JP2015064033A - Multiple disc transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a multiple disc transmission which prevents a vehicle from moving even after an ignition switch is turned off.SOLUTION: In a multiple disc transmission 3, an input disc 10 and an output disc 14 are pressed by pressing means 30 in a sandwiching manner. The multiple disc transmission 3 enables parking processing, in which a sandwiching pressing force exerted by the pressing means 30 becomes a predetermined pressing force, to be performed even when an ignition switch is turned off.

Description

  The present invention relates to a multi-disc transmission.

  Conventionally, there is provided a disk overlapping area where a part of the input disk and a part of the output disk overlap each other, and the input disk and the output disk are held in contact with each other by a pair of pressing rollers in the disk overlapping area, and the input disk is changed to the output disk A transmission for transmitting rotation is disclosed in Patent Document 1.

JP 2010-53995 A

  In the above transmission, when the shift position of the shift lever is in the P range, the cam follower is moved to a predetermined position by the electric motor to increase the holding pressure between the input disk and the output disk by the pressing roller. And the output disk are prevented from rotating relative to each other, and movement of the vehicle after stopping is prevented.

  However, if the ignition switch is turned off before the shift position is changed to the P range, the cam follower cannot be moved to a predetermined position, and the vehicle may start to move after stopping.

  The present invention has been invented to solve such a problem. Even when the ignition switch is turned off before the shift position is changed to the P range, for example, the cam follower is provided at a position corresponding to the P range. The purpose is to prevent the vehicle from moving after stopping.

  A multi-disc transmission according to an aspect of the present invention is provided with an input shaft connected to a power source, an output shaft arranged in parallel to the input shaft, an input shaft, and an outer peripheral end disposed close to the output shaft. Depending on the target gear ratio in the disk-shaped input disk, the disk-shaped output disk that is provided on the output shaft and whose outer peripheral edge is located close to the input shaft, and the disk overlap area where the input disk and the output disk overlap each other The position of the shift lever prevents the movement of the vehicle, the pressing means for holding and pressing both discs at the selected position and forming the torque transmission contact portion by elastic deformation of both discs, the actuator for adjusting the clamping press by the pressing means, and the shift lever. When in the parking range, the control means for executing the parking process in which the pinching pressure becomes the predetermined pressure by the actuator, and the control means include the ignition switch. There, even in the case of a OFF, it is possible to execute the parking process.

  According to this aspect, since the parking process can be executed by controlling the actuator even when the ignition is turned off in the multi-disc transmission, the movement of the vehicle after the vehicle can be prevented.

It is the whole vehicle schematic of this embodiment. It is the figure which looked at the transmission from the engine side. FIG. 3 is a bottom view of FIG. 2. It is IV-IV sectional drawing of FIG. It is VV sectional drawing of FIG. It is a figure which shows the position or possible range of the 2nd roller follower with respect to a shift position. It is a flowchart explaining ignition switch OFF process control.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is an overall schematic diagram of a vehicle 1 provided with a multi-disc transmission 3 according to an embodiment of the present invention.

  The vehicle 1 includes an engine 2 as a power source, a multi-disc transmission (hereinafter referred to as a transmission) 3, left and right drive shafts 4 and 5, left and right drive wheels 6 and 7, and a control unit (hereinafter referred to as a drive unit). , Called ATCU8).

  The transmission 3 includes a transmission case 9, an input shaft 10, a primary disk 11, a secondary disk 12, a pressing mechanism 13, an output shaft 14, a dry start clutch 15, a reverse gear 16, and a reverse idler gear. 17, an output gear 18, a synchronization mechanism 19, a final gear 20, and a differential gear unit 21.

  The input shaft 10 and the output shaft 14 are arranged in parallel and are rotatably supported by the transmission case 9.

  FIG. 2 is a view of the transmission 3 as viewed from the engine 2 side. FIG. 3 is a bottom view of FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. 5 is a cross-sectional view taken along the line VV in FIG. In addition, about drawing after FIG. 2, a part of member is abbreviate | omitted for description.

