JP2016001049A - Vehicle drivetrain control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drivetrain control unit for appropriately suppressing the occurrence of an engagement failure.SOLUTION: An electronic control unit 80 of a vehicle drivetrain 10 controls an advancement clutch C1 to have a torque capacity prior to a dog clutch D1 at a time of engagement of the dog clutch D1, and learns an engagement hydraulic pressure of the advancement clutch C1 so that a rotation speed Nsl of a sleeve 48 in a synchromesh mechanism S1 at a time of engagement of the advancement clutch C1 falls within a preset speed range. It is, therefore, possible to sufficiently increase the rotation speed Nsl of the sleeve 48 at the time of engagement of the dog clutch D1. That is, it is possible to provide the electronic control unit 80 of the vehicle drivetrain 10 for appropriately suppressing the occurrence of an engagement failure.

Description

  The present invention relates to a control device for a vehicle power transmission device provided with a meshing clutch, and more particularly to an improvement for suitably suppressing the occurrence of poor engagement.

  2. Description of the Related Art There is known a vehicle power transmission device that includes a meshing clutch provided with a synchromesh mechanism and a hydraulic clutch arranged in series with the meshing clutch on the upstream side of the torque transmission path from the meshing clutch. For example, a vehicle power transmission device described in Patent Document 1 is an example. This Patent Document 1 discloses an automatic transmission in which a torque transmission path by a continuously variable transmission unit and a torque transmission path by a gear train are provided in parallel. In this automatic transmission, the gear train is engaged by engaging a hydraulic clutch provided in the forward / reverse switching mechanism and a meshing clutch provided on the downstream side of the torque transmission path with respect to the hydraulic clutch. A torque transmission path via is formed.

International Publication No. 2013/176208

  In the conventional technique, when the meshing clutch is engaged, preferably, the hydraulic clutch is first engaged, and then the meshing clutch is engaged by the synchromesh mechanism. Since the hydraulic clutch provided on the upstream side of the torque transmission path is engaged first, the rotational speed of the sleeve in the synchromesh mechanism is increased, and the frequency of occurrence of poor engagement (uplock) is suppressed. Is done. However, when the rotational speed of the sleeve becomes too high, there is a risk that a bad engagement may occur due to the inertial force of the sleeve, or the engagement time may be prolonged. If the rotational speed of the sleeve does not increase sufficiently, the sleeve may not be properly engaged with the gear piece. In the conventional technique, the rotational speed of the sleeve cannot be set to an appropriate value, and there is a possibility that the occurrence of poor engagement cannot be sufficiently suppressed. Such a problem has been newly found in the process in which the present inventors have conducted intensive research with the intention of improving the performance of a control device for a vehicle power transmission device including a meshing clutch.

  The present invention has been made against the background described above, and an object of the present invention is to provide a control device for a vehicle power transmission device that suitably suppresses the occurrence of poor engagement.

  In order to achieve such an object, the gist of the present invention includes a meshing clutch provided with a synchromesh mechanism, and a hydraulic pressure disposed in series with the meshing clutch on the upstream side of the torque transmission path from the meshing clutch. In the vehicular power transmission apparatus provided with a clutch, when the meshing clutch is engaged, the hydraulic clutch is provided with torque capacity before the meshing clutch, and the hydraulic clutch is engaged. The control device is characterized in that the engagement hydraulic pressure of the hydraulic clutch is learned so that the rotational speed of the sleeve in the synchromesh mechanism is within a predetermined speed range.

  In this way, when the meshing clutch is engaged, the hydraulic clutch is provided with a torque capacity prior to the meshing clutch, and the synchromesh mechanism when the hydraulic clutch is engaged. Since the engagement hydraulic pressure of the hydraulic clutch is learned so that the rotational speed of the sleeve is within a predetermined speed range, the rotational speed of the sleeve is engaged when the meshing clutch is engaged. Can be raised sufficiently. That is, it is possible to provide a control device for a vehicle power transmission device that suitably suppresses the occurrence of poor engagement.

