JP2015086937A - Dog clutch control device of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a dog clutch control device for an automatic transmission which can quickly perform a gear change without largely decreasing a difference rotation number between a sleeve and a planetary gear when the sleeve is engaged with a dog clutch by moving the clutch at the gear change.SOLUTION: When a sleeve is moved by a first thrust load, and a tip of a high tooth reaches a first stroke position located at a tip of a clutch front tooth, a control device 10 sets an energization force to the sleeve as a second thrust load, and when the tip of the high tooth abuts on a tip of a clutch rear tooth, and the movement of the sleeve is stopped, the control device feedback-controls a shaft dynamic device for only a preset separation time T so that the tip of the high tooth is returned to a position which is separated from the tip of the clutch rear tooth by a preset distance L on the basis of detection data of a stroke position sensor, and after that, repeatedly performs separation retry control for imparting a third thrust load at which the tip of the high tooth can be displaced while exceeding a second stroke position to the sleeve.

Description

  The present invention relates to a dog clutch control device used in an automatic transmission for a vehicle.

  2. Description of the Related Art Conventionally, a power train of a vehicle includes a transmission that converts torque and rotation speed in order to transmit rotation and torque from an engine, an electric motor, and the like to driving wheels according to traveling conditions. There are several types of transmissions. For example, a plurality of idler gears fitted to a rotation shaft connected to the drive wheel so as to be relatively rotatable and immovable in the direction of the rotation axis, and a plurality of gears formed on a counter shaft provided in parallel to the rotation shaft There is known an always-meshing type in which is always meshed. In this type of transmission, a sleeve that rotates integrally with the rotating shaft and moves in the axial direction and an idler gear that can freely rotate on the rotating shaft are arranged side by side on the rotating shaft. Then, the sleeve is moved in the axial direction, the spline of the sleeve is engaged with the dog clutch teeth of the idle gear, and the idle gear and the sleeve (rotary shaft) are integrally rotated. A free rotating gear that rotates integrally with the rotating shaft and a counter shaft gear that meshes with the free rotating gear rotate in conjunction with each other, thereby transmitting torque and rotational speed of the rotating shaft to the counter shaft. Therefore, a desired speed change operation can be performed by selecting an idler gear that rotates integrally with the rotating shaft from among a plurality of idler gears having different numbers of teeth and engaging the sleeve.

  However, in the above speed change operation, the sleeve and the idle gear may not be properly meshed depending on the pressing timing of the sleeve to the idle gear. In such a case, in order to satisfactorily mesh the sleeve and the idler gear, the technology of temporarily reducing the torque of the sleeve that has been pressed to the idler gear side and then pressing it again to the idler gear side with a large torque is disclosed in Patent Literature 1 is disclosed. Patent Document 1 discloses a state in which the tip of the sleeve spline and the tip of the dog clutch tooth of the idle gear are in contact with each other and rotate integrally by once reducing the torque of the sleeve pressed against the idle gear. It is described that the differential rotational speed can be generated again between the sleeve and the idler gear. Thereby, it is supposed that the sleeve and the idle gear are easily engaged with each other.

Japanese Patent Application No. 2013-157894

  However, in the method disclosed in Patent Document 1, by reducing the biasing torque of the sleeve, the differential rotational speed between the sleeve and the idle gear is set relatively to the state before the biasing torque is reduced. Although increasing, the tip of the sleeve is always in contact with the tip of the dog clutch tooth. For this reason, the rotational speed of the sleeve that is rotated only by the inertia force of the rotating shaft rapidly approaches the rotational speed of the dog clutch tooth that is connected to the drive wheel and forcibly rotated by friction between the sleeve and the dog clutch tooth. To go. As a result, the differential rotational speed between the two becomes small, and it becomes difficult to quickly engage the sleeve and the idler gear to change the speed.

  The present invention has been made in view of the above-described problems. When a sleeve is moved and engaged with a dog clutch at the time of shifting, a speed change operation is performed quickly without greatly reducing the differential rotational speed between the sleeve and the idle gear. It is an object of the present invention to provide a dog clutch control device for an automatic transmission that enables the above.

  In order to solve the above-mentioned problem, a dog clutch control device for an automatic transmission according to claim 1 is a rotary shaft that is rotatably connected to one of an input shaft and an output shaft of the automatic transmission and is rotatably supported about an axis. A clutch ring rotatably supported on a shaft and rotationally connected to the other of the input shaft and the output shaft; a clutch hub fixed to the rotary shaft adjacent to the clutch ring; and the clutch hub and spline in the axial direction A sleeve that is movably fitted, an axial movement device that moves the sleeve in the axial direction, and formed so as to protrude to the sleeve side of the clutch ring, and detachably engages with the spline according to the axial movement of the sleeve. A dog clutch portion that performs a stroke position sensor that detects a movement position of the sleeve in the axial direction. The high teeth of the teeth are formed higher in height than the remaining low teeth, and the dog clutch portion has the same number of the high teeth as the clutch front teeth, the outer diameter of which is larger than the inner diameter of the high teeth and smaller than the inner diameter of the low teeth. A clutch rear tooth that extends from a front end surface of the dog clutch portion to a rear end position of the dog clutch portion at a position corresponding to the high teeth, and is capable of meshing with a tooth groove of the spline. A dog clutch speed change mechanism formed extending from a position retracted by a predetermined amount from a front end surface to the rear end position of the dog clutch portion, and the shaft movement device based on a detection position of the stroke position sensor; A control device that moves the sleeve with a plurality of preset thrust loads, and the control device biases the sleeve toward the dog clutch portion with a first thrust load. When the leading end of the high teeth is displaced in the direction of the rear teeth of the clutch and reaches the first stroke position located at the front end of the front teeth of the clutch, the biasing force to the sleeve is changed to the front end of the high teeth. Is the second thrust load that can be displaced at the tip of the clutch rear teeth, and the tip of the high teeth and the tip of the clutch rear teeth that are biased by the second thrust load come into contact with each other. When the movement in the direction of the rear teeth of the clutch is stopped, the tip portion of the high teeth is previously positioned at a predetermined distance from the tip portion of the rear teeth of the clutch based on the detection data of the stroke position sensor. A third thrust load that is displaceable beyond the second stroke position at which the tip portion of the high teeth is located at the tip portion of the rear teeth of the clutch after feedback control of the axial movement device for a set separation time. The separation retry control for imparting weight to the sleeve is repeatedly executed until the tip of the high tooth exceeds the second stroke position.

  In this manner, the control device allows the separation time so that the sleeve is separated from the clutch rear teeth by a predetermined distance when the high tooth tip of the sleeve and the tip of the clutch rear tooth of the dog clutch portion are brought into contact with each other. Only feedback control. Thus, there is no possibility that the rotational speed on the side rotated only by the inertial force due to the friction between the sleeve and the dog clutch portion is rapidly synchronized with the rotational speed on the side forcedly rotated by the drive wheels. Therefore, after that, when the sleeve is biased with the third thrust load in the direction of the dog clutch portion and attempts to mesh with the dog clutch portion, the sleeve and the dog clutch portion are separated by the large differential rotational speed remaining between the sleeve and the dog clutch portion. The gears can be quickly engaged to complete shifting.

  In the dog clutch control device for an automatic transmission according to claim 1, the control device sets the length of the separation time based on a differential rotational speed between the sleeve and the dog clutch portion. .

  Thus, for example, when the differential rotation speed is large, the separation time is shortened, and when the differential rotation speed is small, the separation time is lengthened. So that the gear can be shifted quickly.

  The dog clutch control device for an automatic transmission according to claim 1 or 2, wherein the tip portion of the high teeth contacts the tip portion of the clutch rear teeth of the dog clutch portion, and then the dog clutch portion When it is bounced away, a fourth thrust load larger than the third thrust load is applied to the sleeve immediately after the bounce.

  As a result, the sleeve is immediately urged by a large fourth thrust load and pushed back in the direction of the dog clutch section after being struck, and each tooth groove of the sleeve meshes with each clutch rear tooth of the dog clutch section to quickly shift the gear. Can be done.