  The primary disk 11 is configured by arranging two circular disks 11 a in the axial direction of the input shaft 10 and attaching them to the input shaft 10, and rotates integrally with the input shaft 10. A spacer 22 is provided between the two disks 11 a, and the two disks 11 a are arranged at a predetermined interval in the axial direction of the input shaft 10 by the spacer 22. The primary disk 11 is arranged so that the outer peripheral end of the disk 11 a is close to the output shaft 14. The primary disk 11 rotates with the input shaft 10 in the direction of the arrow in FIG.

  The secondary disk 12 includes a center disk 12a and two side disks 12b provided facing both sides of the center disk 12a. The secondary disk 12 is configured by arranging a center disk 12 a and a side disk 12 b in the axial direction of the output shaft 14 and attaching to the output shaft 14, and rotates integrally with the output shaft 14. A spacer 23 is provided between the center disk 12a and the side disk 12b, and the center disk 12a and the side disk 12b are arranged with a predetermined distance in the axial direction of the output shaft 14 by the spacer 23. The secondary disk 12 is arranged so that the outer peripheral end of the center disk 12 a and the outer peripheral end of the side disk 12 b are close to the input shaft 10.

  The disk 11a of the primary disk 11 is disposed between the center disk 12a of the secondary disk 12 and the side disk 12b. The primary disk 11 and the secondary disk 12 form a disk overlapping region where a part of the disks 11 and 12 overlap between the input shaft 10 and the output shaft 14.

  In the disk overlapping region, a gap is formed between the primary disk 11 and the secondary disk 12 in a state where the pressing force by the pressing mechanism 13 described in detail below does not act or in a state where the pressing force is small.

  On the other hand, when the pressing force by the pressing mechanism 13 is applied and the pressing force is large, the primary disk 11 and the secondary disk 12 are elastically deformed to contact each other, and a torque transmission contact portion is formed. In the transmission 3, the transmission of rotation from the input shaft 10 to the output shaft 14 is realized by forming a torque transmission contact portion between the primary disk 11 and the secondary disk 12.

  The pressing mechanism 13 includes a pair of pressing roller mechanisms 30, a disk clamp mechanism 31, a pressing force adjusting mechanism 32, a first actuator 33, and a second actuator 90.

  The first actuator 33 moves the pressing roller mechanism 30 along the axis connection line O. The axis connection line O is a line that connects the axis of the input shaft 10 and the axis of the output shaft 14 and is orthogonal to the input shaft 10 and the output shaft 14.

  The first actuator 33 includes a first electric motor 34, a ball screw mechanism 35, and a bracket 37.

  One end of the ball screw mechanism 35 is coupled to the rotation shaft of the first electric motor 34 and rotates in the forward direction or the reverse direction depending on the rotation direction of the rotation shaft of the first electric motor 34. The ball screw mechanism 35 is extended in the direction of the axis connection line O.

  When the ball screw mechanism 35 rotates, the bracket 37 moves along the axial direction of the ball screw mechanism 35, that is, the direction of the axial center connection line O according to the rotation of the ball screw mechanism 35. The bracket 37 is formed with a tapered surface 37a on the surface on the engine 2 side, the distance from the ball screw mechanism 35 becomes shorter toward the first electric motor 34 side. When the bracket 37 is reciprocated by the first electric motor 34, a push rod (not shown) that follows a tapered surface 37a like a so-called cam follower is reciprocated, and the release lever of the dry start clutch 15 is driven by the push rod. Then, the dry start clutch 15 is engaged and released. When the pressing roller mechanism 30 is closer to the input shaft 10 than the lowest position, the dry start clutch 15 is released.

  The bracket 37 is connected to the second support portion 44 and the roller follower support block 48 of the pressing roller mechanism 30 via a first shaft 38 that extends in the direction of the axis connection line O. When the ball screw mechanism 35 is rotated by the first electric motor 34, the bracket 37 moves back and forth along the direction of the axis connection line O according to the rotation direction of the ball screw mechanism 35, and the pressing roller mechanism 30 The first shaft 38 and the first shaft 38 move forward and backward along the direction of the axis connection line O.

