JP2013148111A - Transmission control device for vehicle - Google Patents

Abstract

A transmission control apparatus for a vehicle capable of quickly transmitting the power of a driving power source to driving wheels when a driving force is required for the vehicle.
An internal combustion engine 2 is applied to a vehicle 1 including a transmission 10 having an input shaft 11 connected via a clutch 37 and an output shaft 12 connected to drive wheels 5 so as to be able to transmit power, In the transmission control device that controls the actuator 33 so that the sleeves 24 to 26 move to the neutral position when the shift lever 44 is moved to the neutral range, the shift lever 44 is in the drive range and the vehicle 1 When charging the battery 4 during the stop, the second sleeve 25 and the third sleeve 26 are moved to the neutral position, and the first speed position where the first sleeve 24 engages with the first drive gear 13 rather than the neutral position. And a standby position where power transmission between the input shaft 11 and the output shaft 12 is interrupted.
[Selection] Figure 1

Description

  The present invention relates to a transmission control apparatus for a vehicle in which a transmission is provided in a power transmission path between an internal combustion engine and drive wheels.

  An internal combustion engine and a motor / generator are mounted as power sources, a transmission is connected to the output shaft of the internal combustion engine via a clutch, and the motor / generator is connected to the input shaft of the transmission so that power can be transmitted. Hybrid vehicles are known. As a control device applied to such a vehicle, when the vehicle is stopped, the transmission is set to a neutral state in which power transmission between the input shaft and the output shaft is interrupted, and the motor / generator is driven by the internal combustion engine. An apparatus for generating electricity is known (see Patent Document 1). In addition, there is Patent Document 2 as a prior art document related to the present invention.

JP 2003-159967 A JP 2010-006224 A

  As is well known, in a transmission, a plurality of movable members that rotate integrally with an input shaft or an output shaft are moved to switch the transmission to a neutral state or each gear position. In the neutral state, the movable members are moved to neutral positions with respect to the positions at which the gears are switched. In the device of Patent Document 1, since the transmission is in the neutral state when the vehicle is stopped and generating electric power, it is necessary to switch the transmission from the neutral state to the gear stage used at the start of the first speed or the like when starting. . In this case, it is necessary to move the movable member from the neutral position to a position where the movable member is switched to the gear stage used at the start. Therefore, it takes time until the driving wheel is driven after the driver requests driving force from the vehicle, and there is a possibility that the start of the vehicle is delayed.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle transmission control device capable of quickly transmitting the power of a driving power source to driving wheels when a driving force is required for the vehicle. .

  The transmission control device of the present invention includes an input shaft to which a driving power source is connected via a clutch means, an output shaft connected to drive wheels so as to be able to transmit power, and the input shaft and the output shaft. A movable member movably provided in a power transmission position where power is transmitted in the power transmission cutoff region where power transmission between the input shaft and the output shaft is interrupted, and driving the movable member When applied to a vehicle including a transmission having an actuator and a shift lever that can be moved to a plurality of ranges including a drive range and a neutral range, and the shift lever is moved to the neutral range In the transmission control device for controlling the actuator so that the movable member moves to a neutral position set in the power transmission cutoff region, the shift lever When the predetermined power transmission cutoff condition is established in the drive range and the power transmission between the input shaft and the output shaft is to be cut off, the neutral position is set in the power transmission cutoff region. And a control means for controlling the actuator so that the movable member moves to a standby position closer to the power transmission position.

  In the transmission control device of the present invention, when the shift lever is in the drive range and the power transmission cutoff condition is satisfied, the movable member is moved to the standby position. Since the standby position is closer to the power transmission position than the neutral position, the movable member can be moved to the power transmission position more quickly than when the movable member is in the neutral position. Therefore, when the driving force is required for the vehicle, the power of the driving power source can be quickly transmitted to the driving wheels.

  In one form of the transmission control device of the present invention, the control means is configured such that when the driving force is requested to the vehicle when the movable member is in the standby position, the movable member is in the power transmission position. The actuator may be controlled to move to (Claim 2). By moving the movable member in this manner, the transmission can be quickly switched to a state where power is transmitted between the input shaft and the output shaft.

