JP2002039230A - Control device for vehicle transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle transmission to control an automatic clutch so that the temperature of lubrication oil in the transmission is rapidly increased. SOLUTION: In the case that viscosity of lubrication oil in the transmission 16 is high when a shift lever 170 is operated to a non-running position, since the automatic clutch 14 is controlled to the engagement side, rotation of an engine 12 is transmitted to an input shaft 42 of the transmission 16 and lubrication oil in the transmission 16 is agitated. Thereby, when a vehicle is run especially in cold environment, lubrication oil in the transmission 16 is comparatively rapidly increased in temperature. Thus, since a period in which viscosity of lubrication oil in the transmission 16 is high is shortened, a period in which the occurring period of comparatively high dragging resistance (torque) and a period in which a speed change feeling is lowered are shortened, and a shift load is relieved and durability of a synchronizing device is improved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for a vehicle transmission, and more particularly to a control device for controlling engagement or disengagement of an automatic clutch.

[0002]

2. Description of the Related Art One type of a vehicle transmission control device provided in a power transmission path between a prime mover and drive wheels includes an electronic control device including various devices such as an automatic clutch and a transmission via various actuators. In some cases, a part or all of a series of shift operations is automatically executed by controlling the shift operation. In such a device, when the shift lever is operated to the neutral position, a control signal for controlling the engagement / disengagement of the automatic clutch in order to increase the safety of the vehicle at the time of a failure such as an electronic control device. However, there has been proposed a device in which an automatic clutch is forcibly released regardless of the above. For example, Japanese Unexamined Patent Publication
The control device for a transmission described in Japanese Patent Application Laid-Open No. 183360 is that.

[0003]

In the above-described conventional transmission control device, for example, when the vehicle is stopped, the shift lever is in the N position or the P position even if the transmission is in a neutral state. The automatic clutch is released by setting the non-running position as described above. However, when the automatic clutch is released as described above when the vehicle is stopped, for example, when the engine is started to start the vehicle in a cold environment, the period during which the viscosity of the lubricating oil in the transmission is high is long. From becoming
The period during which a relatively large drag resistance (torque) is generated and the period during which the shift feeling is reduced are prolonged, and the shift load becomes excessive, so that the durability of the synchronous device may be reduced.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicular transmission in which an automatic clutch is controlled so as to quickly raise the lubricating oil temperature in the transmission. To provide a control device.

[0005]

A first aspect of the present invention to achieve the above object is to provide a vehicle transmission provided with an automatic clutch in a power transmission path from a prime mover to a drive wheel. In the control device, when the viscosity of the lubricating oil in the transmission is high when the shift lever is operated to the non-travel position, the automatic clutch is controlled to the engagement side.

[0006]

In this way, when the viscosity of the lubricating oil in the transmission is high when the shift lever is operated to the non-travel position, the automatic clutch is controlled to the engaged side. Since the rotation of the engine is transmitted to the input shaft of the transmission and the lubricating oil in the transmission is stirred, the temperature of the lubricating oil in the transmission is increased relatively quickly, especially when the vehicle is running in a cold environment. Accordingly, since the period during which the viscosity of the lubricating oil in the transmission is high is shortened, the period during which a relatively large drag resistance (torque) is generated and the period during which the shift feeling is reduced are shortened, and the shift load is reduced and synchronization is reduced. The durability of the device is increased.

[0007]

Preferably, the shift lever non-traveling position determining means for determining whether the shift lever is operated to the non-traveling position, and the viscosity of lubricating oil in the transmission A high-viscosity state determining means for determining whether or not the gear is in a high state; and a non-traveling position determining means for determining that the shift lever is operated to the non-traveling position, and determining a high-viscosity state for the lubricating oil. If it is determined by the means that the viscosity of the lubricating oil in the transmission is high, the lubricating oil stirring clutch engaging means controls the automatic clutch to the engagement side to stir the lubricating oil in the transmission. Is provided. With this configuration, when the shift lever is operated to the non-travel position and the viscosity of the lubricating oil in the transmission is high, the automatic clutch is engaged to stir the lubricating oil in the transmission. Therefore, the stirring of the lubricating oil promotes warm air, and the temperature of the lubricating oil in the transmission is increased relatively quickly.