  The pressing roller mechanism 30 includes a pressing roller 40, a holding portion 41, a pressing roller shaft 42, a first support portion 43, a second support portion 44, a support block 46, and a first roller follower 47.

  The pair of pressing roller mechanisms 30 are disposed on both sides of the primary disk 11 and the secondary disk 12 and are attached to the guide block 49. The guide block 49 is slidably supported by two guide shafts 51 provided between the two guide shaft blocks 50 attached to the transmission case 9 and extending in the direction of the axis connection line O. In other words, the pressing roller mechanism 30 is slidably supported by the guide shaft 51 via the guide block 49, moves in the direction of the axis connection line O by the first actuator 33, and transmits torque to a position corresponding to the target gear ratio. A contact portion is formed.

  The pressing roller shaft 42 extends in a direction intersecting with the direction of the axis connection line O, one end portion 42 a is supported by the first support portion 43, and the other end portion 42 b is supported by the second support portion 44. Is done. The pressing roller shaft 42 has a spherical end portion 42 b supported by the second support portion 44. A holding portion 41 that supports the pressing roller 40 is attached to the pressing roller shaft 42 between the first support portion 43 and the second supporting portion 44, and the pressing roller shaft 42 supports the pressing roller 40 via the holding portion 41. It is rotatably supported.

  The first support portion 43 is rotatably supported by the guide block 49 via a rotation shaft 52 provided in parallel with the guide shaft 51. The first support portion 43 supports one end portion 42 a of the pressing roller shaft 42 via the needle bearing 53.

  The second support portion 44 supports the other end portion 42 b of the pressing roller shaft 42 via the support block 46 and the needle bearing 54. A bush 55 having a spherical tip 55a is provided between the second support portion 44 and the support block 46 in the axial direction of the input shaft 10, and a gap is provided between the second support portion 44 and the support block 46. Is formed. The gap in the axial direction of the input shaft 10 is positioned closer to the primary disk 11 than the bush 55, and the tip 55 a of the bush 55 contacts the support block 46. The second support portion 44 is connected to the end portion of the second shaft 56 that extends in the direction of the axis connection line O and the direction orthogonal to the axial direction of the input shaft 10 and to which the first roller follower 47 is attached. The second support portion 44 moves in the axial direction of the input shaft 10 by the pressing force applied to the first roller follower 47, and the first support portion 43 and the holding portion 41 that supports the pressing roller 40 according to this movement are: It rotates around the rotation shaft 52.

  The first support portion 43 is provided so as to form a gap between the needle bearing 53 and the pressing roller shaft 42 in the direction of the axis connection line O. The end portion 42 b of the pressing roller shaft 42 supported by the second support portion 44 has a spherical shape, and the end portion 42 b is in contact with the needle bearing 54. Accordingly, the pressing roller shaft 42 is supported by the first support portion 43 and the second support portion 44 so as to be rotatable and tiltable with respect to the direction of the axis connection line O.

  The holding portion 41 is provided between the first support portion 43 and the second support portion 44 and is attached to the pressing roller shaft 42. The holding portion 41 rotates and tilts integrally with the pressing roller shaft 42.

  A first shaft portion 57 is fixed to the holding portion 41. When the pressing roller shaft 42 is in a direction perpendicular to the axial center connection line O when viewed from the axial direction of the input shaft 10, the first shaft portion 57 coincides with the axial center connection line O. The first shaft portion 57 is provided so that the first shaft portion 57 is inclined with respect to the disk surface.

  The pressing roller 40 is rotatably supported by the first shaft portion 57.

  The pressing roller 40 contacts the side disk 12b in the disk overlapping region, and rotates around the first shaft portion 57. When the pressing force transmitted through the first roller follower 47 increases, the pressing roller 40 elastically deforms the disks 11 and 12 to form a torque transmission contact portion.

  The urging force of the springs of the urging portions 45 a and 45 b acts on the pressing roller 40 via the holding portion 41.

  In the first roller follower 47, as shown in FIG. 5, a second shaft 56 connected to the second support portion 44 is inserted into the inner peripheral hole 47a, and the front clamp arm 67 and the rear clamp arm 68 on the discs 11 and 12 side. Rolls in contact with the side surfaces 67a and 68a.