  The dog clutch control device for an automatic transmission according to any one of claims 1 to 3 according to claim 4, wherein when the high tooth exceeds the second stroke position, the control device is configured so that the sleeve has the A fifth thrust load larger than the third thrust load is applied.

  Thereby, each tooth gap of a sleeve can be rapidly meshed with each clutch rear tooth of a dog clutch part.

It is the schematic of the vehicle provided with the automatic transmission which has a dog clutch which concerns on this invention. It is a schematic diagram of an automatic transmission which has a dog clutch concerning the present invention. It is a disassembled perspective view of a part of dog clutch transmission mechanism. It is a front view of a clutch ring. It is a front view of a clutch hub. It is a front view of a sleeve. It is a block diagram of a control apparatus. It is a figure which shows the relationship of the sleeve position with respect to a dog clutch part position. It is a figure which shows the relationship between the thrust load provided to a sleeve, a sleeve stroke, and elapsed time. It is the flowchart A which shows the whole thrust load control of an axial movement apparatus. It is flowchart A1 of the 1st control part shown in FIG. It is flowchart A2 of the 2nd control part shown in FIG. It is flowchart A3 of the 3rd control part shown in FIG.

<Overview>
Hereinafter, an embodiment in which an automatic transmission having a dog clutch control device for an automatic transmission according to the present invention is applied to a vehicle will be described with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of the vehicle. As shown in FIG. 1, the vehicle M includes an engine 11, a clutch 12, an automatic transmission 13, a differential device 14, and drive wheels (left and right front wheels) Wfl and Wfr. The engine 11 generates driving force by burning fuel. The driving force of the engine 11 is a so-called FF vehicle configured to be transmitted to the drive wheels Wfl, Wfr via the clutch 12, the automatic transmission 13, and the differential device 14.

  The clutch 12 is configured to be automatically connected and disconnected in response to a command from a control device (ECU) 10. The automatic transmission 13 incorporates a dog clutch transmission mechanism and automatically selects, for example, six forward speeds and one reverse speed. The differential device 14 includes both a final gear and a differential gear, and is formed integrally with the automatic transmission 13.

<Dog clutch control device for automatic transmission>
As shown in FIG. 2, the automatic transmission 13 includes a casing 22, an input shaft 24 (corresponding to a rotating shaft and an input shaft of the present invention), a first input gear 26, a second input gear 28, and a third clutch ring 30. (Third input gear), fourth clutch ring 32 (fourth input gear), clutch hub 34, sleeve 36, stroke position sensors 38, 38, axial movement device 40, output shaft 42 (corresponding to the output shaft of the present invention). ), A first clutch ring 44 (first output gear), a second clutch ring 46 (second output gear), a third output gear 48, and a fourth output gear 50. The first clutch ring 44 (first output gear), the second clutch ring 46 (second output gear), the clutch hub 34, the sleeve 36, the stroke position sensor (not shown), the shaft drive (not shown), etc. A first dog clutch transmission mechanism is configured. Further, the second clutch ring 30 (third input gear), the fourth clutch ring 32 (fourth input gear), the clutch hub 34, the sleeve 36, the stroke position sensors 38 and 38, the shaft driving device 40, etc. A dog clutch transmission mechanism is configured. The first and second dog clutch transmission mechanisms, the control device 10 and the like constitute a dog clutch control device for an automatic transmission.

  The casing 22 has a main body 22a formed in a substantially bottomed cylindrical shape, a first wall 22b that is a bottom wall of the main body 22a, and a second wall 22c that divides the main body 22a in the axial direction of the input shaft 24 (input shaft). It is comprised including. Hereinafter, the axial direction refers to the axial direction of the input shaft.

  The input shaft 24 is rotatably supported by the casing 22. That is, one end (the left end in FIG. 2) of the input shaft 24 is supported by the first wall 22b via the bearing 22b1. Further, the other end (right end in FIG. 2) side of the input shaft 24 is supported by the second wall 22c via a bearing 22c1. The other end of the input shaft 24 is rotationally connected to the output shaft of the engine 11 via the clutch 12. Therefore, the output of the engine 11 is input to the input shaft 24 when the clutch 12 is connected. In addition, the input shaft 24 in this embodiment is directly connected to the input shaft of the automatic transmission 13 and is rotationally connected, and is supported so as to be rotatable about a rotation axis (axis) CL.

  The input shaft 24 is provided with a first input gear 26, a second input gear 28, a third clutch ring 30 (third input gear), and a fourth clutch ring 32 (fourth input gear). The first and second input gears 26 and 28 are fixed so as not to rotate relative to the input shaft 24 by spline fitting or the like. The third input gear is formed on the outer periphery of the third clutch ring 30 that is supported rotatably (freely) with respect to the input shaft 24. The fourth input gear is formed on the outer periphery of the fourth clutch ring 32 that is supported rotatably (freely) with respect to the input shaft 24. Further, a clutch hub 34 is fixed to the input shaft 24 between the third clutch ring 30 and the fourth clutch ring 32 so as not to be relatively rotatable by spline fitting or the like. The third input gear 30 (third clutch ring) meshes with a third output gear 48 described later, and the fourth input gear 32 (fourth clutch ring) meshes with a fourth output gear 50 described later.

  The casing 22 is provided with an output shaft 42 (output shaft) in parallel with the input shaft 24. The output shaft 42 is rotatably supported on the casing 22. That is, one end (left end in FIG. 2) of the output shaft 42 is supported by the first wall 22b via the bearing 22b2, and the other end (right end in FIG. 2) of the output shaft 42 is connected to the second wall 22c via the bearing 22c2. It is bearing.

  The output shaft 42 is provided with a first clutch ring 44 (first output gear), a second clutch ring 46 (second output gear), a third output gear 48, a fourth output gear 50, and a fifth output gear 52. ing. The first clutch ring 44 (first output gear) meshes with the first input gear 26, and a helical gear that meshes with the first input gear 26 is formed on the outer peripheral surface. The second clutch ring 46 (second output gear) meshes with the second input gear 28, and a helical gear that meshes with the second input gear 28 is formed on the outer peripheral surface. The third output gear 48 meshes with the third clutch ring 30 (third input gear), and a helical gear that meshes with the third clutch ring 30 (third input gear) is formed on the outer peripheral surface. The fourth output gear 50 meshes with the fourth clutch ring 32 (fourth input gear), and a helical gear that meshes with the fourth clutch ring 32 (fourth input gear) is formed on the outer peripheral surface. The fifth output gear 52 meshes with an input gear (not shown) of the differential device 14, and a helical gear that meshes with the input gear is formed on the outer peripheral surface.

  Between the first clutch ring 44 and the second clutch ring 46, the clutch hub 34 is fixed to the output shaft 42 by spline fitting or the like adjacent thereto. The configurations of the first clutch ring 44, the second clutch ring 46, the clutch hub 34, and the like are the same as those of the third clutch ring 30, the fourth clutch ring 32, and the clutch hub 34 in the input shaft 24. The third output gear 48, the fourth output gear 50, and the fifth output gear 52 are fixed to the output shaft 42 by spline fitting or the like. The driving force of the engine 11 is input from the input shaft 24, transmitted to the output shaft 42, and finally output to the differential device 14 via the fifth output gear 52.

  Since the second dog clutch transmission mechanism of the input shaft 24 and the first dog clutch transmission mechanism of the output shaft 42 have the same configuration, the second dog clutch transmission mechanism of the input shaft 24 will be described as a representative.

<Second dog clutch transmission mechanism>
As shown in FIGS. 3 and 5, the clutch hub 34 that is rotatably supported by the input shaft 24 and spline fitting (not shown) is formed in a spur gear shape, and a spline is formed on the outer peripheral surface of the clutch hub 34. Teeth 34a are formed. Twelve spline teeth 34a are formed at the same pitch in the circumferential direction, and each spline tooth 34a is formed with the diameter of the same tip circle. The diameter of the root circle of the spline teeth 34a is formed so as to correspond to the engagement grooves 34a1 and 34a2 having a depth that allows the high teeth 36a1 and the low teeth 36a2 of the sleeve 36 to be engaged. The inner teeth 36a (splines) of the sleeve 36 are slidably engaged with the spline teeth 34a of the clutch hub 34.