  In one form of the transmission control device of the present invention, the driving power source is an internal combustion engine, and the vehicle can transmit the rotation of the input shaft even when the movable member is in the power transmission cutoff region. And a battery electrically connected to the generator, and the power transmission cutoff condition is established when the battery needs to be charged while the vehicle is stopped. The control means controls the actuator so that the movable member moves to the standby position when the shift lever is in the drive range and the power transmission cutoff condition is satisfied. The battery may be charged by rotating the input shaft with the internal combustion engine and generating power with the generator. According to this embodiment, even if the shift lever is in the drive range, if the battery needs to be charged, power is generated by the generator, so that the amount of power stored in the battery can be prevented from becoming a predetermined value or less.

  As described above, according to the transmission control device of the present invention, when the shift lever is in the drive range and the power transmission cutoff condition is satisfied, the movable member is moved to the standby position. When the driving force is required, the power of the traveling power source can be quickly transmitted to the driving wheels.

1 is a diagram schematically showing a vehicle in which a transmission control device according to one embodiment of the present invention is incorporated. The figure which expands and shows the cross section of the circumference | surroundings of a synchro mechanism. The figure which shows the cross section of the circumference | surroundings of the synchro mechanism in the middle of shifting. The figure which shows the cross section of the circumference | surroundings of the synchro mechanism after completion of gear shifting. The figure which shows the path | route which can move an operation member.

  FIG. 1 schematically shows a vehicle in which a transmission control device according to an embodiment of the present invention is incorporated. The vehicle 1 includes an internal combustion engine (hereinafter sometimes referred to as an engine) 2 and a motor / generator (hereinafter sometimes abbreviated as MG) 3 as power sources for traveling. That is, the vehicle 1 is configured as a hybrid vehicle. The engine 2 is a well-known spark ignition type internal combustion engine. The MG 3 is a well-known device that is mounted on a hybrid vehicle and functions as an electric motor and a generator. The MG 3 includes a rotor 3b that rotates integrally with the rotor shaft 3a, and a stator 3c that is coaxially disposed on the outer periphery of the rotor 3b and fixed to a case (not shown). The MG 3 is electrically connected to the battery 4. The vehicle 1 is equipped with a forward 10 speed transmission 10, and the engine 2 and the MG 3 are connected to the transmission 10. The transmission 10 is also connected to an output unit 6 for outputting power to the drive wheels 5 of the vehicle 1. The output unit 6 includes an output gear 7 and a differential mechanism 8 connected to the drive wheel 5. The output gear 7 is attached to the output shaft 12 of the transmission 10 so as to rotate integrally. Further, the output gear 7 meshes with a ring gear 8 a provided in the case of the differential mechanism 8. The differential mechanism 8 is a known mechanism that distributes the transmitted power to the left and right drive wheels 5.

  The transmission 10 includes an input shaft 11 and an output shaft 12. Between the input shaft 11 and the output shaft 12, first to fifth transmission gear pairs G1 to G5 are provided. Although not shown, a reverse gear train for moving the vehicle 1 backward is also provided between the input shaft 11 and the output shaft 12. The first transmission gear pair G1 is composed of a first drive gear 13 and a first driven gear 14 that mesh with each other, and the second transmission gear pair G2 is composed of a second drive gear 15 and a second driven gear 16 that mesh with each other. Yes. The third transmission gear pair G3 is composed of a third drive gear 17 and a third driven gear 18 that mesh with each other, and the fourth transmission gear pair G4 is composed of a fourth drive gear 19 and a fourth driven gear 20 that mesh with each other. Yes. The fifth transmission gear pair G5 includes a fifth drive gear 21 and a fifth driven gear 22 that mesh with each other. The first to fifth transmission gear pairs G1 to G5 are provided so that the drive gear and the driven gear are always meshed. Different gear ratios are set for the respective transmission gear pairs G1 to G5. The gear ratio is set so as to decrease in the order of the first transmission gear pair G1, the second transmission gear pair G2, the third transmission gear pair G3, the fourth transmission gear pair G4, and the fifth transmission gear pair G5. Therefore, the first transmission gear pair G1 corresponds to the first speed, and the second transmission gear pair corresponds to the second speed. The third transmission gear pair G3 corresponds to the third speed, and the fourth transmission gear pair G4 corresponds to the fourth speed. The fifth transmission gear pair G5 corresponds to the fifth speed.

  The first to fifth drive gears 13, 15, 17, 19, and 21 are provided on the input shaft 11 so as to be rotatable relative to the input shaft 11. As shown in this figure, these gears are arranged in the axial direction in the order of the first drive gear 13, the second drive gear 15, the third drive gear 17, the fourth drive gear 19, and the fifth drive gear 21. Has been placed. The first to fifth driven gears 14, 16, 18, 20, and 22 are fixed to the output shaft 12 so as to rotate integrally with the output shaft 12.