  The end of the second shaft 56 opposite to the end connected to the second support portion 44 is inserted into a hole 48 a formed in the roller follower support block 48. The hole 48 a is an oval-shaped hole formed along the axial direction of the input shaft 10. The roller follower support block 48 supports the second shaft 56 slidably in the axial direction of the input shaft 10 along the hole 48a. The roller follower support block 48 is connected to the bracket 37 via a first shaft 38 extending in the direction of the axis connection line O, and moves in the direction of the axis connection line O according to the movement of the bracket 37. That is, when the bracket 37 moves in the direction of the axis connection line O, the pair of pressing roller mechanisms 30 together with the roller follower support block 48 and the second shaft 56 move in the direction of the axis connection line O according to the movement.

  The disc clamp mechanism 31 includes an arm shaft 65, a front clamp arm 67, and a rear clamp arm 68.

  The arm shaft 65 is a columnar member that extends in a direction perpendicular to the shaft center connection line O and the input shaft 10. The arm shaft 65 is provided so as to be orthogonal to the input shaft 10 and to overlap the center of the primary disk 11 in the axial direction of the input shaft 10 as shown in FIG.

  The front clamp arm 67 is a plate-like member having an approximately L shape as shown in FIG. The front clamp arm 67 is rotatably supported on the arm shaft 65 on one end side. At the other end of the front clamp arm 67, an engaging portion 72 of a pressing force adjusting mechanism 32 described later is formed. As shown in FIG. 5, the side surface 67 a of the front clamp arm 67 on the side of the disks 11 and 12 contacts the first roller follower 47.

  The rear clamp arm 68 is a plate-like member having an approximately L shape as shown in FIG. The rear clamp arm 68 is rotatably supported on the arm shaft 65 on one end side. The other end of the rear clamp arm 68 is connected to a case 70 of a pressing force adjusting mechanism 32 described later. As shown in FIG. 5, the side surface 68 a of the rear clamp arm 68 on the side of the disks 11 and 12 abuts against the first roller follower 47.

  The front clamp arm 67 and the rear clamp arm 68 are rotated about the arm shaft 65 by the pressing force generated by the pressing force adjusting mechanism 32, and the pressing force is applied to the holding portion 41 by sandwiching the pair of pressing roller mechanisms 30. A pressing force is applied from the pressing roller 40 to the primary disk 11 and the secondary disk 12.

  As shown in FIG. 3, the pressing force adjusting mechanism 32 includes a case 70, a second shaft portion 71, an engaging portion 72, a rotating portion 73, and a compression spring 74.

  The case 70 is connected to the end of the rear clamp arm 68. The case 70 accommodates a part of the rotating part 73, and the second shaft part 71 is attached thereto.

  The second shaft portion 71 is a columnar member parallel to the arm shaft 65, and supports the rotating portion 73 in a rotatable manner.

  The rotation unit 73 is rotated by the second actuator 90.

  The engaging portion 72 is formed at the end portion of the front clamp arm 67, and extends from the end portion toward the rear clamp arm 68, and the second shaft portion extends from the end portion of the connecting portion 75 on the rear clamp arm 68 side. And a curved surface portion 76 extending so as to surround 71. The curved surface portion 76 has an arc-shaped outer peripheral wall with the second shaft portion 71 as the center. The second roller follower 79 of the rotating portion 73 comes into contact with the outer peripheral wall of the curved surface portion 76 and rolls.

  The rotating unit 73 includes a rotating body 77, a rotation transmission block 78, and a second roller follower 79. The rotating body 77 includes a first body 80 and a second body 81.

  The first body 80 is a substantially U-shaped member extending so as to sandwich the second shaft portion 71. The first body 80 abuts on the outer peripheral wall of the second shaft portion 71 and is supported by the second shaft portion 71 so as to be rotatable and slidable. The first body 80 includes a stopper 82 that supports one end of the compression spring 74 at the end on the open side.

  The rotation transmission block 78 is supported by the second shaft portion 71 so that the second shaft portion 71 passes therethrough and is rotatable. The rotation transmission block 78 supports the end of the compression spring 74 opposite to the end supported by the stopper 82.

