG is controlled with the required motor torque Tmrz calculated every predetermined time α ′ ms. Therefore, since the motor generator MG is controlled with the required motor torque Tmrz in consideration of the engine inertia torque Tei, it is possible to prevent a feeling of pushing or pulling due to the engine inertia torque Tei when the clutch C is engaged, It is possible to improve drivability.

  In the above description, the case of shifting from the first speed to the second speed is shown as an example. However, the present invention is not limited to this example, and the required motor torque Tmrz calculated by the above-described equation (7) It can be used for the control of the motor generator MG at the time of the gear shift, and it is clear that the push-in feeling and the pull-in feeling caused by the engine inertia torque Tei when the clutch C is engaged can be prevented.

  In this embodiment, a dog clutch type transmission is shown as an example of the transmission TM. However, the transmission TM is not limited to this example, and can be applied to a planetary gear mechanism transmission.

As described above, according to the hybrid vehicle shift control device according to the embodiment of the present invention, the hybrid vehicle shift control device includes the drive shaft EG-1 to which the engine torque Te output from the engine EG is transmitted, and the input shaft 31. And an output shaft 32 disposed in parallel with the input shaft 31 and rotationally connected to the drive wheels Wl and Wr, and a transmission for shifting the rotation ratio of the input shaft 31 and the output shaft 32 to a plurality of shift stages. The transmission TM is provided between the drive shaft EG-1 and the input shaft 31. The clutch torque Tc transmitted from the drive shaft EG-1 to the input shaft 31 is variable, and the drive shaft EG-1 and the input shaft 31 are disconnected. The driving wheel W is coupled to the clutch C that is in contact with the driving wheels Wl and Wr, and the engine torque Te that is output from the engine EG in response to the driver request torque Tdr requested by the driver. , And a motor MG that outputs the motor torque Tm to Wr. The motor torque Tmz and the vehicle acceleration / deceleration output by the motor MG shown in S11 to S18 in the flowchart of FIG. 2 during the period T4 to T7 in the neutral state when the transmission TM shifts from the current gear to the next gear. A vehicle inertia calculation unit that calculates vehicle inertia I based on dω / dt is provided. Then, during the period T8 to T9 until the clutch C completes engagement after completing the shift to the next gear position, the vehicle acceleration / deceleration dω ′ / dt shown in S21 to S29 in the flowchart of FIG. and vehicle inertia I, and the motor torque TMZ, based on the engine torque Tez,, calculates the engine inertia torque Tei, based on the driver request torque Tdr, and the engine inertia torque Tei, and the engine torque Tez or clutch torque TCZ, motor A request motor torque calculation unit that calculates a request motor torque Tmrz that the MG outputs is required. Accordingly, since the motor MG is controlled by the calculated required motor torque Tmrz based on the driver required torque Tdr, the engine inertia torque Tei, and the engine torque Tez or the clutch torque Tcz, Since there is no push-out feeling or pull-in feeling caused by the inertia torque Tei, drivability can be improved. Further, since the motor MG is controlled by the required motor torque Tmrz in consideration of the engine inertia torque Tei, the power consumption of the motor MG can be reduced.

  As described above, according to the shift control apparatus for a hybrid vehicle according to the embodiment of the present invention, the engine inertia torque Tei is zero when the engine torque Tez by the engine EG is larger than the clutch torque Tcz by the clutch C. When Tez is larger than the clutch torque Tcz, the engine torque Tez exceeding the clutch torque Tcz is not transmitted via the clutch C. Therefore, the engine inertia torque Tei can be made zero, and the calculation of the engine inertia torque Tei can be rationalized.

  As described above, according to the shift control apparatus for a hybrid vehicle according to the embodiment of the present invention, the vehicle inertia I is γ-calculated a plurality of times at a predetermined interval αms and is an average value thereof, so the vehicle inertia I is an average value. It can be smoothed without bias.