  The transmission 10 is provided with a speed change mechanism 23 for selectively connecting the input shaft 11 and any one of the first to fifth drive gears 13, 15, 17, 19, and 21. Yes. The gear position switching mechanism 23 includes a first sleeve 24, a second sleeve 25, and a third sleeve 26. The first to third sleeves 24 to 26 are supported by the input shaft 11 so as to rotate integrally with the input shaft 11 and be movable in the axial direction. As shown in this figure, the first sleeve 24 is provided between the first drive gear 13 and the second drive gear 15. The second sleeve 25 is provided between the third drive gear 17 and the fourth drive gear 19. The third sleeve 26 is provided between the fourth drive gear 19 and the fifth drive gear 21.

  The first sleeve 24 has a first speed position that meshes with the first drive gear 13 so that the input shaft 11 and the first drive gear 13 rotate integrally, and the input shaft 11 and the second drive gear 15 rotate integrally. Thus, the second speed gear position that meshes with the second drive gear 15 and the neutral position that meshes with neither the first drive gear 13 nor the second drive gear 15 can be switched. The second sleeve 25 has a third speed position that meshes with the third drive gear 17 so that the input shaft 11 and the third drive gear 17 rotate integrally, and the input shaft 11 and the fourth drive gear 19 rotate integrally. Thus, it is provided so as to be switchable between a fourth speed position that meshes with the fourth drive gear 19 and a neutral position that does not mesh with either the third drive gear 17 or the fourth drive gear 19. The third sleeve 26 is provided so as to be switchable between a fifth speed position at which the input shaft 11 and the fifth drive gear 21 rotate together so that the fifth drive gear 21 rotates and a neutral position at which the engagement is released. ing.

  In this transmission 10, when the first sleeve 24 is switched to the first speed position and the second sleeve 25 and the third sleeve 26 are switched to the neutral position, the first sleeve 24 is set to the first speed, and the first sleeve 24 is set to the second speed position. The second speed is achieved when the second sleeve 25 and the third sleeve 26 are respectively switched to the neutral position. Further, when the second sleeve 25 is switched to the third speed position and the first sleeve 24 and the third sleeve 26 are respectively switched to the neutral position, the third sleeve is set to the third speed, the second sleeve 25 is set to the fourth speed position, and the first sleeve 24 is switched to the fourth speed position. When the third sleeve 26 is switched to the neutral position, the fourth speed is achieved. When the third sleeve 26 is switched to the fifth speed position and the first sleeve 24 and the second sleeve 25 are switched to the neutral position, the fifth speed is achieved. Furthermore, when all of the first sleeve 24, the second sleeve 25, and the third sleeve 26 are switched to the neutral position, power transmission between the input shaft 11 and the output shaft 12 is interrupted. Although not shown, the gear stage switching mechanism 23 is also provided with a mechanism for switching the state of the transmission 10 to a state in which power transmission between the input shaft 11 and the output shaft 12 is performed by the reverse gear train. Yes.

  The input shaft 11 is provided with a synchro mechanism 27 that synchronizes the rotations of the first to third sleeves 24 to 26 and the first to fifth drive gears 13, 15, 17, 19, and 21. It is provided for each. The synchro mechanism 27 will be described with reference to FIGS. The synchromesh mechanism 27 is configured as a so-called key-type synchromesh mechanism. Since the sync mechanisms 27 of the respective speed stages are configured in the same manner, the sync mechanism 27 provided between the first sleeve 24 and the first drive gear 13 will be described below, and the other sync mechanisms are described. A description of the mechanism 27 is omitted.