Preferably, a vehicle stop determining means for determining whether or not the vehicle is stopped is provided, and the lubricating oil stirring clutch engaging means is provided when the vehicle is stopped by the vehicle stop determining means. If it is determined that the transmission is engaged, the automatic clutch is controlled to the engaged side to stir the lubricating oil in the transmission. With this configuration, for example, a shock generated when the automatic clutch is engaged when the vehicle is coasting while the shift lever is being operated to the non-travel position is suitably prevented.

Preferably, there is provided a shift request determining means for determining whether there is a shift request for the transmission,
The lubricating oil agitating clutch engaging means controls the automatic clutch to the engaged side to agitate the lubricating oil in the transmission when the shift request determining means determines that there is no shift request for the transmission. . With this configuration, the engagement of the automatic clutch is prevented from being performed at the start of the shift operation, so that the occurrence of the shift shock is suitably prevented.

[0010] Preferably, an engine operating determining means for determining whether or not the engine of the vehicle is operating is provided, and the lubricating oil stirring clutch engaging means is provided by the engine operating determining means. When it is determined that the engine of the vehicle is operating, the automatic clutch is controlled to the engagement side to stir the lubricating oil in the transmission. With this configuration, even when the automatic clutch is engaged while the engine is not operating, the lubricating oil in the transmission is not stirred even when the automatic clutch is engaged. When the engine is started, an increase in the starting load due to the engagement of the automatic clutch is prevented.

Preferably, the lubricating oil high-viscosity state judging means is configured such that a temperature of a housing of the transmission is equal to or lower than a predetermined temperature, a lubricating oil temperature in the transmission is equal to or lower than a predetermined temperature, At least one of: that the cooling water temperature of the engine is equal to or lower than a predetermined temperature;
The lubricating oil in the transmission is in a highly viscous state based on or in addition to the condition that the time after starting the engine is shorter than a predetermined time and the traveling distance of the vehicle is shorter than a predetermined distance. Is determined. In this case, there is an advantage that the state and the period in which the lubricating oil in the transmission is in a highly viscous state can be more accurately determined.

[0012]

According to a second aspect of the present invention, there is provided a vehicle transmission provided with an automatic clutch in a power transmission path from a prime mover to driving wheels. In the control device of the machine, when the shift lever is operated to the non-travel position, the temperature of the housing of the transmission, the temperature of lubricating oil in the transmission,
The automatic clutch is controlled to the engagement side based on at least one of a cooling water temperature of the engine, a temperature of lubricating oil in the engine, and an outside air temperature.

[0013]

In this way, when the shift lever is operated to the non-traveling position, the temperature of the transmission housing, the temperature of the lubricating oil in the transmission, the temperature of the engine coolant, Since the automatic clutch is controlled to the engagement side based on at least one of the temperature of the lubricating oil in the engine and the outside air temperature, the rotation of the engine is transmitted to the input shaft of the transmission, and the lubricating oil in the transmission is released. Since the agitation is performed, the temperature of the lubricating oil in the transmission is rapidly increased particularly when the vehicle is driven in a cold environment. Accordingly, since the period during which the viscosity of the lubricating oil in the transmission is high is shortened, the period during which a relatively large drag resistance (torque) is generated and the period during which the shift feeling is reduced are shortened, and the shift load is reduced and synchronization is reduced. The durability of the device is increased.

[0014]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a skeletal view for explaining a schematic structure of a vehicle drive device 10 for an FF (front engine / front drive) and MR (midship engine / rear drive) vehicle. In FIG. 1, a vehicle drive device 10 includes an engine 12, an automatic clutch 14, a transmission 16, and a differential gear device 18 as a prime mover or a driving source for traveling. The automatic clutch 14 is, for example, a dry single-plate friction clutch shown in FIG.
Of the flywheel 22 mounted on the crankshaft 20, the clutch disk 26 disposed on the clutch output shaft 24, the pressure plate 30 disposed on the clutch housing 28, and biasing the pressure plate 30 toward the flywheel 22. By clutch disk 2
Diaphragm spring 3 for transmitting power by pinching pressure 6
2. A release sleeve 38 for displacing the inner end of the diaphragm spring 32 leftward in the figure by releasing the clutch by being moved leftward in the figure via the release fork 36 by the clutch release cylinder 34.
Is configured.