  The sleeve 36 is formed in a substantially annular shape, and an outer peripheral groove 36b is formed on the outer periphery of the sleeve 36 in a circumferential direction in which a fork 40a (see FIG. 2) of the axial movement device 40 is slidably engaged. As shown in FIGS. 3 and 6, the inner teeth 36 a (splines) formed on the inner periphery of the sleeve 36 have the same diameter of the root circle and a total of 12 at the same pitch in the circumferential direction. The book is formed. The internal teeth 36a are provided with high teeth 36a1 and low teeth 36a2 having different tooth heights. A pair of high teeth 36a1 having a high tooth height are formed facing each other at 180 degrees on the circumference. The other ten low teeth 36a2 have the same height and are lower than the high teeth 36a1.

  As shown in FIG. 6, on both end faces (front end faces 36a4, 36a4) facing the third and fourth clutch rings 30, 32 of the high teeth 36a1 and the low teeth 36a2 of the sleeve 36, the angles of the front and rear in the rotational direction are provided. Are each formed with a chamfered surface 36a3 of 45 degrees with respect to the rotation direction. Accordingly, corner portions are not lost due to an impact caused by a collision with dog clutch teeth of third and fourth clutch rings 30 and 32 described later.

  A tooth gap 36a5 is formed between the adjacent high teeth 36a1 and the low teeth 36a2 and between the adjacent low teeth 36a2. In these tooth grooves 36a5, clutch front teeth and clutch rear teeth (both not shown) of the third clutch ring 30 are fitted. Similarly, a clutch front tooth 32b1 and a clutch rear tooth 32b2 of a fourth clutch ring 32 described later are fitted. The high teeth 36a1 and the low teeth 36a2 of the sleeve 36 are slidably engaged with the meshing grooves 34a1 and 34a2 of the clutch hub 34 as described above.

  The input shaft 24 is provided with a third clutch ring 30 and a fourth clutch ring 32 adjacent to both sides of the clutch hub 34. Since the third clutch ring 30 and the fourth clutch ring 32 have a substantially symmetrical structure with the clutch hub 34 as the center, only the fourth clutch ring 32 will be described as a representative.

  The fourth clutch ring 32 is provided on the input shaft 24 via a bearing (not shown) so as to be relatively rotatable and not relatively movable in the direction of the rotation axis CL. That is, the fourth input gear formed on the outer peripheral surface of the fourth clutch ring 32 constitutes a free-wheeling gear that rotates relative to the input shaft 24. A ring-shaped fourth dog clutch portion 32 a is formed on the surface (meshing portion) of the fourth clutch ring 32 facing the clutch hub 34. A plurality of dog clutch teeth 32 b that mesh with the inner teeth 36 a of the sleeve 36 are formed on the outer periphery of the fourth dog clutch portion 32 a. The dog clutch tooth 32b includes two types of clutch front teeth 32b1 and clutch rear teeth 32b2 having different tooth lengths. Further, the dog clutch teeth 32b have the same root circle diameter and are formed at the same pitch in the circumferential direction.

  A pair (two) of clutch front teeth 32b1 are provided at opposing positions rotated 180 degrees in the circumferential direction. The clutch front teeth 32b1 are formed such that the outer diameter of the tip circle is larger than the inner diameter of the tip circle of the high teeth 36a1 of the sleeve 36 and smaller than the inner diameter of the tip circle of the low teeth 36a2. The clutch front teeth 32b1 are formed to extend from the front end face FE of the fourth dog clutch portion 32a constituting the meshing portion to the rear end position RE of the fourth dog clutch portion 32a in the rotation axis CL direction. Between the front end face 32b5 of the clutch front teeth 32b1 and the both side faces 32b9 on the side engaging with the sleeve 36 of the clutch front teeth 32b1, first chamfered portions 32b3 inclined by 45 degrees with respect to the rotational direction are formed. When the sleeve 36 approaches the fourth clutch ring 32 while relatively rotating, the clutch front teeth 32b1 engage with the high teeth 36a1 of the sleeve 36 and do not engage with the low teeth 36a2. The front end surface 32b5 on the sleeve 36 side of the clutch front teeth 32b1 and the first chamfered portion 32b3 are included to constitute the tip portion of the clutch front teeth 32b1.

  As shown in FIGS. 3 and 4, a total of ten clutch rear teeth 32b2 are provided between the two clutch front teeth 32b1 at five equal intervals. The outer diameter of each tip circle is formed larger than the inner diameter of the tip circle of the low tooth 36 a 2 of the sleeve 36. The clutch rear teeth 32b2 are formed to extend from a position retracted by a predetermined amount t in the rotation axis CL direction from the front end surface FE of the fourth dog clutch portion 32a constituting the meshing portion to the rear end position RE of the fourth dog clutch portion 32a. The

  Between the front end surface 32b6 of the clutch rear teeth 32b2 and both side surfaces 32b7 of the clutch rear teeth 32b2 on the side meshing with the sleeve 36, a second chamfered portion 32b4 inclined by 45 degrees in the rotational direction is provided. When the sleeve 36 approaches the fourth clutch ring 32 while rotating relatively, and the high teeth 36a1 and the low teeth 36a2 enter the position where the fourth clutch ring 32 is retracted by the predetermined amount t, the clutch rear teeth 32b2 are moved to the height of the sleeve. Engagement with the teeth 36a1 and the low teeth 36a2 is started. Since the clutch rear teeth 32b2 engage with the high teeth 36a1 and the low teeth 36a2 of the sleeve, a large rotational torque can be transmitted safely and reliably between the sleeve 36 and the fourth clutch ring 32. The front end portion of the clutch rear teeth 32b2 includes the front end surface 32b6 on the sleeve 36 side and the second chamfered portion 32b4.

  Further, various position sensors such as an optical position sensor and a linear encoder are used as the stroke position sensor 38 for detecting the position of the tip of the sleeve 36 (the front end surface 36a4 of the high teeth 36a1).

  The axial movement device 40 shown in FIG. 2 reciprocates the sleeve 36 along the axial direction. When the reaction force is applied from the third clutch ring 30 or the fourth clutch ring 32 when the sleeve 36 is urged and pressed against the third clutch ring 30 or the fourth clutch ring 32, the axial movement device 40 is moved to the sleeve 36. Is allowed to move by the reaction force.

  As shown in FIG. 2, the axial movement device 40 includes a fork 40a, a fork shaft 40b, and a drive device 40c. The front end of the fork 40 a is formed in accordance with the outer peripheral shape of the outer peripheral groove 36 b of the sleeve 36. The base end portion of the fork 40a is fixed to the fork shaft 40b. The fork shaft 40b is slidably supported on the casing 22 along the axial direction of the input shaft. That is, one end (the left end in FIG. 2) of the fork shaft 40b is supported on the first wall 22b via the bearing 22b3. Further, the other end (right end in FIG. 2) side of the fork shaft 40b is fixed to the bracket 40d. The bracket 40d is slidable by a guide member (anti-rotation) 40e protruding in the axial direction from the second wall 22c. The bracket 40d is fixed to the nut member 40f so as not to be relatively rotatable. The nut member 40f is screwed to a drive shaft 40h provided with a drive device 40c so as to be able to advance and retreat. The drive shaft 40h is supported on the second wall 22c via a bearing 22c3.

  The drive device 40c is a linear drive device that uses a linear actuator 40i (see FIG. 7) as a drive source. As the linear actuator 40i, for example, there is a ball screw type linear actuator. This includes, for example, a cylindrical casing in which a plurality of coils are arranged as a stator (not shown) in the inner circumferential direction, and a plurality of coils that are rotatably provided to the stator and that are opposed to each other by providing a magnetic gap. A rotor (not shown) in which N pole magnets and S pole magnets are alternately arranged on the outer periphery, a drive shaft 40 h (ball screw shaft) that rotates integrally with the rotor around the rotation axis of the stator, and a drive shaft 40 h It is comprised from the nut member 40f which consists of a ball nut screwed together. The drive shaft 40h is screwed into the nut member 40f through a plurality of balls (not shown) so as to be relatively rotatable.