  The first body 80 and the second body 81 are joined, and the second roller follower 79 is attached to the second body 81.

  The rotating body 77 is always urged in the direction from the second shaft portion 71 toward the stopper 82 by the restoring force of the compression spring 74. However, the second body 81 located on the opposite side to the compression spring 74 with respect to the second shaft portion 71 abuts on the rotation transmission block 78, and the rotation body 77 moves from the second shaft portion 71 toward the compression spring 74. Is regulated.

  The second roller follower 79 rolls in contact with the arc-shaped outer peripheral wall of the curved surface portion 76. The second roller follower 79 is rotated integrally with the rotating body 77 via the second shaft portion 71 by the second actuator 90, and is always urged toward the second shaft portion 71 by the compression spring 74.

  The pressing force adjusting mechanism 32 rotates the second roller follower 79 around the second shaft portion 71 by the second actuator 90, and directs the second roller follower 79 toward the second shaft portion 71 by the compression spring 74. Change the direction of the force applied. Thereby, the force which pushes the front clamp arm 67 to the rear clamp arm 68 side, ie, the pressing force which clamps a pair of pressing roller mechanism 30, is changed.

  Here, the relationship between the position of the second roller follower 79 and the pressing force by the pressing roller mechanism 30 will be described.

  When the second roller follower 79 is at the position shown in FIG. 3, that is, when the rotary body 77 is parallel to the direction of the axis connection line O, the pressing force by the pressing roller mechanism 30 is substantially zero. If this position is the reference position and the rotation angle of the second roller follower 79 from the reference position is the rotation angle, the pressing force by the pressing roller mechanism 30 increases as the rotation angle increases. When the rotation angle reaches 90 degrees (hereinafter referred to as the maximum angle), the pressing force by the pressing roller mechanism 30 is maximized.

  Even if the pressing force is generated until the rotation angle reaches the first predetermined angle from the reference position, the torque transmission contact portion is not formed by the reaction force of the primary disk 11, and the rotation angle is the first angle. When the angle is larger than the predetermined angle, the primary disk 11 and the secondary disk 12 are elastically deformed and brought into contact with each other by the pressing force, and a torque transmission contact portion is formed.

  The second actuator 90 includes a second electric motor 91 and a coupling mechanism 92.

  The second electric motor 91 is fixed to the transmission case 9. The coupling mechanism 92 includes a slit-type coupling 92a, a third shaft 92b coupled to the rotating shaft of the second electric motor 91, and a fourth shaft 92c coupled to the rotating portion 73 via the second shaft portion 71. Is provided.

  The synchronization mechanism 19 includes a coupling sleeve 19a, and moves the coupling sleeve 19a mechanically in conjunction with the operation of the shift lever by the driver, so that the reverse gear 16 and the input shaft 10 are moved via the coupling sleeve 19a. And release. When the reverse gear 16 and the input shaft 10 are fastened via the coupling sleeve 19a, the input shaft 10 and the output shaft are rotated so that the output shaft 14 rotates in the direction opposite to the rotation direction when the torque transmission contact portion is formed. 14, the rotation generated in the engine 2 is transmitted in the order of the reverse gear 16, the reverse idler gear 17, and the output shaft 14, and the vehicle 1 can be moved backward. Thus, the synchro mechanism 19, the reverse gear 16, and the reverse idler gear 17 function as a reverse mechanism.

  The ATCU 8 includes a signal from the ignition switch 105, a signal from the inhibitor switch 106 that detects the shift position of the shift lever, a signal from the vehicle speed sensor 107, and an ECU (not shown) that controls the engine 2. A signal related to the input torque is input.

  The ATCU 8 controls the first electric motor 34 and the second electric motor 91 based on the input signal. The ATCU 8 is configured by a CPU, a ROM, a RAM, and the like, and the functions of the ATCU 8 are exhibited when the CPU reads a program stored in the ROM.

  Next, the operating state of the transmission 3 at the shift position will be described.