  FIG. 2 shows an enlarged cross section of the first drive gear 13, the second drive gear 15, the first sleeve 24, and the sync mechanism 27. As shown in this figure, the first-speed sync mechanism 27 and the second-speed sync mechanism 27 share some components. The sync mechanism 27 includes a clutch hub 28, a key 29, and a synchronizer ring 30. The clutch hub 28 is splined to the input shaft 11 so as to be movable in the axial direction Ax and to rotate integrally with the input shaft 11. A key 29 is provided on the outer periphery of the clutch hub 28. A spring 31 is provided between the clutch hub 28 and the key 29. The spring 31 is fixed to the clutch hub 28 and urges the key 29 to the outer peripheral side. A first sleeve 24 is splined to the outer periphery of the clutch hub 28 so as to be movable in the axial direction Ax and to rotate integrally with the clutch hub 28. A shift fork 32 for driving the first sleeve 24 in the axial direction Ax is engaged with the outer peripheral surface of the first sleeve 24. As shown in this figure, the first drive gear 13 and the second drive gear 15 are provided with cone portions 13a and 15a whose radius decreases as the clutch hub 28 is approached. The synchronizer ring 30 is provided on the outer peripheral surfaces of the cone portions 13a and 15a so as to be rotatable relative to the drive gears 13 and 15 and relatively movable in the axial direction Ax. As shown in this figure, the end of each synchronizer ring 30 on the clutch hub 28 side is disposed between the key 29 and the cone portions 13a and 15a. On the outer peripheral surface of each synchronizer ring 30, a spline 30 a that meshes with the spline of the first sleeve 24 when the first sleeve 24 slides is provided. Each drive gear 13, 15 is provided with spline portions 13 b, 15 b that mesh with the spline of the first sleeve 24 that has passed outside the synchronizer ring 30. In the state shown in this figure, the first sleeve 24 is not engaged with either the first drive gear 13 or the second drive gear 15. The neutral position described above is an intermediate position between the first drive gear 13 and the second drive gear 15.

  As shown in FIG. 3, when the first sleeve 24 is driven toward the first drive gear 13 by the shift fork 32, the key 29 and the clutch hub 28 are similarly driven together with the first sleeve 24. As shown in this figure, when the key 29 is pushed down to the inner peripheral side by the first sleeve 24, the key 29 presses the synchronizer ring 30 against the cone portion 13a. As a result, the synchronizer ring 30 and the cone portion 13a are frictionally engaged, and synchronization between the input shaft 11 and the first drive gear 13 is started. Thereafter, when the rotational speed of the input shaft 11 and the rotational speed of the first drive gear 13 become substantially equal, the synchronization is completed, and the first sleeve 24 is further driven to the first drive gear 13 side. As shown in FIG. 4, the splines of the first sleeve 24 mesh with the splines 30 a of the synchronizer ring 30 and the splines 13 b of the first drive gear 13. As a result, the input shaft 11 is connected to the first drive gear 13.

  In the above description, the case where the first drive gear 13 is connected has been described. However, when the second drive gear 15 is connected, the second-speed sync mechanism 27 shown on the left side of FIG. Thus, the input shaft 11 and the second drive gear 15 are synchronized, and then these are connected. In addition, since the cone part of each drive gear is also used for the synchronization of the input shaft 11 and the drive gear in this way, this cone part is also included in the synchro mechanism of the present invention. In the synchronization mechanism 27, even if the first sleeve 24 is moved from the neutral position to the first sleeve 24 side, the key 29 is not moved between the input shaft 11 and the first drive gear 13 until the synchronizer ring 30 is pressed against the cone portion 13a. Is interrupted. The same applies to the second sleeve 25 and the third sleeve 26.

  Returning to FIG. 1, the description of the transmission 10 will be continued. As shown in this figure, the transmission 10 includes an actuator 33 for driving the first to third sleeves 24 to 26. Each sleeve 24-26 is connected with the operation member 34 via the link mechanism not shown. The actuator 33 switches the state of the transmission 10 by operating the operation member 34 to a predetermined position on the path shown in FIG. The operation member 34 is provided so as to be movable along a select path 35 extending in the horizontal direction and six shift paths 36 extending from the select path 35 in the vertical direction. Each shift path 36 corresponds to 1st to 5th speed and reverse. Then, when the operating member 34 is moved to the tip end portion 36 a of each shift path 36, the sleeves 24 to 26 are appropriately moved to positions so that the transmission 10 is switched to a gear position corresponding to the shift path 36. When the operating member 34 is in the select path 35, the first sleeve 24 moves to the neutral position shown in FIG. Similarly, the second sleeve 25 and the third sleeve 26 move to the neutral position. As described above, even if the first sleeve 24 is moved from the neutral position shown in FIG. 2 to the first sleeve 24 side, the input shaft 11 and the first drive gear 13 are kept until the key 29 presses the synchronizer ring 30 against the cone portion 13a. Power transmission to and from is interrupted. Therefore, in the transmission 10, power transmission between the input shaft 11 and the output shaft 12 is interrupted when the operation member 34 is within the range A surrounded by the broken line in FIG. From this range A until the tip 36a of each shift path 36 is reached, the synchronizing mechanism 27 synchronizes the rotational speed between the input shaft 11 and the drive gear as shown in FIG. Is called.