  By controlling the energization of each coil of the stator, the drive shaft 40h is arbitrarily rotated in both forward and reverse directions, and the nut member 40f and the fork shaft 40b are reciprocated with a predetermined thrust load and positioned at an arbitrary position. To do. Further, in the drive device 40, when the lead of the drive shaft 40h is formed long, when the reaction force is applied from the third clutch ring 30 or the fourth clutch ring 32, the sleeve 36 is moved by the reaction force. Is configured to allow.

  A detent mechanism 58 is provided in the vicinity of the first wall 22b of the fork shaft 40b. The detent mechanism 58 includes a stopper 58a that urges the fork shaft 40b in a direction orthogonal to the axis by a spring (not shown). The stoppers 58a are engaged with a plurality of triangular grooves 59 formed on the surface of the fork shaft 40b so as to be orthogonal to the axis. Thereby, the movement of the fork shaft 40b in the axial direction can be stopped and positioned at an arbitrary position.

  In the present embodiment, a ball screw type linear actuator is employed as the driving device. However, when the sleeve 36 is pressed against the third clutch ring 30 or the fourth clutch ring 32 and the reaction force is applied from the third clutch ring 30 or the fourth clutch ring 32, the sleeve 36 is caused by the reaction force. Any other driving device such as a solenoid driving device or a hydraulic driving device may be used as long as it is configured to allow movement.

<Control device>
As illustrated in FIG. 7, the control device 10 includes a storage unit 16, a calculation unit 18, and a control unit 20. The storage unit 16 acquires and stores the position signal of the tip end portion of the sleeve 36 (the front end surface 36a4 of the high teeth 36a1) detected by the stroke position sensor 38 as an input unit.

  The calculation unit 18 obtains a position signal of the distal end portion (the front end surface 36a4 of the high teeth 36a1) of the sleeve 36 from the storage unit 16. Then, the relative position between the front end portion of the sleeve 36 and the front end portion of the clutch front teeth 32b1 of the fourth dog clutch portion 32a, the front end portion of the clutch rear teeth 32b2, and the rear end position RE of the fourth dog clutch portion 32a is calculated. The relative position signal as a result is sequentially transmitted to the storage unit 16. However, at this time, based on the absolute position of the rear end position RE of the fourth dog clutch part 32a, not the relative position signal, the absolute position (for example, first and second stroke positions S1, S2 etc.) may be calculated and the calculation result may be transmitted to the storage unit 16. In that case, the control unit 20 described below compares the actual detection values detected by the stroke position sensor 38 with the absolute positions of the first and second stroke positions S1 and S2, and controls the stroke of the sleeve 36. Just do it.

  The control unit 20 receives the relative position signal from the storage unit 16, and controls the thrust load value and position of the linear actuator 40i that drives the axial movement device 40 based on the received relative position signal. The controller 20 controls the first, second and third controllers 20a, 20b, 20b, 20b, 20b, 20b, 20b, 20b, 20b, 20b, 20b, 20b, 20b, 20b, 20b, 20b, 20b 20c.

<First control unit>
In the first controller 20a, as shown in FIG. 8 showing the stroke position of the sleeve 36, the control is executed from the control start position S0 to the first stroke position S1. Hereinafter, an area between the control start position S0 and the first stroke position S1 is referred to as a first stage tooth area. When the control is started, the first control unit 20a urges the sleeve 36 with the first thrust load F1 from the control start position S0 (see FIG. 9) and moves it to the fourth dog clutch unit 32a side.

  Here, as shown in FIG. 8, the first stroke position S1 is a position slightly approaching the fourth clutch ring 32 side from the boundary between the first chamfered portion 32b3 and the side surface 32b9 of the clutch front teeth 32b1. In other words, the fact that the first stroke position S1 has been reached means that the front ends of the high teeth 36a1 of the sleeve 36 and the clutch front teeth 32b1 of the fourth clutch ring 32 are brought into contact with each other while having a predetermined differential rotation. Or a region where there is no case where the differential rotation disappears due to the frictional force between the two and it is not rotated integrally. Further, the high teeth 36a1 of the sleeve 36 collide with the front end surface 32b5 and the first chamfered portion 32b3 on the sleeve 36 side of the clutch front teeth 32b1, and have reached a region where they are not bounced in the direction opposite to the moving direction. Means.

  In the above description, it is assumed that the first thrust load F1 is a thrust load sufficiently large to start the axial movement device 40 that has been stopped. Then, when the time measured by the unillustrated timer from the start of control passes a preset control time T1 until the front end portion (front end surface 36a4) of the sleeve 36 reaches the first stroke position S1. The thrust that enables the first thrust load F1 to be displaced toward the tip of the front teeth 32b1 of the clutch front teeth 32b1 (the portion including the front end 32b5 and the first chamfered portion 32b3) of the high teeth 36a1. The load is reduced to F2 (see FIG. 9).

  Until the tip end portion (front end surface 36a4) of the sleeve 36 reaches the first stroke position S1, the tip end portion of the sleeve 36 is the front end surface 32b5 and the first chamfered portion of the tip end portions of the clutch front teeth 32b1. When the movement of the sleeve 36 in the direction of the fourth dog clutch portion 32a stops, the thrust load applied to the sleeve 36 is changed to a weak thrust load F3 (not shown). As a result, the frictional force between the sleeve 36 and the fourth dog clutch portion 32a is reduced, and a differential rotation is reliably generated between the two. For this reason, eventually, the leading end portion (front end surface 36a4) of the high teeth 36a1 of the sleeve 36 is engaged in the circumferential direction side of the clutch front teeth 32b1 and reaches the first stroke position S1.

  However, when the front end portion of the sleeve 36 collides with the front end surface 32b5 and the first chamfered portion 32b3 among the front end portions of the clutch front teeth 32b1, and is repelled in a direction opposite to the urging direction of the sleeve 36, A thrust load F4 in the direction of the fourth dog clutch portion 32a, which is larger than the thrust load (for example, the first thrust load F1) applied to the sleeve 36 until immediately before it is bounced, is applied to the sleeve 36 (not shown). As a result, the sleeve 36 can be quickly reversed in the direction of the fourth dog clutch portion 32a, which contributes to the realization of a speed change in a short time.

  When the distal end portion (front end surface 36a4) of the high teeth 36a1 of the sleeve 36 is displaced in the direction of the fourth dog clutch portion 32a and reaches the first stroke position S1 located at the distal end portion of the clutch front teeth 32b1, the second control portion 20b. To control the sleeve.

<Second control unit>
As shown in FIG. 8, the second controller 20b reaches the second stroke position S2 located at the tip of the clutch rear teeth after the front end (front end surface 36a4) of the sleeve 36 exceeds the first stroke position S1. It is a control part which controls until. Hereinafter, an area between the first stroke position S1 and the second stroke position S2 is referred to as a second stage tooth area. The second stroke position S2 is a position slightly approaching the fourth clutch ring 32 side from the boundary between the second chamfered portion 32b4 and the side surface 32b7 of the clutch rear teeth 32b2. That is, the fact that the second stroke position S2 has been reached means that the front end portion (front end surface 36a4) of the sleeve 36 collides with the front end surface 32b6 and the second chamfered portion 32b4 on the sleeve 36 side of the clutch rear teeth 32b2. It means that you have reached an area that is not played in the opposite direction.

  In the second control unit 20b, when the distal end portion (front end surface 36a4) of the high teeth 36a1 of the sleeve 36 is displaced and exceeds the first stroke position S1, the urging force to the sleeve 36 is changed to the second thrust load F5. . The second thrust load F5 is a thrust load smaller than the thrust load F2 while allowing the distal end portion (front end surface 36a4) of the high teeth 36a1 to be displaced toward the distal end portion of the clutch rear teeth 32b2. The second thrust load F5 is a thrust load that does not rebound greatly when the front end surface 36a4 of the high tooth 36a1 reaches and collides with the front end surface 32b6 and the second chamfered portion 32b4 of the clutch rear teeth 32b2. It is. The second thrust load F5 is integrated without rotating relative to the clutch rear teeth 32b2 when the front end surfaces 36a4 of the high teeth 36a1 reach the front end surfaces 32b6 and the second chamfered portions 32b4 of the clutch rear teeth 32b2. It is a thrust load with a size that does not rotate.