(D range)
When the shift position is the D range (traveling range), the dry start clutch 15 is engaged, the reverse gear 16 and the input shaft 10 are released by the synchro mechanism 19, and the torque transmission contact portion is formed by the pressing force adjusting mechanism 32. Then, the rotation is transmitted from the engine 2 to the drive wheels 6 and 7 via the transmission 3.

  When the shift position is in the D range, as shown in FIG. 6, the second roller follower 79 (second actuator) is set so that the rotation angle is between the second predetermined angle larger than the first predetermined angle and the maximum angle. 90) is controlled. The second predetermined angle is an angle that generates a pressing force that allows the vehicle 1 to travel without causing a slip between the primary disk 11 and the secondary disk 12 when rotation is transmitted from the engine 2. The position of the second roller follower 79 is set based on engine torque or the like. FIG. 6 is a schematic diagram showing the position or possible range of the second roller follower 79 for each shift position corresponding to FIG.

(N range)
When the shift position is in the N range, the dry start clutch 15 is released, and the reverse gear 16 and the input shaft 10 are released.

(R range)
When the shift position is in the R range (traveling range), the dry start clutch 15 is fastened, the reverse gear 16 and the input shaft 10 are fastened, and the torque contact transmission unit is not formed by the pressing force adjusting mechanism 32. 2 transmits the rotation to the drive wheels 6 and 7 through the synchro mechanism 19 and the reverse gear 16.

  The second roller follower 79 is controlled so that the rotation angle is smaller than the first predetermined angle, and in this embodiment, the second roller follower 79 is set to a reference position (rotation angle = 0) as shown in FIG.

(P range)
When the shift position is in the P range (parking range), the dry start clutch 15 is released, the reverse gear 16 and the input shaft 10 are fastened via the synchro mechanism 19, and the torque transmission contact portion is pressed by the pressing force adjusting mechanism 32. Form. Thereby, the rotation direction of the output shaft 14 permitted via the synchro mechanism 19 and the rotation direction of the output shaft 14 permitted via the primary disk 11 and the secondary disk 12 are opposite to each other. In this manner, the vehicle 1 is prevented from moving by interlocking the transmission 3.

  The second roller follower 79 is controlled so that the rotation angle becomes the maximum angle as shown in FIG. Thereby, the pressing force generated by the pressing force adjusting mechanism 32 becomes a predetermined pressing force corresponding to the maximum angle, and the braking force when the shift position is in the P range can be increased. Here, in order to prevent the vehicle 1 from moving, the dry start clutch 15 is released, the rotation angle of the second roller follower 79 is set to the maximum angle, and the pressing force is set to a predetermined pressing force (predetermined pressing force). This is called parking processing.

  In the transmission 3 having the above-described configuration, when the ignition switch 105 is turned off immediately before or after the shift position is in the P range, and the ignition switch 105 is turned off and at the same time energization of the ATCU 8 or the like is stopped, In some cases, the second roller follower 79 is held at a position where the angle does not reach the maximum angle. In such a case, the pressing force for preventing the movement of the vehicle 1 is insufficient, and the vehicle 1 may move after the vehicle stops.

  Thus, in the present embodiment, ignition switch OFF control described below is executed. The ignition switch OFF control will be described with reference to the flowchart shown in FIG. The ignition OFF control is repeatedly performed at a predetermined cycle (for example, every 100 ms) as long as energization to the ATCU 8 is not stopped.

  In step S100, the ATCU 8 determines whether or not the ignition switch 105 has been turned off based on a signal from the ignition switch 105. The process proceeds to step S101 when the ignition switch 105 is turned off, and ends when the ignition switch 105 is turned on. In the present embodiment, even when the ignition switch 105 is turned off, energization to the ATCU 8, the first electric motor 34, and the second electric motor 91 is not stopped only on this condition.

  In step S101, the ATCU 8 counts the OFF time after the ignition switch 105 is turned OFF. When the counting of the OFF time is started, the ATCU 8 updates the OFF time. Note that the OFF time is reset when the ignition switch 105 is turned on or the power supply to the ATCU 8 is stopped.

  In step S102, the ATCU 8 determines whether the OFF time has reached a predetermined time. The predetermined time is a preset time, and is set to a time when at least the battery does not rise. The process proceeds to step S104 until the OFF time reaches the predetermined time, and proceeds to step S103 when the OFF time reaches the predetermined time.