  As shown in FIG. 1, the output shaft 2a of the internal combustion engine 2 is connected to the input shaft 11 via a clutch 37 as clutch means. The clutch 37 is a well-known clutch that can be switched between an engaged state in which power is transmitted between the internal combustion engine 2 and the input shaft 11 and a released state in which the power transmission is interrupted. Further, the rotor shaft 3a of the MG 3 is connected to the input shaft 11 so as to rotate integrally.

  Operations of the engine 2, the MG 3, the transmission 10, and the clutch 37 are controlled by the control device 40. The control device 40 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The control device 40 holds various control programs for causing the vehicle 1 to travel appropriately. The control device 40 controls these objects such as the engine 2 and the MG 3 by executing these programs. Various sensors for acquiring information related to the vehicle 1 are connected to the control device 40. The control device 40 includes, for example, a vehicle speed sensor 41 that outputs a signal corresponding to the speed (vehicle speed) of the vehicle 1, an accelerator opening sensor 42 that outputs a signal corresponding to the accelerator opening, and the state of charge of the battery 4 (charged amount). An SOC sensor 43 or the like that outputs a signal corresponding to is connected. Various other sensors are also connected, but their illustration is omitted. The control device 40 is connected to various switches and levers operated by the driver. For example, the control device 40 is connected to a shift lever 44 and the like for the driver to select a travel mode, a gear position, and the like of the vehicle 1. The shift lever 44 can be moved to a plurality of ranges. The plurality of ranges include a drive range selected when the vehicle 1 is driven and a neutral range selected when power transmission between the input shaft 11 and the output shaft 12 of the transmission 10 is interrupted. It is.

  Next, control executed by the control device 40 will be described. When the shift lever 44 is moved to the neutral range, the control device 40 controls the actuator 33 so that the operation member 34 is positioned on the selection path 35. As described above, in this case, each of the sleeves 24 to 26 moves to the neutral position shown in FIG. Hereinafter, this state may be referred to as a neutral state. Further, the control device 40 controls the operation of the actuator 33 so that when the shift lever 44 is moved to the drive range, the transmission 10 is switched to a shift stage set according to the vehicle speed and the accelerator opening. For example, when the first speed is set according to the vehicle speed and the accelerator opening, the actuator 33 is controlled so that the operation member 34 moves to the tip portion 36a of the first speed shift path 36 in FIG.

  Further, when the control device 40 determines that the battery 4 needs to be charged while the vehicle 1 is stopped even when the shift lever 44 is in the drive range, the control device 40 moves the transmission 10 between the input shaft 11 and the output shaft 12. The MG3 is caused to function as a power generator while being switched to a power transmission cutoff state where transmission is cut off. Then, the engine 2 drives the MG 3 to generate power, and the battery 4 is charged. Therefore, MG3 corresponds to the generator of the present invention. In the power transmission cut-off state, the key 29 does not press the synchronizer ring 30 against the cone portion 13a of the first drive gear 13, that is, within a range in which power transmission between the input shaft 11 and the first drive gear 13 is cut off. The first sleeve 24 is moved to a standby position that is set and is closer to the first drive gear 13 than the neutral position. As such a standby position, a position immediately before the state of the synchro mechanism 27 becomes the state shown in FIG. 3 is set. The second sleeve 25 and the third sleeve 26 are both moved to the neutral position. Therefore, the control device 40 controls the actuator 33 so that the sleeves 24 to 26 are moved to these positions by the operation member 34. In this case, the operation member 34 is moved to a position P (see FIG. 5) set within the range A.

  When the accelerator pedal is depressed and the vehicle 1 is requested to start while the vehicle 1 is generating power while the vehicle 1 is stopped, the control device 40 first switches the clutch 37 to the released state, and then continues. The actuator 33 is controlled so that the transmission 10 is switched to the first speed. Next, the clutch 37 is switched to the engaged state, and then the vehicle 1 is started with the power of at least one of the engine 2 and the MG 3.

  By controlling the sleeves 24 to 26 in this way, the first to third sleeves 24 to 26 correspond to the movable member of the present invention. Particularly in this embodiment, the first sleeve 24 functions as the movable member of the present invention. The first speed position corresponds to the power transmission position of the present invention. Further, the range in which the key 29 does not press the synchronizer ring 30 against the cone portions 13a and 15a of the drive gears 13 and 15 in the range in which the first sleeve 24 can move corresponds to the power transmission cutoff region of the present invention. Furthermore, the case where the battery 4 needs to be charged while the vehicle 1 is stopped corresponds to the case where the power transmission cutoff condition of the present invention is satisfied. And the control apparatus 30 functions as a control means of this invention by performing such control.