  In the second control unit 20b, the sleeve 36 is urged by the second thrust load F5, and the front end portion (front end surface 36a4) of the sleeve 36 contacts the front end surface 32b6 or the second chamfered portion 32b4 of the clutch rear teeth 32b2. The separation retry control is executed when the movement of the sleeve 36 in the direction of the fourth clutch ring 32 stops. As shown in FIG. 9, in the separation retry control, the position of the distal end portion (front end surface 36a4) of the high teeth 36a1 of the sleeve 36 is set by a distance L set in advance from the front end surface 32b6 of the distal end portion of the clutch rear teeth 32b2 by feedback control. , They are separated for a preset separation time T. For this reason, first, the thrust load F6 that biases the sleeve 36 in the direction opposite to the biasing direction of the second thrust load F5 is applied. Next, immediately after the thrust load F6 is applied to the sleeve 36, a braking thrust load F11 opposite to the thrust load F6 is applied to the sleeve 36 (see FIG. 9). At this time, the control is performed based on detection data of the stroke position sensor 38. With these controls, if the position of the front end portion (front end surface 36a4) of the high teeth 36a1 of the sleeve 36 reaches a position separated from the front end surface 32b6 of the front end portion of the clutch rear teeth 32b2 by a distance L, the thrust force on the sleeve 36 Stop applying the load. Thereafter, the tip of the high tooth 36a1 of the sleeve 36 is separated from the tip of the clutch rear tooth 32b2 by a distance L for a separation time T. The thrust load F6 may be a constant value set in advance or may be changed at any time according to the status of feedback control. Also, the braking thrust load F11 is not a constant value and can be changed at any time. By applying the braking thrust load F11, it is possible to prevent the sleeve 36 from being displaced too much in the return direction (separating direction). However, the present invention is not limited to this mode, and the braking thrust load F11 may not be applied. This also gives reasonable results.

  Thereafter, in the separation retry control, after the separation time T has elapsed, a third thrust load F7 that allows the sleeve 36 to be displaced to the tip of the clutch rear teeth 32b2 is applied to the sleeve 36. Such separation retry control is repeatedly executed until the tip of the high teeth 36a1 of the sleeve 36 exceeds the second stroke position S2 located at the tip of the clutch rear teeth 32b2. FIG. 9 shows a state in which the separation retry control is attempted twice. As shown in FIG. 9, when the tip of the high tooth 36a1 of the sleeve 36 exceeds the second stroke position S2, the process shifts to the third control unit 20c.

  Although not shown in FIG. 9, the front end surface 36a4 of the high teeth 36a1 collides with the front end surface 32b6 of the clutch rear teeth 32b2 or the second chamfered portion 32b4, and is the direction opposite to the biasing direction of the sleeve 36. In the case where it is struck, a fourth thrust load F8 that is greater than the third thrust load F7 in the direction of the third dog clutch portion 32a that has been applied to the sleeve 36 until immediately before it is struck is applied to the sleeve 36. Thereby, the sleeve 36 can be quickly reversed in the direction of the third dog clutch portion 32a, which contributes to the realization of a speed change in a short time.

<Third control unit>
The third control portion 20c is set to the rear end surface of the clutch rear teeth 32b2 (the rear end position RE of the fourth dog clutch portion 32a) after the front end portion of the high teeth 36a1 of the sleeve 36 exceeds the second stroke position S2. It is a control part which controls until it reaches the three stroke position S3 (refer FIG. 8, FIG. 9). Hereinafter, an area between the second stroke position S2 and the third stroke position S3 is referred to as a terminal area. Further, in the end region, the region from the rear end position RE to a position slightly ahead is referred to as an engagement region (see FIG. 8). The engagement region refers to a range in which the high teeth 36a1 of the sleeve 36 can be said to be sufficiently engaged with the clutch rear teeth 32b2.

  In the third control unit 20c, when the tip of the high tooth 36a1 of the sleeve 36 exceeds the second stroke position S2 and has not reached the engagement region, a large fifth thrust is applied so as to quickly reach the engagement region. A load F9 is applied to the sleeve 36 (see FIG. 9). When the tip of the high tooth 36a1 of the sleeve 36 exceeds the second stroke position S2 and reaches the engagement region, the tip of the high tooth 36a1 of the sleeve 36 and the rear of the fourth dog clutch portion 32a. In order to reduce the collision noise with the end face, a weak thrust load F10 is applied to the sleeve 36 (see FIG. 9).

<Operation>
Next, the operation of the above-described dog clutch device for an automatic transmission will be described below based on the flowcharts A, A1, A2, and A3 of FIGS. A flowchart A shows the overall control from the start of control to the end of control. The flowchart A1 mainly shows the control contents of the first control unit 20a. The flowchart A2 mainly shows the control contents of the second control unit 20b. Further, the flowchart A3 mainly shows the control contents of the third control unit 20c.

  Note that the shift performed by the movement of the sleeve 36 in the axial direction includes a shift-up shift and a shift-down shift. In the present embodiment, when the sleeve 36 moves from the fourth clutch ring 32 side to the third clutch ring 30 side, it is a downshift. Further, when the sleeve 36 moves from the third clutch ring 30 side to the fourth clutch ring 32 side, it is a shift up shift.

  For example, in a shift-up shift, when the sleeve 36 rotates at a high speed and a small moment of inertia and the fourth clutch ring 32 (fourth input gear) rotates at a low speed and a large moment of inertia, the dog clutch should be engaged. As a result, the sleeve 36 is pulled back to a high speed rotation with a large moment of inertia of the fourth clutch ring 32 and decelerated. On the other hand, in the downshift, when the sleeve 36 rotates at a low speed and a small moment of inertia and the third clutch ring 30 rotates at a high speed and a large moment of inertia, the dog clutch is engaged to rotate the sleeve 36. Is pulled up and increased by high-speed rotation with a large moment of inertia of the third clutch ring 30. During engagement, the tip of the high teeth 36a1 of the sleeve 36 and the tip of the rear teeth of each clutch of the third clutch ring 30 or the fourth clutch ring 32 come into contact with each other while having a differential rotation. The same is true when In the following operation, the deceleration operation of the sleeve 36 when performing an upshift will be described.

<Flowchart A>
As shown in the flowchart A of FIG. 10, when control is started by the control device 10 while the vehicle is running, first, in step S10, it is determined whether or not there is a shift start request, that is, whether or not there is a dog clutch engagement request. The shift start request is determined by the unillustrated ECU based on data such as the vehicle speed, the engine speed, and the accelerator opening. If there is no shift start request, step S10 is repeated until there is a shift start request. If there is a request to start a shift (for example, a shift-up shift), the process moves to step S20.

  In step S20, the position of the sleeve 36 in the axial direction is calculated based on the detection data of the stroke position sensor 38. In the upshift, the sleeve 36 moves from the third clutch ring 30 toward the fourth clutch ring 32 and is detached from the third clutch ring 30. The sleeve 36 once enters a neutral state in which neither the third clutch ring 30 nor the fourth clutch ring 32 is engaged. The control start position S0 in FIG. 9 indicates this neutral state. In step S20, from the position in the axial direction of the sleeve 36 in the neutral state, the front end of the sleeve 36, the front end of the clutch front teeth 32b1 of the fourth dog clutch portion 32a, the front end of the clutch rear teeth 32b2, and the fourth dog clutch portion 32a. The relative position with respect to the rear end position RE is calculated. However, here, the absolute position of the distal end portion of the sleeve 36 may be calculated instead of the relative position. And it moves to step S30 (flowchart A1).

<Flowchart A1>
In step S30 (first control unit 20a), the dog 36 is controlled to be engaged in the first-stage tooth region described above. In the dog engagement control, a predetermined control current is applied so that a predetermined thrust load is applied to the linear actuator 40 i of the axial movement device 40. The fork shaft 40b is moved by extending the drive shaft 40h by the linear actuator 40i, and the sleeve 36 is slid to the fourth clutch ring 32 side by the fork 40a. The sleeve 36 approaches the fourth clutch ring 32 while rotating relatively by the number of differential rotations.