The transmission 16 is disposed in a common housing 40 together with the differential gear unit 18 to constitute a part of a transaxle, and is immersed in a predetermined amount of lubricating oil filled in the housing 40. The lubrication is performed together with the differential gear device 18. The transmission 16 includes (a) a plurality of pairs of transmission gears 46a to 46 which have different gear ratios and are always meshed between a pair of parallel input shafts 42 and output shafts 44;
6e, and their transmission gear pair 46a.
Parallel with two or more meshing clutches 48a to 48e with synchronizers (rotational synchronizers) corresponding to
(B) three clutch hub sleeves 50a of the meshing clutches 48a to 48e;
A shift / select shaft (not shown) that selectively shifts one of the gears 50b and 50c to switch gears is provided, so that five forward gears are established. A reverse gear pair 54 is further disposed on the input shaft 42 and the output shaft 44, and is engaged with a reverse idle gear disposed on a counter shaft (not shown) to establish a reverse gear. . The input shaft 42 is connected to the clutch output shaft 24 of the automatic clutch 14 by a spline fitting 55, and an output gear 56 is disposed on the output shaft 44 so as to be connected to a ring gear 58 of the differential gear device 18. Are engaged.

The clutch hub sleeve 50b is common to the dog clutches 48b and 48c, and the clutch hub sleeve 50c is common to the dog clutches 48d and 48e. The shift / select shaft (not shown) is disposed so as to be rotatable around the axis and to be movable in the axial direction. The shift / select shaft is provided at three axial positions by a select cylinder 76 (see FIG. 3), that is, the clutch hub sleeve 50c and It is positioned at a first selectable position where it can be engaged, a second selected position where it can be engaged with the clutch hub sleeve 50b, and a third selected position where it can be engaged with the clutch hub sleeve 50a. The shift cylinder 78 (FIG. 3)
3) around the axis, ie, a central neutral position (the state of FIG. 1) in which none of the dog clutches 48a to 48e is disengaged and the reverse gear is not established, and first shift positions on both sides in the axial direction. (The right side in FIG. 1) and the second shift position (the left side in FIG. 1). In the neutral position, the power transmission between the input shaft 42 and the output shaft 44 is interrupted.

At the first shift position of the first select position, the gear ratio e (= the rotational speed N _IN of the input shaft 42 / the rotational speed N of the output shaft 44) is established by the engagement of the dog clutch 48e.
_OUT ) is established, and in the second shift position of the first select position, the dog clutch 48d is engaged.
Are connected, the second gear ratio e is the second largest.
The gear stage is established. At the first shift position of the second select position, the third shift stage having the third largest speed ratio e is established by engaging the dog clutch 48c, and at the second shift position of the second select position, the dog clutch is engaged. The fourth gear having the fourth largest gear ratio e is established by the connection of 48b. The speed ratio e of the fourth speed is substantially 1. At the first shift position of the third select position, the fifth shift stage having the smallest speed ratio e is established by engaging the dog clutch 48a, and the third shift position is established.
At the second shift position of the select position, the reverse gear is established.

The differential gear device 18 is of a bevel gear type. Drive shafts 82R and 82L are connected to a pair of side gears 80R and 80L by spline fitting or the like, so that left and right front wheels (drive wheels) or rear wheels are provided. (Drive wheels) 84R and 84L are rotationally driven.