  As described above, according to the present invention, when the battery 4 is charged while the vehicle 1 is stopped, the operation member 34 is moved to the position P in FIG. Therefore, when the vehicle 1 is requested to start, the transmission 10 can be quickly switched to the first speed. Therefore, when a driving force is required for the vehicle 1, the power of the engine 2 can be quickly transmitted to the drive wheels 5 and the vehicle 1 can be started quickly.

  In the embodiment described above, the state of the transmission 10 is switched to the power transmission cut-off state while power generation is performed while the vehicle 1 is stopped. However, the state of the transmission 10 may be set to the neutral state during this period. In this case, when the depression of the brake pedal is released, the state of the transmission 10 is switched from the neutral state to the power transmission cut-off state described above. Thus, in the present invention, the state of the transmission 10 may be switched to the power transmission cut-off state before the clutch 37 is switched to the released state. In this case, the release of the brake pedal corresponds to the case where the power transmission cutoff condition of the present invention is satisfied.

  The conditions for switching the transmission 10 to the power transmission cutoff state are not limited to the above-described conditions. For example, when power generation between the input shaft 11 and the output shaft 12 is interrupted and the MG 3 is driven by the engine 2 to generate power even when the vehicle 1 is traveling, when a predetermined power generation condition is satisfied, At that time, the transmission 10 may be in a power transmission cut-off state.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the transmission of a vehicle to which the present invention is applied is not limited to a transmission having a maximum forward speed of 5 speeds. For example, the highest forward speed may be a transmission of 4th speed or 6th speed or more. Further, all of the plurality of sleeves may not be provided on the input shaft. For example, all of the plurality of sleeves may be provided on the output shaft, or some of the plurality of sleeves may be provided on the input shaft and the remaining sleeves may be provided on the output shaft.

  The hybrid vehicle to which the present invention is applied is not limited to the vehicle shown in the above-described form. The present invention may be applied to a hybrid vehicle in which a generator is provided in place of the motor / generator and an electric motor is mounted as a driving power source separately from the generator. Further, the present invention may be applied to a hybrid vehicle capable of selectively switching the connection destination of the motor / generator with the input shaft or the output shaft of the transmission.

1 Vehicle 2 Internal Combustion Engine (Power Source for Traveling)
3 Motor generator (generator)
4 Battery 5 Drive Wheel 10 Transmission 11 Input Shaft 12 Output Shaft 24 First Sleeve (Moving Member)
25 Second sleeve (movable member)
26 Third sleeve (movable member)
33 Actuator 37 Clutch (Clutch means)
40 Control device (control means)
44 Shift lever

Claims (3)

An input shaft to which a driving power source is connected via a clutch means, an output shaft connected to drive wheels so as to be able to transmit power, and a power transmission position where power is transmitted between the input shaft and the output shaft And a transmission having a movable member movably provided in a power transmission cutoff region where power transmission between the input shaft and the output shaft is cut off, and an actuator that drives the movable member;
Applied to a vehicle having a shift lever capable of being moved to a plurality of ranges including a drive range and a neutral range;
In the transmission control device that controls the actuator so that the movable member moves to a neutral position set in the power transmission cutoff region when the shift lever is moved to the neutral range,
When the shift lever is in the drive range and a predetermined power transmission cutoff condition is established to cut off power transmission between the input shaft and the output shaft, the shift lever is set in the power transmission cutoff region, And a transmission control device comprising control means for controlling the actuator so that the movable member moves to a standby position closer to the power transmission position than the neutral position.   The said control means controls the said actuator so that the said movable member will move to the said power transmission position, when the driving force is requested | required with respect to the said vehicle when the said movable member exists in the said standby position. The transmission control apparatus according to 1. The driving power source is an internal combustion engine,
The vehicle includes a generator provided to transmit rotation of the input shaft even when the movable member is in the power transmission cutoff region, and a battery electrically connected to the generator. In addition,
The power transmission cutoff condition is determined to be satisfied when the battery needs to be charged while the vehicle is stopped,
The control means controls the actuator so that the movable member moves to the standby position and moves the input shaft to the input shaft when the shift lever is in the drive range and the power transmission cutoff condition is satisfied. The transmission control device according to claim 1 or 2, wherein the battery is charged by rotating with an internal combustion engine and generating electric power with the generator.

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