  As shown in the flowchart A1 of FIG. 11, in step S32, whether or not the elapsed time since moving to step S30, that is, the elapsed time since the start of the dog engagement control has exceeded a preset control time T1 is determined. Determine. If the control time T1 has elapsed, the process moves to step S34. If the control time T1 has not elapsed, the process moves to step S46. When passing through step S32 for the first time, the process usually moves to step S46.

  In step S46, the control device 10 instructs a preset first thrust load F1. The first thrust load F1 is a sufficiently large thrust load necessary for quickly moving the sleeve 36 toward the fourth clutch ring 32 after the start of dog engagement control (see FIG. 9). In step S38, a control current to be applied to the linear actuator 40i of the axial movement device 40 corresponding to the first thrust load F1 is determined and applied. At this time, the magnitude of the control current is read from an actuator characteristic map indicating the relationship between the control current stored in the storage unit 16 and the thrust load.

  Thereafter, returning to the flowchart A of FIG. 10, it is determined in step S50 whether or not the tip of the high teeth 36a1 of the sleeve 36 has passed the first stroke position S1. If it is determined that it has not passed, the process returns to step S30 (flowchart A1) of the flowchart A, and the flowchart A1 is repeatedly processed until it is determined in step S50 that the first stroke position S1 has been passed. If it is determined in step S50 of the flowchart A that the tip of the high tooth 36a1 of the sleeve 36 has passed the first stroke position S1, the process moves to step S60. Step S60 is a flowchart A2 shown in FIG. In the following, every time the flowchart A1 is completed, the determination in step S50 is performed. However, since it is the same, detailed description is omitted.

  Returning to the description of the flowchart A1. In step S34 that moves when it is determined in step S32 (flow chart A1) that the control time T1 has been exceeded, the high teeth 36a1 of the sleeve 36 are the front end face 32b5 or the first chamfered portion of the clutch front teeth 32b1 of the fourth clutch ring 32. It is determined whether or not it contacts (contacts) 32b3 and is repelled and displaced in the direction opposite to the biasing direction of the first thrust load F1. This determination is made based on the detection data of the stroke position sensor 38. If it is determined that the sleeve 36 has been bounced and displaced, the process moves to step S36 to instruct the sleeve 36 to apply the aforementioned thrust load F4. The thrust load F4 is, for example, a thrust load greater than the first thrust load F1, which has been applied to the sleeve 36 just before the sleeve 36 is bounced. Then, as described above, in step S38, a control current corresponding to the thrust load F4 is determined and applied to the linear actuator 40i of the axial movement device 40. As a result, the sleeve 36 can be quickly reversed in the direction of the fourth dog clutch portion 32a, which contributes to the realization of a speed change in a short time.

  If it is determined that the sleeve 36 has not been bounced, the process moves to step S40. In step S40, based on the detection data of the stroke position sensor 38, the tip of the high tooth 36a1 of the sleeve 36 contacts the front end surface 32b5 of the clutch front tooth 32b1 of the fourth clutch ring 32 or the first chamfered portion 32b3. It is determined whether the direction displacement has stopped. If it has stopped, it will move to step S42. In step S42, for example, the first thrust load F1 applied to the sleeve 36 is changed to a weak thrust load F3. In the same manner as described above, in step S38, a control current corresponding to the thrust load F3 is determined and applied to the linear actuator 40i of the axial movement device 40. Thereby, it is possible to prevent the sleeve 36 and the fourth clutch ring 32 from locking up and rotating together. When the sleeve 36 and the fourth clutch ring 32 do not rotate integrally and relatively rotate, the high teeth 36a1 of the sleeve 36 eventually become the front end surface 32b5 or the first surface of the clutch front teeth 32b1 in the first step tooth region. The handle 32b3 can be exceeded.

  In step S40, if the tip of the high tooth 36a1 of the sleeve 36 does not stop in the first stage tooth region, the process moves to step S44. Then, the sleeve 36 is instructed to apply a thrust load F2 that can displace the front end portion of the high teeth 36a1 to the front end surface 32b6 that is the front end portion of the clutch rear teeth 32b2. The thrust load F2 is a thrust load slightly smaller than the first thrust load F1 (see FIG. 9). In step S38, a control current corresponding to the thrust load F2 is determined and applied to the linear actuator 40i of the axial movement device 40.

  As described above, when it is determined in step S50 of the flowchart A that the tip of the high tooth 36a1 of the sleeve 36 has not passed the first stroke position S1, the process returns to step S30 (flowchart A1). And it repeats until it determines with having passed 1st stroke position S1 by step S50. If it is determined in step S50 that the tip of the high tooth 36a1 of the sleeve 36 has passed the first stroke position S1, the process moves to step S60. Step S60 is a flowchart A2 shown in FIG.

<Flowchart A2>
In step S60 (second control unit 20b), dog engagement control is performed in the above-described second stage tooth region of the sleeve. Also in the dog engagement control in the second stage tooth region, the sleeve 36 approaches the fourth clutch ring 32 while relatively rotating by the differential rotational speed. If it is immediately after moving to the flowchart A2, step S62, step S68 and step S76 described later are usually all NO. As a result, in step S80, the sleeve 36 is instructed to be given a second thrust load F5 (see FIG. 9), which is a smaller load than the first thrust load F1. The second thrust load F5 is a thrust load that can displace the front end portion of the high teeth 36a1 toward the front end portion of the clutch rear teeth 32b2. In step S66, a control current corresponding to the second thrust load F5 is determined, and the determined control current is applied to the linear actuator 40i of the axial movement device 40.

  Thereafter, returning to the flowchart A, step S90 and step S100 are confirmed. At this stage, for example, step S90 for determining that the high teeth 36a1 of the sleeve 36 have not returned to the first stage tooth region is satisfied, but the sleeve 36 has not reached the second stroke position S2 (step S100). Therefore, the process returns from step S100 to step S60 (flow chart A2). If it is determined in step S90 that the tip of the high tooth 36a1 has returned to the first-step tooth region, the process returns to step S30 (flow chart A1) until the first stroke position S1 is passed in step S50. An iterative process is performed.

  Returning to the description of the flowchart A2. In step S62, the high teeth 36a1 of the sleeve 36 come into contact (contact) with the front end face 32b6 or the second chamfered part 32b4 which is the tip of the clutch rear teeth 32b2 of the fourth clutch ring 32, and the biasing direction of the thrust load F2 It is determined whether or not it is repelled and displaced in the opposite direction. This determination is made based on the detection data of the stroke position sensor 38. If it is determined that the sleeve 36 has been flipped and displaced, the process moves to step S64. Then, it instructs the sleeve 36 to apply the fourth thrust load F8. At this time, the fourth thrust load F8 is a thrust load in the direction of the fourth dog clutch portion 32a that is larger than the thrust load applied to the sleeve 36 just before the sleeve 36 is bounced. However, the thrust load applied to the sleeve 36 until just before it is bounced is not one. The thrust load is the second thrust load F5 immediately after the processing in the second stage tooth region is started as described above. Moreover, it may be the third thrust load F7 instructed in step S72 described later. In the present embodiment, the second thrust load F5 <the third thrust load F7. Therefore, the thrust load applied to the sleeve 36 until immediately before it is bounced is a third thrust load F7, which is a larger load, and the fourth thrust load F8 is a thrust load larger than the third thrust load F7. To do.

  In step S66, a control current corresponding to the fourth thrust load F8 is determined and applied to the linear actuator 40i of the axial movement device 40. As a result, the sleeve 36 can be quickly reversed in the direction of the fourth dog clutch portion 32a, which contributes to the realization of a speed change in a short time.

  Thereafter, the process moves to step S90 and step S100 of the flowchart A to confirm again. In this way, every time the process of the flowchart A2 is completed, confirmation is made in step S90 and step S100. However, since the contents are the same, the description of the processing in step S90 and step S100 may be omitted hereinafter.

  If it is determined in step S62 that the sleeve 36 is not bounced by the front end surface 32b6 or the second chamfered portion 32b4 which is the tip of the clutch rear teeth 32b2 of the fourth clutch ring 32, the process moves to step S68. In step S68, it is determined whether or not the separation retry control described later is being executed. If the separation retry control is not executed, the process proceeds to step S76. If the separation retry control is being executed, the process proceeds to step S70.