  In step S103, the ATCU 8 stops energizing the ATCU 8, the first electric motor 34, and the second electric motor 91. That is, the ATCU 8 and the like are automatically shut down when the OFF time reaches a predetermined time after the ignition switch 105 is turned off.

  In step S104, the ATCU 8 determines whether the shift position is in the P range based on the signal from the inhibitor switch 106. The process proceeds to step S105 if the shift position is in the P range, and proceeds to step S106 if the shift position is not in the P range.

  In step S105, the ATCU 8 executes normal processing. Here, the ATCU 8 executes a parking process. In addition, since the input shaft 10 and the reverse gear 16 are fastened through the synchro mechanism 19, the transmission 3 is interlocked. Then, the ATCU 8 stops energizing the ATCU 8, the first electric motor 34, and the second electric motor 91.

  In step S106, the ATCU 8 determines whether the shift position is in the R range based on the signal from the inhibitor switch 106. The process proceeds to step S107 when the shift position is in the R range, and proceeds to step S112 when the shift position is not in the R range.

  In step S107, the ATCU 8 determines whether or not the vehicle 1 is traveling. Specifically, the ATCU 8 determines whether or not the vehicle speed is higher than a predetermined vehicle speed based on a signal from the vehicle speed sensor 107, and determines that the vehicle 1 is traveling if the vehicle speed is higher than the predetermined vehicle speed. When the vehicle speed is equal to or lower than the predetermined vehicle speed, it is determined that the vehicle 1 is stopped. The predetermined vehicle speed is substantially zero, and is set based on the detection accuracy of the vehicle speed sensor 107. The process proceeds to step S108 when the vehicle 1 is traveling, and proceeds to step S109 when the vehicle 1 is stopped.

  In step S108, the ATCU 8 controls the first electric motor 34 to release the dry start clutch 15. In addition, when the vehicle 1 is traveling, energization to the first electric motor 34 and the second electric motor 91 is continued.

  In step S109, the ATCU 8 controls the first electric motor 34 to release the dry start clutch 15.

  In step S110, the ATCU 8 controls the second electric motor 91 to set the rotation angle of the second roller follower 79 to the maximum angle.

  In step S111, the ATCU 8 stops energization of the first electric motor 34 and the second electric motor 91.

  As described above, when the ignition switch 105 is turned off during traveling, the parking process is suspended, and when the vehicle 1 stops with the shift position in the R range, in addition to releasing the dry start clutch 15, The parking process is executed by setting the rotation angle of the two-roller follower 79 to the maximum angle. Then, energization to the first electric motor 34 and the second electric motor 91 is stopped. When the shift position is in the R range, the reverse gear 16 and the input shaft 10 are fastened via the sync mechanism 19, so the transmission 3 is interlocked.

  In step S112, the ATCU 8 determines whether the shift position is in the N range based on the signal from the inhibitor switch 106. The process proceeds to step S113 when the shift position is in the N range, and proceeds to step S114 when the shift position is not in the N range. If the shift position is not in the N range, the shift position is in the D range.

  In step S113, the ATCU 8 stops energization of the first electric motor 34 and the second electric motor 91.

  In step S114, the ATCU 8 determines whether or not the vehicle 1 is traveling. A specific determination method is the same as that in step S107. The process proceeds to step S115 when the vehicle 1 is traveling, and proceeds to step S116 when the vehicle 1 is stopped.

  In step S115, the ATCU 8 controls the second electric motor 91 to set the rotation angle of the second roller follower 79 to the reference position.

  In step S116, the ATCU 8 controls the first electric motor 34 to release the dry start clutch 15.

  In step S117, the ATCU 8 controls the second electric motor 91 to set the rotation angle of the second roller follower 79 to the maximum angle.

  In step S118, the ATCU 8 stops energization of the first electric motor 34 and the second electric motor 91.