1 is a skeleton diagram schematically showing a configuration of a vehicle power transmission device to which the present invention is preferably applied. It is a figure explaining the switching of the running pattern in the power transmission device for vehicles of FIG. FIG. 2 is a functional block diagram illustrating an input / output system of an electronic control device provided in the vehicle power transmission device of FIG. 1 and explaining a main part of a control function of the electronic control device. It is a figure which illustrates the map memorize | stored in the memory | storage part with which the electronic control apparatus of FIG. 3 was equipped, and has illustrated the oil temperature axis map. It is a figure which illustrates the map memorize | stored in the memory | storage part with which the electronic control apparatus of FIG. 3 was equipped, and has illustrated the engine speed map. It is a figure which illustrates the map memorize | stored in the memory | storage part with which the electronic control apparatus of FIG. 3 was equipped, and has illustrated the learning map. It is a time chart explaining an example of engagement control of the forward clutch prior to engagement of the meshing clutch by the electronic control device of FIG. It is a flowchart explaining the principal part of an example of the engagement hydraulic pressure learning control of a present Example by the electronic controller of FIG. It is a figure which illustrates the relationship between the differential rotation of the synchromesh mechanism with which the vehicle power transmission device of FIG. 1 was equipped, and the up-lock rate. It is a figure which illustrates the relationship between the drag torque of the synchromesh mechanism with which the vehicle power transmission device of FIG. 1 was equipped, and the up-lock rate. It is a figure which illustrates the relationship between the state of the synchromesh mechanism with which the vehicle power transmission device of FIG. 1 was equipped, and an up-lock rate. It is a time chart explaining other examples of the engagement control of the forward clutch preceding the engagement of the meshing clutch by the electronic control unit of FIG. It is a flowchart explaining the principal part of another example of the engagement hydraulic pressure learning control of a present Example by the electronic controller of FIG.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings used for the following description, the dimensional ratios and the like of each part are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram schematically showing a configuration of a vehicle power transmission device 10 (hereinafter simply referred to as a power transmission device 10) to which the present invention is preferably applied. As shown in FIG. 1, the power transmission device 10 of this embodiment includes, for example, an engine 12 used as a driving force source for traveling, a torque converter 14 that is a fluid transmission device, a forward / reverse switching device 16, A belt-type continuously variable transmission 18 (hereinafter simply referred to as a continuously variable transmission 18), a gear mechanism 20, and an output shaft 24 having an output gear 22 capable of transmitting power to drive wheels (not shown) are provided. Torque (driving force) generated by the engine 12 is transmitted to the turbine shaft 26 via the torque converter 14. The power transmission device 10 transmits a torque transmitted to the turbine shaft 26 to the turbine shaft 26 and a first torque transmission path through which the torque is transmitted to the output shaft 24 via the gear mechanism 20 and the like. A second torque transmission path in which torque is transmitted to the output shaft 24 via the continuously variable transmission 18 or the like is provided in parallel so that the torque transmission path can be switched according to the traveling state of the vehicle. It is configured.

  The engine 12 is an internal combustion engine such as a gasoline engine or a diesel engine, for example, and generates a running torque (driving driving force) for a vehicle to which the power transmission device 10 is applied. The torque converter 14 includes a pump impeller 14p connected to the crankshaft of the engine 12 and a turbine blade connected to the forward / reverse switching device 16 via a turbine shaft 26 corresponding to an output side member of the torque converter 14. The vehicle 14t is provided and is configured to transmit power through a fluid. A lock-up clutch 28 is provided between the pump impeller 14p and the turbine impeller 14t. When the lock-up clutch 28 is completely engaged, the pump impeller 14p and the turbine impeller 14t. Can be rotated together.

  The forward / reverse switching device 16 is mainly composed of a forward clutch C1, a reverse brake B1, and a double pinion planetary gear device 30. The carrier 30c of the planetary gear unit 30 is connected to the turbine shaft 26 and the input shaft 32 of the continuously variable transmission 18 so as to be integrally rotated. The ring gear 30r of the planetary gear unit 30 is selectively connected to a housing 34 as a non-rotating member via the reverse brake B1. The sun gear 30s and the carrier 30c are selectively connected via the forward clutch C1. The forward clutch C1 and the reverse brake B1 are both hydraulic engagement devices whose engagement state is controlled by a hydraulic actuator. A hydraulic friction engagement device that is frictionally engaged is preferable.

  The sun gear 30 s of the planetary gear device 30 is coupled to a small diameter gear 36 that constitutes the gear mechanism 20. The gear mechanism 20 includes a large-diameter gear 40 provided so as not to rotate relative to the counter shaft 38, and the small-diameter gear 36 and the large-diameter gear 40 are meshed with each other. An idler gear 42 is provided coaxially with the counter shaft 38 and rotatable relative to the counter shaft 38. A meshing clutch D <b> 1 is provided between the counter shaft 38 and the idler gear 42. The meshing clutch D1 includes a first gear 44 that is rotated integrally with the counter shaft 38, a second gear 46 that is rotated integrally with the idler gear 42, the first gear 44, and the second gear 46. And a sleeve 48 having a groove portion that can be fitted (engageable and meshable). The sleeve 48 is engaged with the first gear 44 and the second gear 46, whereby the counter shaft 38 and the idler gear 42 are connected and rotated integrally. The meshing clutch D1 includes a synchromesh mechanism S1 as a synchronizing mechanism that synchronizes rotation when the sleeve 48 is fitted.