FIG. 3 shows an example of a hydraulic control circuit for executing a shift operation in the automatic clutch 14 and the transmission 16. The hydraulic pump 94 is an electric pump integrally provided with a drive motor (not shown), and sends the hydraulic oil refluxed to the oil pan or the oil tank 88 to the accumulator 90 by pressure. The pressure accumulating device 90 is provided with a source pressure (accumulation pressure) sensor 92. When the pressure P _A detected by the source pressure sensor 92 falls below a preset lower limit value P ₀ , a transmission for a transmission described later is used. Although the hydraulic pump 94 is driven via a drive circuit (not shown) by the electronic control unit 116, the normal upper limit value P ₁ of the pressure P _a is set in advance
, The operation of the hydraulic pump 94 is stopped. The hydraulic pressure P _A in the pressure accumulator 90 is supplied to the clutch solenoid valve 98 and the pressure regulating valve 95, so that the clutch release cylinder 34 for driving the automatic clutch 14, the select cylinder 76 for shifting the transmission 16 and the shift cylinder It corresponds to a source pressure of 78. The clutch solenoid valve 98 engages or releases the automatic clutch 14 according to a command from the transmission electronic control unit 116. The pressure regulating valve 95 supplies by regulating pressure gear shift drive control hydraulic pressure P _B according to a command from the transmission electronic control unit 116 selection solenoid valve 102, to the shift solenoid valve 104. The control oil pressure P _B detected by the control oil pressure sensor 96 provided on the output side of the pressure regulating valve 95 is used for appropriately shifting the load applied to the synchronizer to reduce abnormal noise and perform an optimal shift.
For example, as shown in FIG. 4, the pressure is transiently adjusted by the transmission electronic control unit 116 based on the throttle opening, gear position, upshift or downshift, oil temperature, and the like. The select cylinder 76 for reciprocating the shift / select shaft (not shown) in the axial direction and the shift cylinder 78 for rotating the shift / select shaft (not shown) about the axis function as a speed change actuator. Electronic control unit 11
The selector solenoid valve 102 and the shift solenoid valve 104 controlled by 6 are operated to perform a shift operation or a select operation. The select cylinder 76 is selectively connected to one of the shift forks engaged with the clutch hub sleeves 50a, 50b, 50c, for example, by rotating a shift / select shaft (not shown) around an axis.
The shift cylinder 78 moves the shift / select shaft (not shown) to three positions around the axis, so that the clutch hub sleeves 50a, 50b,
50c is moved to the meshing position sandwiching the neutral position.

FIG. 5 is a block diagram for explaining an electric control system of the vehicle drive device 10 according to the present embodiment. Engine electronic control unit (ECU: Electronic Control Unit)
114, transmission electronic control unit 116, ABS (Antilo
The electronic control unit 118 for the ck Brake System exchanges necessary information between them via a communication line. Each of these electronic control devices 114, 116, and 118 includes a microcomputer, and performs signal processing according to a program stored in the ROM while utilizing the temporary storage function of the RAM. The storage device has a rewritable ROM, which can be rewritten and used as needed. The engine electronic control unit 114 includes:
Ignition switch 120, engine speed (N _E ) sensor 122, vehicle speed (V) sensor 124, throttle valve opening (θ _TH ) sensor 126, intake air amount (Q)
A sensor 128, an intake air temperature (T _A ) sensor 130, an engine cooling water temperature (T _W ) sensor 132, and the like are connected, and the operation position of the ignition switch 120, the engine speed N _E , the vehicle speed V (the speed of the output shaft 44, respectively) N _OUT ), signals representing throttle valve opening θ _TH , intake air amount Q, intake air temperature (outside air temperature) T _A , engine cooling water temperature T _W, etc. are supplied. The starter (electric motor) 134 is rotationally driven in accordance with the signal to start the engine 12, controls the fuel injection amount and injection timing of the fuel injection valve 136, and controls the ignition timing of the ignition plug by the igniter 138. The ignition switch 120 has an “ON” and a “start” position. When the ignition switch 120 is operated to the “start” position, the engine ECU 114 operates the starter 134 to start the engine 12.