  In step S76, if it is determined that the tip of the high tooth 36a1 of the sleeve 36 is in contact with the tip of the clutch rear tooth 32b2, and the movement of the sleeve 36 in the direction of the clutch rear tooth 32b2 is stopped, the process moves to step S78. Then, the above-described separation retry control is started. If it is determined that the movement of the sleeve 36 in the direction of the clutch rear teeth 32b2 is not stopped, the process moves to step S80 and the above-described processing is performed.

  If the separation retry control is started after the separation retry control is started in step S78, the separation retry control is being performed, and the process proceeds to step S70. In step S70, it is confirmed whether or not the previously set separation time T has elapsed. The separation time T is measured by a timer (not shown). Further, the separation time T is set in advance based on the differential rotational speed between the sleeve 36 and the fourth clutch ring 32 at that time. The rotation speed Ns of the sleeve 36 is confirmed by a generally known rotation sensor (not shown), and the rotation speed Nd of the fourth dog clutch portion 32a is also confirmed by a generally known rotation sensor (not shown). Based on the relative differential rotation (| Ns−Nd |) between the sleeve 36 and the clutch ring 30, the separation time T is set so that the spline 36 a of the sleeve 36 meshes well with the clutch rear teeth 32 b 2. The separation time T is not only for the relative differential rotation (| Ns−Nd |) but also for the front end surface 36a4 of the tip of the high tooth 36a1 of the sleeve 36 to reach the second stroke position S2 of the clutch rear tooth 32b2. It is preferable to set in consideration of the time required. Further, the separation time T may be set in advance and stored in the storage unit 16 instead of being set based on the differential rotational speed between the sleeve 36 and the fourth clutch ring 32.

  As a result, the fourth dog clutch portion 32a and the sleeve 36 rotate relative to each other, and the most recent clutch rear teeth 32b2 and the splines 36a of the sleeve 36 can be appropriately engaged. Further, the third thrust load F7 is set such that the outer diameter of the sleeve 36 and the fourth dog clutch part 32a, the pitch of each tooth to be engaged, the sleeve 36 and the first tooth, so that the fourth dog clutch part 32a and the sleeve 36 are properly engaged. The calculation is performed in consideration of the relative rotational speed of the 4-dog clutch portion 32a. However, the present invention is not limited to this, and the third thrust load F7 may be a constant value. If the separation time T has elapsed in step S70, the process moves to step S72.

  In step S72, a third thrust load F7 is applied to the sleeve 36 so that the tip of the high teeth 36a1 can be displaced beyond the second stroke position S2 located at the tip of the clutch rear teeth 32b2 (see FIG. 9). As a result, a retry is performed to mesh the high teeth 36a1 of the sleeve 36 with the clutch rear teeth 32b2. As described above, in the separation retry control according to the present invention, control is performed in which the high teeth 36a1 of the sleeve 36 are re-engaged from the state where the high teeth 36a1 are separated from the clutch rear teeth 32b2. For this reason, the sleeve 36 having a large rotational speed with a small moment of inertia is not dragged to the fourth clutch ring 32 having a small rotational speed with a large moment of inertia, and the differential rotational speed does not decrease. As a result, the time required for re-engagement due to the large differential rotation can be shortened, so that the shift can be completed quickly.

  If the separation time T has not elapsed in step S70, feedback control is continued in step S74, and the high teeth 36a1 of the sleeve 36 are separated from the clutch rear teeth 32b2 by a distance L until the separation time T has elapsed. . The feedback control is as described above. At this time, the separation distance L is preferably small in order to shorten the movement time of the sleeve 36 when retrying, but it is between the tip of the clutch rear teeth 32b2 and the first stroke position S1. Any number that does not exceed the range is acceptable. As a result, it is possible to prevent the situation in which the sleeve 36 returns too much toward the neutral state and the control according to the flowchart A1 must be performed again. In step S66, a control current corresponding to the thrust load F6 is determined and applied to the linear actuator 40i of the axial movement device 40.

  Thereafter, if the conditions of Step S90 and Step S100 of the flowchart A are satisfied, the flowchart A2 is terminated, and the process proceeds to Step S110 of the flowchart A. Step S110 is a flowchart A3 shown in FIG.

<Flowchart A3>
In step S110 (third control unit 20c), the dog 36 is controlled to be dog-engaged in the above-described termination region (see FIG. 8). In the dog engagement control in the end region, the sleeve 36 approaches the fourth clutch ring 32 while integrally rotating.

  As shown in the flowchart A3, in step S112, it is determined based on the detection data of the stroke position sensor 38 whether or not the high teeth 36a1 of the sleeve 36 are within the engagement region (see FIG. 8). If the high teeth 36a1 of the sleeve 36 are within the engagement region, in step S114, a predetermined weak weak thrust load F10 is instructed (see FIG. 9). In step S118, a control current corresponding to the weak thrust load F10 is determined and applied to the linear actuator 40i of the axial movement device 40. Thereby, the collision sound when the front-end | tip part of the high tooth | gear 36a1 of the sleeve 36 and the surface of the rear-end position RE of the 4th dog clutch part 32a collide is reduced.

  If the high teeth 36a1 of the sleeve 36 are not within the engagement region, the process moves to step S116. Then, a constant large fifth thrust load F9 (see FIG. 9) is instructed. In step S118, a control current corresponding to the fifth thrust load F9 is determined and applied to the linear actuator 40i of the axial movement device 40. As a result, the high teeth 36a1 of the sleeve 36 can quickly reach the engagement region. Thereby, the speed change operation can be completed quickly.

  As is apparent from the above description, according to the above-described embodiment, in the second control unit 20b of the control unit 20, the distal end portion of the high teeth 36a1 of the sleeve 36 and the distal end portion of the clutch rear teeth 32b2 of the fourth dog clutch portion 32a. , The sleeve 36 is feedback controlled so as to be separated from the clutch rear teeth 32b2 by a preset distance L and separation time T. As a result, the rotational speed on the side rotated only by the inertia force due to the friction between the sleeve 36 and the fourth dog clutch portion 32a is rapidly synchronized with the rotational speed on the side forcedly rotated by the drive wheels. There is no fear. Therefore, after that, when the sleeve 36 is urged with the third thrust load F7 in the direction of the fourth dog clutch portion 32a to try to mesh with the fourth dog clutch portion 32a, the sleeve 36 and the fourth dog clutch portion 32a remain. Due to the large differential rotational speed (relative differential rotational speed (Ns−Nd)), the two can be quickly meshed to complete the shift.

  Further, according to the above embodiment, the spline 36a of the sleeve 36 meshes well with the clutch rear teeth 32b2 based on the differential rotation speed (relative differential rotation (Ns−Nd)) between the sleeve 36 and the fourth clutch ring 32. A separation time T is set for this purpose. Thus, for example, when the differential rotation speed (relative differential rotation (Ns−Nd)) between the sleeve 36 and the fourth clutch ring 32 is large, the separation time T is shortened, and when the differential rotation speed is small, the separation time T is lengthened. As a result, each tooth groove of the sleeve 36 can be satisfactorily engaged with each clutch rear tooth 32b2 of the desired fourth dog clutch portion 32a, and the gear can be shifted quickly.

  Further, according to the above-described embodiment, the braking thrust load F11 is applied to the sleeve 36 in the separation retry control, so that the separation amount of the sleeve 36 from the clutch rear teeth 32b2 falls within a preset distance L range. It is easy to fit and there is no risk of excessive separation. Accordingly, when the sleeve 36 is urged again from the position separated from the clutch rear teeth 32b2 by a preset distance L toward the fourth dog clutch portion 32a, the movement distance of the sleeve 36 is too long and the shift time is increased. Is prevented from growing. Further, since it becomes easy to fit within a preset range, it is possible to prevent the control of the first control unit 20a from being re-executed due to the sleeve 36 returning to a position before the first stroke position S1.