  The synchromesh mechanism S1 includes, for example, the sleeve 48, a shifting key engaged with the sleeve 48 by a key spring, a synchronizer ring that is rotated together with the shifting key in a state having a predetermined play, This is a known synchromesh mechanism (synchronous meshing mechanism) including a cone portion provided in the vicinity of the second gear 46. Spline teeth are provided on the inner peripheral surface of the sleeve 48 and are always spline-fitted with the first gear 44 so that the sleeve 48 is always rotated integrally with the first gear 44. Since switching of engagement or disengagement of the mesh clutch D1 by the operation of the synchromesh mechanism S1 is a known technique, the description thereof is omitted. The sleeve 48 is a member that constitutes the mesh clutch D1, but is also included in a member that constitutes the synchromesh mechanism S1.

  The idler gear 42 is meshed with an input gear 52 having a larger diameter than the idler gear 42. The input gear 52 is provided so as not to rotate relative to the output shaft 24 disposed coaxially with the rotation shaft of the secondary pulley 56 in the continuously variable transmission 18. The output shaft 24 is disposed so as to be rotatable around the rotation axis of the secondary pulley 56. The output shaft 24 is provided with the input gear 52 and the output gear 22 so that they cannot rotate relative to each other. As a result, the forward clutch on the first torque transmission path, which is transmitted from the turbine shaft 26 to the output shaft 24 via the gear mechanism 20, related to the torque generated by the engine 12. C1, the reverse brake B1, and the meshing clutch D1 are provided. When at least one of the forward clutch C1 and the meshing clutch D1 is released, the first torque transmission path is cut off, and no torque is transmitted from the gear mechanism 20 to the output shaft 24. The forward clutch C1 is arranged in series with the meshing clutch D1 on the upstream side of the torque transmission path from the meshing clutch D1. That is, in this embodiment, the forward clutch C1 corresponds to a hydraulic clutch. In the power transmission device 10, the reverse brake B1 is a hydraulic engagement device arranged in series with the meshing clutch D1 on the upstream side of the torque transmission path with respect to the meshing clutch D1. Although B1 may correspond to a hydraulic clutch, in this embodiment, a mode in which the forward clutch C1 is equivalent to a hydraulic clutch will be described exclusively.

  Between the continuously variable transmission 18 and the output shaft 24, a belt traveling clutch C2 that selectively connects them is interposed. When the belt traveling clutch C2 is engaged, a torque generated by the engine 12 is transmitted to the output shaft 24 via the input shaft 32 and the continuously variable transmission 18. A torque transmission path is formed. When the belt running clutch C2 is released, the second torque transmission path is cut off, and no torque is transmitted from the continuously variable transmission 18 to the output shaft 24.

  The continuously variable transmission 18 is provided on a torque transmission path between the input shaft 32 and the output shaft 24 connected to the turbine shaft 26. The continuously variable transmission 18 includes an input side member provided on the input shaft 32 having a variable effective diameter primary pulley 54, an output side member having a variable effective diameter pulley 56, and the primary pulley 54. Power transmission belt 58 wound between the secondary pulley 56 and the secondary pulley 56, and power is transmitted through the primary pulley 54 and the friction force between the secondary pulley 56 and the transmission belt 58. .

  The primary pulley 54 is a fixed sheave 54a as an input-side fixed rotating body fixed to the input shaft 32, and an input provided so as not to be rotatable relative to the input shaft 32 and movable in the axial direction. A movable sheave 54b as a side movable rotating body, and a primary side hydraulic actuator 54c that generates a thrust force for moving the movable sheave 54b to change the V groove width therebetween are provided. The secondary pulley 56 includes a fixed sheave 56a serving as an output-side fixed rotating body, and a movable sheave serving as an output-side movable rotating body provided so as not to rotate relative to the fixed sheave 56a and to move in the axial direction. 56b, and a secondary hydraulic actuator 56c that generates a thrust for moving the movable sheave 56b in order to change the V groove width therebetween.