The transmission electronic control unit 116 includes a source pressure sensor 92, a control oil pressure sensor 96, a lever position ( _PSH ) sensor 140 including a plurality of switches, a manual shift switch 142, a brake switch 144, and an input rotation speed ( N _IN : number of rotations of the input shaft 42) sensor 146, gear position (P _G ) sensor 148, clutch stroke (S
_CL) sensor 150, an auto mode switch 156, a shift position sensor 158, such as select position sensor 160 is connected, the original pressure P _A, the control oil pressure P _B, the shift lever 17
Lever position P, which is the operation range of 0 (see FIG. 6)
_SH , up / down (±) by manual shift, ON / OFF of brake, input rotation speed N _IN , gear position P _G which is the speed position of transmission 16, stroke of automatic clutch 14, ie, stroke S _{CL of} clutch release cylinder 34. ON / OFF of auto mode, shift cylinder 7
8, a shift position which is a position around the axis of a shift / select shaft (not shown) driven by the selector cylinder 8, a select position which is an axial position of a shift / select shaft (not shown) driven by the select cylinder 76, and the like. The respective signals are supplied. And the signals and the engine control EC
U114, by taking in necessary signals from the ABS ECU 118, the operation of the hydraulic pump 94 is controlled, and the clutch solenoid valve 98, the select solenoid valve 102, and the shift solenoid valve 104 are switched to control the selection cylinder. The operation state of the transmission 76 (including forward / reverse switching control) is controlled by switching the operating state of the shift cylinder 76 and the shift cylinder 78, and the operating state of the clutch release cylinder 34 is switched to disconnect and connect the automatic clutch 14 during gear shifting. I do. As the vehicle speed decreases, the transmission 16 is shifted to the first gear, and the automatic clutch 14 is released to prevent engine stall. Further, when the vehicle is stopped, the automatic clutch 14 is preferentially released when the shift lever 170 is set to the non-travel position, for example, the N position.

The shift lever 170 is disposed, for example, beside the driver's seat, and as shown in FIG.
And the three operation ranges "S" are selectively operated and positioned and held. The lever position sensor 140 includes, for example, a plurality of slide switches and a plurality of ON-OFF switches disposed in each operation range. And the like to detect the operation range. When shift lever 170 is operated to the “R” range, transmission 16 is switched to the reverse gear, and when operated to “N” range, power transmission is cut off. The “R” range corresponds to a reverse range, and the “N” range corresponds to a neutral range. When the auto mode is selected by the auto mode switch 156, the transmission 16 is determined based on the actual vehicle speed V and the accelerator opening (throttle opening) from a shift diagram (not shown).
Is automatically shifted. The "S" range is a manual shift range. The "(+)" position and the "(-)" position are located above and below the "S" range, that is, in the front-rear position of the vehicle.
When the manual mode is selected and the shift lever 170 is operated to the “(+)” position or the “(−)” position when the manual mode is selected, the manual shift switch 142 detects the operation. And transmission 1
The six forward gears are moved up and down.
The “(+)” position is an up position, and the speed is shifted up by one operation, that is, the speed is shifted one step toward the high speed step with a smaller gear ratio e, while the “(−)” position is a down position. Each time the operation is performed, the speed is shifted down, that is, the speed is shifted by one speed to the lower speed side where the gear ratio e is large.

[0024] In FIG. 5, wherein the ABS electronic control unit 118 is supplied with a signal representative of the wheel speed V _W from each of the four wheels disposed wheel speed sensors 152, it like the wheel speed V _W By controlling the brake hydraulic pressure control valve 154 to detect the presence or absence of a slip to control the brake hydraulic pressure of each wheel, the occurrence of slip is suppressed, or the wheel speed sensor 152 fails (abnormal). Is determined.

FIG. 7 shows the electronic control unit 116 for the transmission.
FIG. 3 is a functional block diagram illustrating a main part of the control function of FIG.
When the lubricating oil in the transmission 16 is in a highly viscous state, for example, in a low-temperature (cold) environment, the transmission electronic control unit 116 transmits the transmission 16 before starting the vehicle.
In order to warm the lubricating oil in the transmission as much as possible and shorten the period in which the lubricating oil in the transmission is high, the automatic clutch 14 is engaged while the transmission 16 is in a neutral (neutral) state while the vehicle is stopped. Thus, the lubricating oil is agitated by the input shaft 42 of the transmission 16 and the gear pairs 46d and 46e operatively connected thereto. For this reason, the transmission electronic control unit 116 controls the transmission clutch engagement control unit 18.
0, vehicle stop time control condition determining means 182, lubricating oil high viscosity determining means 184, lubricating oil stirring clutch engaging means 186
It has.