  Further, according to the above-described embodiment, the control device 10 determines that the tip portion of the high tooth 36a1 of the sleeve 36 comes into contact with the tip portion of the clutch rear tooth 32b2 of the fourth dog clutch portion 32a and then from the fourth dog clutch portion 32a portion. When it is bounced away, a fourth thrust load F8 larger than the third thrust load F7 is applied to the sleeve 36 immediately after it is bounced. Thus, after being repelled, the sleeve 36 is immediately urged with a large thrust load and pushed back toward the fourth dog clutch portion 32a, so that each tooth groove of the sleeve 36 can be quickly moved to each clutch rear tooth of each dog clutch portion 32a. Shifting can be performed by meshing with 32b2.

  Further, according to the above embodiment, the second control unit 20b of the control device 10 allows the fifth thrust to be greater than the third thrust load F7 on the sleeve 36 when the high tooth 36a1 of the sleeve 36 exceeds the second stroke position S2. A load F9 is applied. As a result, each tooth groove of the sleeve 36 can be quickly meshed with the clutch rear teeth 32b2 of each dog clutch portion 32a to complete the shift.

  Unlike the above embodiment, when the sleeve 36 rotates at a low speed and a small moment of inertia and the third clutch ring 30 rotates at a high speed and a large moment of inertia, for example, when performing a downshift. The sleeve 36 is accelerated, and the relative rotation between the sleeve 36 and the third clutch ring 30 is opposite to the above. Therefore, the tooth groove 32b10 of the clutch front tooth 32b1 into which the high tooth 36a1 is fitted becomes a tooth groove in a position opposite to the clutch front tooth 32b1. Other actions are the same as when the sleeve 36 decelerates.

  In addition, the clutch front teeth 32b1 in the present embodiment are two facing the circumference of the clutch ring 32, but the present invention is not limited to this. For example, the clutch front teeth 32b1 are 3 at equal distances on the circumference of the clutch ring. It may be a book or more.

  In addition, the dog clutch transmission mechanism in the present embodiment is configured by the sleeve 36, the third clutch ring 30, the fourth clutch ring 32, and the like, but is not limited to this. For example, the sleeve 36, the first clutch ring 44 (first output gear), second clutch ring 46 (second output gear), and the like may be used.

  Further, although the rotation shaft is the input shaft (input shaft) 24 of the automatic transmission that is rotationally connected to the output shaft of the engine 11 via the clutch 12, the present invention is not limited to this. An output shaft that transmits rotational torque may be used as the rotation axis. Specifically, an input shaft of an automatic transmission that is connected to an output shaft of the engine via a clutch, a counter shaft that is provided in parallel to the input shaft and is rotationally connected via a transmission gear, In the structure of an automatic transmission having an output shaft having a rotation axis parallel to the counter shaft and provided with a plurality of idle gears meshing with a plurality of transmission gears provided on the counter shaft, The shaft may be a rotational axis. In this case, the sleeve side has a large moment of inertia and the clutch ring side has a small moment of inertia (free state).

  Further, the rotary shaft that is rotationally connected to the input shaft of the automatic transmission includes the case where the rotary shaft is directly connected to the input shaft as in this embodiment, and is rotationally connected to the output shaft of the automatic transmission. The rotating shaft includes a case where the rotating shaft is directly connected to the output shaft (output shaft).

  In addition, when there are a plurality of embodiments, it is obvious that the features of each embodiment can be appropriately combined unless otherwise specified.

  DESCRIPTION OF SYMBOLS 10 ... Dog clutch control apparatus for control apparatus and automatic transmission, 13 ... Automatic transmission, 20 ... Control part, 20a ... First control part, 20b ... Second control part, 20c .. Third control unit, 24... Input shaft / rotary shaft (input shaft), 30... Clutch ring / dog clutch transmission mechanism (third clutch ring), 32. Clutch ring / dog clutch transmission mechanism (first) 4 clutch ring), 32a .. dog clutch portion (fourth dog clutch portion), 32b1... Clutch front teeth, 32b2... Clutch rear teeth, 32b3... First chamfer surface (tip portion of clutch front teeth), 32b4. ..Second chamfered surface (tip portion of clutch rear teeth), 32b6... Front end surface of clutch rear teeth (tip portion of clutch rear teeth), 32b7... Side surface of clutch rear teeth, 32b9. Front side of the clutch, 34 ... Clutch hub / dog clutch transmission mechanism, 36 ... Sleeve / dog clutch transmission mechanism, 36a ... Spline (inner teeth), 36a1 ... High teeth, 36a2 ... Low teeth 36a4 ... front end surface of high teeth (tip portion of high teeth), 36a5 ... tooth groove (spline tooth space), 38 ... stroke position sensor / dog clutch speed change mechanism, 40 ... shaft drive Dog clutch speed change mechanism, 42 ... output shaft (output shaft), CL ... axis (rotation axis), F1 ... first thrust load, F2, F3, F4 ... thrust load, F5 ... Second thrust load, F7 ... Third thrust load, F8 ... Fourth thrust load, F9 ... Fifth thrust load, FE ... Front end face (front end face of the dog clutch part), L ... Distance, RE ... rear end position of dog clutch part, 0 ... control start position, S1 ... first stroke position, S2 ... second stroke position, S3 ... third stroke position, T ... separation time, T1 ... control time, t ... Predetermined amount.

Claims (4)

A rotary shaft rotatably connected to one of an input shaft and an output shaft of an automatic transmission and rotatably supported around an axis, and a clutch rotatably supported on the rotary shaft and rotationally connected to the other of the input shaft and the output shaft A ring, a clutch hub fixed to the rotating shaft adjacent to the clutch ring, a sleeve fitted with the clutch hub and a spline so as to be movable in the axial direction, and an axial movement device for moving the sleeve in the axial direction A dog clutch portion that protrudes toward the sleeve of the clutch ring and engages and disengages with the spline in accordance with the axial movement of the sleeve; and a stroke position sensor that detects a movement position of the sleeve in the axial direction. Have
The spline is formed such that a plurality of high teeth are higher in height than the remaining low teeth,
The dog clutch portion has the same number as the high teeth, and the clutch front teeth whose outer diameter is larger than the inner diameter of the high teeth and smaller than the inner diameter of the low teeth are located at positions corresponding to the high teeth from the front end surface of the dog clutch portion. Formed to extend to the rear end position of the dog clutch part,
A dog clutch transmission mechanism in which a clutch rear tooth that can mesh with a tooth groove of the spline extends from a position retracted by a predetermined amount from the front end surface of the dog clutch portion to the rear end position of the dog clutch portion;
A control device that controls the axial movement device based on a detection position of the stroke position sensor and moves the sleeve with a plurality of preset thrust loads;
The controller is
The sleeve is urged and moved to the dog clutch portion side with a first thrust load, and the tip portion of the high tooth is displaced in the direction of the rear teeth of the clutch to the first stroke position located at the tip portion of the front tooth of the clutch. When it reaches, the urging force to the sleeve is a second thrust load that allows the tip of the high tooth to be displaced to the tip of the rear teeth of the clutch,
The detection data of the stroke position sensor when the tip of the high tooth urged by the second thrust load abuts the tip of the clutch rear tooth and the movement of the sleeve in the clutch rear tooth direction stops. The axial movement device is feedback-controlled for a preset separation time so that the tip portion of the high tooth is positioned at a preset distance away from the tip portion of the rear teeth of the clutch based on Separation retry control for applying a third thrust load to the sleeve, the tip of which is displaceable beyond the second stroke position where the tip is located at the tip of the clutch rear teeth, the tip of the high teeth is the second stroke A dog clutch control device for automatic transmission that is repeatedly executed until the position is exceeded.   2. The dog clutch control device for an automatic transmission according to claim 1, wherein the control device sets the length of the separation time based on a differential rotation speed between the sleeve and the dog clutch unit.   The control device is configured such that the tip portion of the high tooth is larger than the third thrust load when the tip portion of the dog clutch portion is abutted against the tip portion of the rear teeth of the clutch and is repelled in a direction away from the dog clutch portion. The dog clutch control device for an automatic transmission according to claim 1 or 2, wherein a fourth thrust load is applied to the sleeve immediately after being bounced.   4. The automatic control device according to claim 1, wherein the control device applies a fifth thrust load larger than the third thrust load to the sleeve when the high teeth exceed the second stroke position. 5. A dog clutch control device for a transmission.

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