  In the continuously variable transmission 18, the actual transmission ratio (gear ratio) γ (=) by changing the V groove width in the primary pulley 54 and changing the engagement diameter (effective diameter) of the transmission belt 58. (Input shaft rotational speed Nin / output shaft rotational speed Nout) is continuously changed. For example, when the V groove width of the primary pulley 54 is reduced, the speed ratio γ is reduced. That is, the continuously variable transmission 18 is upshifted. If the V groove width of the primary pulley 54 is increased, the speed ratio γ is increased. That is, the continuously variable transmission 18 is downshifted.

  FIG. 2 is a diagram for explaining switching of travel patterns in the power transmission device 10 of the present embodiment configured as described above, and is an engagement table of engagement elements for each travel pattern. In FIG. 2, C1 corresponds to the operating state of the forward clutch C1. C2 corresponds to the operating state of the belt running clutch C2. B1 corresponds to the operating state of the reverse brake B1. D1 corresponds to the operating state of the meshing clutch D1. “◯” indicates engagement (connection), and “×” indicates release (cutoff). As described above, the mesh clutch D1 includes the synchromesh mechanism S1, and the synchromesh mechanism S1 operates when the mesh clutch D1 is engaged.

  As shown in FIG. 2, the forward clutch C1 and the meshing clutch D1 are engaged (connected), and the belt traveling clutch C2 and the reverse brake B1 are released (disconnected), thereby transmitting the power. Gear travel is established in the device 10. In this travel pattern, the torque generated by the engine 12 is transmitted to the output gear 22 via the gear mechanism 20. That is, a first torque transmission path is formed in which the torque transmitted to the turbine shaft 26 is transmitted to the output shaft 24 via the gear mechanism 20 and the like.

  In the gear running shown in FIG. 2, the planetary gear device 30 is rotated integrally by engaging the forward clutch C1, so that the turbine shaft 26 and the small-diameter gear 36 rotate at the same rotational speed. Be made. Since the small diameter gear 36 is meshed with the large diameter gear 40 provided on the counter shaft 38, the counter shaft 38 is rotated by the rotation of the small diameter gear 36. The meshing clutch D1 is engaged, and the counter shaft 38 and the idler gear 42 are connected so as to be rotated integrally. Further, since the idler gear 42 is meshed with the input gear 52, the input gear 52 is rotated by the rotation of the counter shaft 38, and thus is provided integrally with the input gear 52. The output shaft 24 and the output gear 22 are rotated. Thus, when the forward clutch C1 and the meshing clutch D1 provided on the first torque transmission path are engaged, the torque generated by the engine 12 is converted into the torque converter 14, It is transmitted to the output shaft 24 and the output gear 22 via the forward / reverse switching device 16, the gear mechanism 20, the idler gear 42, and the like.

  As shown in FIG. 2, the belt travel clutch C2 is connected, and the forward clutch C1, the reverse brake B1, and the meshing clutch D1 are disconnected, so that the power transmission device 10 travels as a belt ( High vehicle speed) is established. In this travel pattern, the torque generated by the engine 12 is transmitted to the output gear 22 via the continuously variable transmission 18. That is, a second torque transmission path is formed in which the torque transmitted to the turbine shaft 26 is transmitted to the output shaft 24 via the continuously variable transmission 18 or the like.

  In the belt travel (high vehicle speed) shown in FIG. 2, the secondary pulley 56 and the output shaft 24 are connected by connecting the belt travel clutch C <b> 2. As a result, the secondary pulley 56, the output shaft 24, and the output gear 22 are integrally rotated. Therefore, the torque generated by the engine 12 is transmitted to the output gear 22 via the torque converter 14, the input shaft 32, the continuously variable transmission 18, the output shaft 24, and the like. Here, in the belt travel (high vehicle speed) shown in FIG. 2, the meshing clutch D1 is released (cut off) because the drag of the gear mechanism 20 and the like during the belt travel is suppressed and at a relatively high vehicle speed. This is to prevent the gear mechanism 20 and the like from rotating at a high speed.

  The gear travel shown in FIG. 2 is selected in a relatively low vehicle speed region. The speed ratio γ1 (input side rotational speed Nin / output side rotational speed Nout) in the first torque transmission path is set to a value larger than the maximum speed ratio γmax of the continuously variable transmission 18. In the power transmission device 10, for example, switching between the gear traveling and the belt traveling is determined based on the vehicle speed or the like, and the switching is performed, but switching from the gear traveling to the belt traveling (high vehicle speed) or the belt traveling is performed. When switching from traveling (high vehicle speed) to gear traveling, the switching is performed transiently via the belt traveling (medium vehicle speed) shown in FIG.