As described above, according to the shift control device for a hybrid vehicle according to an exemplary embodiment of the present invention, the transmission includes a plurality of idler gears 43 provided to be idly on one of the input shaft 31及beauty output shaft 32 , and 44,45,51,52, are non-rotatably fixed to the other of the input shaft 31及beauty output shaft 32, a plurality of fixed gears 53, 54, 55 respectively and idler gear of multiple meshes, and 41 and 42, on the side of the multiple idler gears, a plurality of Yu rolling gear is movable in the axial direction of the relative rotation且one axes 31 and 32 to the axis is rotatably connected, the number of double idler gear and engaged relatively non-rotatably engaged with the plurality of engagement mechanisms 112, 122, 132 nonrotatably rotary connecting a plurality of idler gear and the shaft, the multiple engagement mechanisms, respectively it axially so moved, the phases multiple meshing mechanism,, respectively it in the corresponding plurality of idler gear Causes unrotatably engaged, the multiple engagement mechanism, so from each of a corresponding plurality of idler gear and a shift actuator 114, 124, 134 to be rotatable relative disengaged, the transmission is a meshing mechanism axis This is executed when shifting from the current shift stage to the next shift stage using the period during which the meshing mechanisms 112, 122, 132 move in the axial direction. It is possible to appropriately perform the calculation of the engine inertia torque Tei and the required motor torque Tmrz in consideration of the engine inertia torque Tei.

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

Claims (4)

A drive shaft to which engine torque output by the engine is transmitted;
A transmission having an input shaft, an output shaft disposed in parallel with the input shaft and rotationally connected to a drive wheel, and a transmission for shifting a rotation ratio of the input shaft and the output shaft to a plurality of shift speeds; ,
A clutch that is provided between the drive shaft and the input shaft, and that connects and disconnects the drive shaft and the input shaft with variable clutch torque transmitted from the drive shaft to the input shaft;
A motor that is rotationally coupled to the drive wheels and outputs motor torque to the drive wheels together with the engine torque output by the engine in response to a driver request torque requested by a driver;
A vehicle inertia calculation unit that calculates vehicle inertia based on the motor torque and vehicle acceleration / deceleration during a period in which the transmission is in a neutral state when shifting from the current gear to the next gear;
After completing the transition to the next shift stage, Oite the period until the clutch has completed engagement, and the vehicle acceleration or deceleration, and the vehicle inertia, and the motor torque, the engine torque, the based, required motor calculates the engine inertia torque, then, for calculating said driver request torque, said engine inertia torque, the basis of the engine torque or the clutch torque, the required motor torque determining that said motor output A hybrid vehicle shift control device having a torque calculation unit. The required motor torque calculation unit adjusts the vehicle when the engine torque is smaller than the clutch torque during a period from the completion of the shift to the next shift stage to the engagement of the clutch. and speed, and the vehicle inertia, and the motor torque, on the basis of, and the engine torque, and calculates the engine inertia torque, and if prior SL engine torque is greater than the clutch torque, the engine inertia torque The shift control device for a hybrid vehicle according to claim 1, wherein the shift control device is set to zero.   The shift control device for a hybrid vehicle according to claim 1 or 2, wherein the vehicle inertia is calculated a plurality of times at a predetermined interval, and the average value thereof is calculated. The transmission is fixed to the other of the input shaft and the output shaft in a relatively non-rotatable manner with a plurality of idle gears provided on one of the input shaft and the output shaft so as to be free to rotate. A plurality of fixed gears respectively meshing with the rotation gears, and provided on the sides of the plurality of idle gears so as not to be rotatable relative to a shaft to which the plurality of idle gears are rotationally connected and movable in the axial direction of the axis. A plurality of meshing mechanisms for non-rotatably engaging with the plurality of idler gears so that the plurality of idler gears and the shaft are non-rotatably coupled to each other, and the plurality of meshing mechanisms respectively in the axial direction. so moved, the plurality of engagement mechanisms, causes relatively unrotatably engaged with the plurality of idler gears corresponding, respectively Re its, the plurality of engagement mechanisms, from the plurality of idler gears each corresponding Detachable for relative rotation Hybrid vehicle shift control device according to any one of claims 1 to 3 and a shift actuator for.

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