The clutch engagement control means 180 executes normal clutch engagement control related to the shift of the transmission 16. For example, when a shift request is made, the clutch release cylinder 34 releases the automatic clutch 14 prior to a series of shift operations, and when the shift operation is completed, the automatic clutch 14 is smoothly engaged. This series of shifting operations includes removing gears from the transmission 16 using the shift cylinder 78, selecting a shift fork using the select cylinder 76, and engaging the gears in the transmission 16 again using the shift cylinder 78. changing the control oil pressure P _B as shown in FIG. 3, but to generate an appropriate shift load.

The vehicle stop time control condition determining means 182 determines whether or not the vehicle is in a stopped state by determining whether the vehicle is in a stopped state, for example, by several times, in order to determine whether or not a start condition of control executed when the vehicle is stopped. km / h or less, the vehicle stop determination means 190,
Shift lever non-traveling position determining means 1 for determining whether or not 6 is in a neutral state based on whether shift lever 170 has been operated to a non-traveling position, that is, an N position.
92, a shift request determining unit 194 for determining whether there is a shift request for switching the gear of the transmission 16 from a shift control unit (not shown), and an engine operating determining unit for determining whether the engine 12 is operating. 196, a clutch transmission torque determining means 198 for determining whether or not the transmission torque of the automatic clutch 14 is zero, that is, whether or not the automatic clutch 14 is in a released state.

The clutch engagement control means 180 determines that the vehicle is running and that the shift lever 170 is operated to the running position, that is, the R position or the S position, by the vehicle stop time control condition determining means 182. That there is a shift request from a shift control means (not shown);
Is inactive or the transmission torque of the automatic clutch 14 is not zero, the clutch engagement control as described above may be executed. But,
The vehicle is stopped by the vehicle stop-time control condition determining means 182, the shift lever 170 is operated to the non-traveling position, that is, the N position, and there is no shift request from the shift control means (not shown), and the engine 12 is operating. If it is determined that the transmission torque of the automatic clutch 14 is zero, the clutch engagement control means 180 releases the automatic clutch 14 to prevent rattling of the transmission 16 and the like.

The lubricating oil high viscosity judging means 184
6, based on or added to at least one of the temperature of the housing, the lubricating oil temperature of the transmission 16 thereof, the cooling water temperature of the engine 12, the lubricating oil temperature of the engine 12, and the outside air temperature (intake air temperature). It is determined whether the lubricating oil or the working oil in the transmission 16 is in a highly viscous state based on the time or the traveling distance of the vehicle. For example, when the temperature of the housing of the transmission 16, the lubricating oil temperature of the transmission 16, the cooling water temperature of the engine 12, the lubricating oil temperature of the engine 12, and the outside air temperature (intake air temperature) are, for example, zero degrees or less,
If the time after starting or the traveling distance of the vehicle is equal to or less than a predetermined value, it is determined that the lubricating oil or the working oil in the transmission 16 is in a high viscosity state.

The vehicle is stopped by the vehicle stop time control condition determining means 182, the shift lever 170 is operated to the non-traveling position, that is, the N position, and there is no shift request from the shift control means (not shown). It is determined that the transmission is in operation and the transmission torque of the automatic clutch 14 is zero, and the lubricating oil or hydraulic oil in the transmission 16 is determined by the lubricating oil high viscosity determining means 184 to be in a high viscosity state. The clutch engagement control means 1
At the same time as the end of the control at 80, the automatic clutch 14 is engaged by the lubricating oil stirring clutch engaging means 186. As a result, the lubricating oil in the transmission 16 is agitated by the input shaft 42 of the transmission 16 and the gear pair 46d, 46e rotating with the input shaft 42.

FIG. 8 shows the electronic control unit 116 for the transmission.
4 is a flowchart for explaining a main part of the control operation, that is, a lubricating oil stirring control routine. In step SA1 corresponding to the vehicle stop time control condition determination means 182 (hereinafter, the step is omitted), an automatic clutch provided between the engine 12 and the transmission 16 is started when the vehicle is stopped. It is determined whether or not the start condition of the control for releasing 14 has been satisfied. If the determination in SA1 is denied, in SA2 corresponding to the clutch engagement control means 180, a normal automatic clutch for disengaging or engaging the automatic clutch 14 at the time of shifting operation for changing the gear of the transmission 16, for example. The engagement control of No. 14 is executed.