  In this way, when the ignition switch 105 is turned off during traveling, the parking process is suspended, and when the vehicle 1 stops with the shift position in the D range, the dry start clutch 15 is released, and the second The parking process is executed with the rotation angle of the roller follower 79 as the maximum angle, and energization to the first electric motor 34 and the second electric motor 91 is stopped. As a result, when the shift position becomes the P range after the OFF time has reached the predetermined time without the shift position being in the P range and the energization of the ATCU 8 or the like is stopped, the input shaft 10 is connected via the sync mechanism 19. And the reverse gear 16 are engaged, the transmission 3 can be interlocked.

  The effect of this embodiment will be described.

  Even when the ignition switch 105 is turned off, the first electric motor 34 and the second electric motor 91 are controlled so that the parking process can be executed. As a result, the transmission 3 is not in a state of preventing the vehicle 1 from moving, and the transmission 3 can be in a state of preventing the vehicle 1 from moving even when the ignition switch 105 is turned off. For example, when the shift position is in the P range after the ignition switch 105 is turned off, the transmission 3 can be interlocked and the movement of the vehicle 1 can be prevented (corresponding to claim 1). Effect).

  If the ignition switch 105 is turned off during traveling, the parking process is suspended until the vehicle 1 stops, and the parking process is executed after the vehicle 1 stops. Thereby, it is possible to prevent the transmission 3 from being interlocked during traveling, and to prevent sudden deceleration of the vehicle 1 and deterioration of the transmission 3 (effect corresponding to claim 2). Further, when the shift position is in the R range, the parking process is executed after the vehicle 1 is stopped, thereby interlocking the transmission 3 and preventing the vehicle 1 from moving. Corresponding effect). Further, when the shift position is in the D range, the parking process is executed after the vehicle 1 stops, so that preparation for interlock can be performed. When is in the P range, the transmission 3 can be interlocked (effect corresponding to claim 2).

  When the ignition switch 105 is turned OFF during traveling, the torque transmission contact portion is not formed, so that the transmission 3 is prevented from being interlocked, and the vehicle 1 is rapidly decelerated and shifted. It is possible to prevent the machine 3 from deteriorating (effect corresponding to claim 3).

  When a predetermined time elapses after the ignition switch 105 is turned off, the power supply to the ATCU 8 or the like is stopped. Thereby, even after the ignition switch 105 is turned off, the parking process can be executed and the power consumption of the battery can be suppressed (effect corresponding to claim 4).

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

2 Engine (Power source)
3 Multi-disc transmission 8 ATCU (control means)
10 Input shaft 11 Primary disk (input disk)
12 Secondary disk (output disk)
14 Output shaft 16 Reverse gear 30 Pressing roller mechanism (pressing means)
90 Second actuator (actuator)

Claims (4)

An input shaft connected to a power source;
An output shaft arranged parallel to the input shaft;
A disc-shaped input disk provided on the input shaft and having an outer peripheral end disposed close to the output shaft;
A disc-shaped output disk provided on the output shaft and having an outer peripheral end disposed close to the input shaft;
A pair of pressing means for sandwiching and pressing both disks at a position corresponding to a target gear ratio in the disk overlapping region where the input disk and the output disk overlap each other, and forming a torque transmission contact portion by elastic deformation of both disks; ,
An actuator for adjusting the holding pressure by the pair of pressing means;
When the position of the shift lever is in a parking range that prevents movement of the vehicle, a control unit that executes parking processing in which the clamping pressure becomes a predetermined pressure by the actuator;
The multi-disk transmission according to claim 1, wherein the control means can execute the parking process even when an ignition switch is turned off. The multi-disc transmission according to claim 1,
The control means holds the parking process until the vehicle stops when the ignition switch is turned off while the vehicle is running, and executes the parking process after the vehicle stops. A featured multi-disc transmission. The multi-disc transmission according to claim 2,
The control means controls the actuator so that the torque transmission contact portion is not formed when the position of the shift lever is a travel range and the vehicle ignition switch is turned OFF while the vehicle is traveling. A multi-disc transmission characterized by that. The multi-disc transmission according to any one of claims 1 to 3,
The multi-disc transmission, wherein the control means stops energization of the control means when a predetermined time elapses after the ignition switch is turned off.

Images