However, if the judgment of SA1 is affirmative, the SA corresponding to the lubricating oil high viscosity judging means 184 is determined.
In 3, it is determined whether or not the oil temperature T _OIL in the transmission 16 is lower than a predetermined reference value T ₁ . This criterion value T ₁ is a relatively large drag resistance (torque).
This is a value obtained in advance to determine a lubricating oil high-viscosity state in which there is a possibility that the shift load becomes excessive and the shift load becomes excessive and the durability of the synchronization device is reduced. ° C ”.

If the determination in SA3 is negative, then in SA4 corresponding to the clutch engagement control means 180, rattling noise, ie, rotation noise generated from the always engaged gear pair, is generated from inside the transmission 16. The automatic clutch 14 is disengaged in order to prevent the above. However, the above S
If the determination in A3 is affirmative, the automatic clutch 14 is engaged in SA5 corresponding to the lubricating oil stirring clutch engaging means 186. Thereby, the input shaft 42 in the transmission 16 and the gear pair 46d, 4
6e are rotated by the engine 12, and the lubricating oil in the transmission 16 is stirred.

As described above, according to the present embodiment, when the viscosity of the lubricating oil in the transmission 16 is high when the shift lever 170 is operated to the non-travel position, the automatic clutch 14 is engaged. , The rotation of the engine 12 is transmitted to the input shaft 42 of the transmission 16 and the transmission 1
Since the lubricating oil in the transmission 6 is agitated, the temperature of the lubricating oil in the transmission 16 can be raised relatively quickly, particularly when the vehicle travels in a cold environment. Therefore, since the period during which the viscosity of the lubricating oil in the transmission 16 is high is shortened,
The period during which a relatively large drag resistance (torque) is generated and the period during which the shift feeling is reduced are reduced, the shift load is reduced, and the durability of the synchronizer is increased.

According to this embodiment, the shift lever 1
Shift lever non-travel position determining means 192 for determining whether or not 70 is operated to the non-travel position; and lubricating oil high viscosity determination for determining whether the viscosity of the lubricating oil in the transmission 16 is high. Means 184 and the shift lever non-traveling position determining means 192 determine that the shift lever 170 has been operated to the non-traveling position, and the lubricating oil high viscosity determining means 184 has a high viscosity of the lubricating oil in the transmission 16. If it is determined that the clutch lever is engaged, a lubricating oil agitating clutch engaging means 186 for controlling the automatic clutch 14 to the engagement side to agitate the lubricating oil in the transmission 16 is provided. When 170 is operated to the non-travel position and the viscosity of the lubricating oil in the transmission 16 is high, the automatic clutch 14 is engaged to stir the lubricating oil in the transmission 16. Since provoking, lubricating oil warm air by the agitation is promoted, lubricating oil in the transmission 16 is caused to relatively quickly increase in temperature.

Further, according to the present embodiment, the vehicle stop determining means 190 for determining whether or not the vehicle is stopped is provided, and the lubricating oil stirring clutch engaging means 186 is provided by the vehicle stop determining means. When it is determined by 190 that the vehicle is stopped, the automatic clutch 14 is controlled to the engagement side in order to stir the lubricating oil in the transmission 16, so that, for example, the shift lever 170 is operated to the non-travel position. When the automatic clutch 14 is engaged while the vehicle is coasting in a state where the vehicle is running, a shock generated by engaging the automatic clutch 14 is suitably prevented.

Further, according to the present embodiment, the shift request determining means 194 for determining whether there is a shift request to the transmission 16 is provided, and the lubricating oil stirring clutch engaging means 18 is provided.
6 when the shift request determining means 194 determines that there is no shift request to the transmission 16;
Since the automatic clutch 14 is controlled to the engagement side in order to agitate the lubricating oil therein, the engagement of the automatic clutch 14 is prevented from being performed at the start of the shift operation, so that the occurrence of a shift shock is preferably achieved. Is prevented.

Further, according to the present embodiment, the engine operating judging means 196 for judging whether or not the engine 12 of the vehicle is operating is provided. When it is determined by the operating determination unit 196 that the engine 12 of the vehicle is operating, the automatic clutch 14 is controlled to the engagement side to stir the lubricating oil in the transmission 16. When the automatic clutch 14 is engaged, the lubricating oil in the transmission 16 is not agitated even if the automatic clutch 14 is engaged, so that not only the automatic clutch 14 is prevented from being unnecessarily engaged, but also the engine 12 is started. At this time, an increase in the starting load due to the engagement of the automatic clutch 14 is prevented.

According to the present embodiment, the lubricating oil high viscosity judging means 184 determines that the temperature of the housing of the transmission 16 is equal to or lower than the predetermined temperature and that the lubricating oil temperature in the transmission 16 is equal to or lower than the predetermined temperature. That the temperature of the cooling water of the engine 12 is lower than a predetermined temperature, the temperature of the lubricating oil in the engine 12 is lower than the predetermined temperature,
Based on at least one of the fact that the intake air temperature of the vehicle is equal to or lower than a predetermined temperature, or a condition that the time after starting the engine is shorter than a predetermined time and the traveling distance of the vehicle is shorter than the predetermined distance. Since it is determined that the lubricating oil in the transmission 16 is in a high-viscosity state, there is an advantage that the lubricating oil in the transmission 16 is in a high-viscosity state and its period can be more accurately determined.

Although the embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be applied to other embodiments.

For example, the shift lever 1 of the above-described embodiment
70 is a well-known position premised on automatic shifting, for example, P (parking) position, R (reverse) position, N
(Neutral) position, D (drive) position, and L (low) position. In this case, the P position and the N position correspond to the non-travel position of the shift lever 170.

Although the transmission 16 of the above-described embodiment is of a two-parallel, always-meshing type, any type of transmission may be used.

The above is merely an embodiment of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[Brief description of the drawings]

FIG. 1 is a skeleton view schematically showing a configuration of a vehicle drive device to which a transmission control device according to an embodiment of the present invention is applied.

FIG. 2 is a diagram illustrating a configuration of an automatic clutch of the vehicle drive device of FIG. 1;

FIG. 3 is a diagram illustrating a hydraulic control circuit that controls operations of the transmission and the automatic clutch of FIG. 1;

4 is a diagram illustrating a change in a control hydraulic pressure for driving regulated by a pressure regulating valve in FIG. 3 in order to make a shift load appropriate during a shift period of the transmission in FIG. 1;

FIG. 5 is a block diagram illustrating a control system of the vehicle drive device of FIG. 1;

FIG. 6 is a perspective view illustrating a shift lever used in the vehicle drive device of FIG. 1;

FIG. 7 is a functional block diagram illustrating a main part of a control function of the electronic control unit for the transmission of FIG. 5;

8 is a flowchart illustrating a main part of a control operation of the electronic control unit for the transmission of FIG. 7, that is, lubricating oil stirring control.

[Explanation of symbols]

 12: Engine (motor) 14: Automatic clutch (control device for automatic transmission) 16: Transmission 116: Electronic control device for transmission 170: Shift lever

Continuation of the front page (72) Inventor Shinji Ogawa 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. F-term (reference) 3J057 AA06 BB03 GA21 GA42 GB06 GB26 GB40 GC09 GC10 GC11 GE01 HH02 JJ01

Claims (2)

[Claims] 1. A control device for a vehicle transmission provided with an automatic clutch in a power transmission path from a prime mover to a drive wheel, wherein when a shift lever is operated to a non-traveling position, a lubricating oil for the transmission is provided. A control device for a vehicle transmission, wherein the automatic clutch is controlled to be engaged when the viscosity is high. 2. A control device for a vehicle transmission provided with an automatic clutch in a power transmission path from a prime mover to a drive wheel, wherein when a shift lever is operated to a non-travel position, a housing of the transmission is provided. Shifting the automatic clutch to the engagement side based on at least one of a temperature, a lubricating oil temperature in the transmission, a cooling water temperature of the engine, a lubricating oil temperature in the engine, and an outside air temperature. Machine control device.