  For example, when switching from gear running to belt running (high vehicle speed), the belt running clutch C2 and the meshing clutch D1 are transiently engaged from the state in which the forward clutch C1 and the meshing clutch D1 are engaged. Switched to the combined state. In other words, the forward clutch C1 and the belt traveling clutch C2 are switched (held). At this time, switching from the first torque transmission path to the second torque transmission path is performed, and the power transmission device 10 is substantially upshifted. After the meshing clutch D1 is released (disengaged) (driven input is interrupted), unnecessary drag and high rotation of the gear mechanism 20 and the like are preferably suppressed after switching to the second torque transmission path. Is done.

  When the belt travel (high vehicle speed) is switched to the gear travel, the mesh clutch D1 is transiently engaged from the state in which the belt travel clutch C2 is engaged to the gear travel preparation (downshift preparation). Switched to the enabled state. When the meshing clutch D1 is engaged, the rotation is transmitted to the sun gear 30s of the planetary gear device 30 via the gear mechanism 20, and from this state, the forward clutch C1 and the belt travel are transmitted. By switching to the clutch C2 (that is, engaging the forward clutch C1 and disconnecting the belt travel clutch C2), the first torque transmission path to the second torque transmission path is performed. Switching takes place. At this time, the power transmission device 10 is substantially downshifted.

  Here, when switching the engaged clutch D1 from the released state to the engaged state, for example, the tip of the spline teeth of the sleeve 48 in the synchromesh mechanism S1 and the spline teeth of the synchronizer ring (not shown) When the tooth tip comes into contact (collision), further movement of the sleeve 48 becomes difficult, and the engagement of the engagement clutch D1 becomes incomplete. That is, power transmission by the meshing clutch D1 is insufficient. In this embodiment, when the meshing clutch D1 is switched from the released state to the engaged state, the state in which the meshing clutch D1 is incompletely connected due to the collision of the spline tooth tips, etc. is improved. This is called rock.

  FIG. 3 illustrates an input / output system of an electronic control device 80 provided in the power transmission device 10 for controlling the engine 12, the continuously variable transmission 18 and the like, and a control function by the electronic control device 80. It is a functional block diagram explaining the principal part of. The electronic control unit 80 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, for example. The CPU uses a temporary storage function of the RAM and stores a program stored in the ROM in advance. By performing signal processing according to the above, various controls relating to the power transmission device 10 are executed. As shown in FIG. 3, the electronic control unit 80 includes a storage unit 78. The electronic control unit 80 includes, for example, output control of the engine 12, shift control of the continuously variable transmission 18 and belt clamping pressure control, a traveling pattern of gear traveling by the gear mechanism 20, and belt by the continuously variable transmission 18. Switching control or the like for switching to any one of traveling is executed, and it is divided into engine control, continuously variable transmission control, traveling pattern switching and the like as necessary.

  The electronic control device 80 is supplied with signals detected by various sensors and switches provided in each part of the power transmission device 10. For example, a signal indicating the rotational speed (engine rotational speed) Ne of the engine 12 detected by the engine rotational speed sensor 82 and the rotational speed (turbine rotational speed) Nt of the turbine shaft 26 detected by the turbine rotational speed sensor 84 are used. , A signal representing the input shaft rotational speed Nin, which is the rotational speed of the input shaft 32 (primary pulley 54) of the continuously variable transmission 18 detected by the input shaft rotational speed sensor 86, and detected by the output shaft rotational speed sensor 88. A signal representing an output shaft rotational speed Nout which is a rotational speed of the output shaft 24 corresponding to the vehicle speed V, a signal representing a throttle opening θth of an electronic throttle valve (not shown) detected by the throttle sensor 90, an accelerator opening sensor This is an operation amount of an accelerator pedal (not shown) as a driver's acceleration request amount detected by the vehicle 92. A signal representing the accelerator opening Acc, a signal representing the mission oil temperature Ttm detected by the oil temperature sensor 94, a signal representing the rotational speed Nsl of the sleeve 48 in the synchromesh mechanism S1 detected by the sleeve rotational speed sensor 96, and the like. , Each supplied. For example, the electronic control unit 80 is configured to perform the above operation based on the output shaft rotational speed Nout detected by the output shaft rotational speed sensor 88 and the input shaft rotational speed Nin detected by the input shaft rotational speed sensor 86. The actual speed ratio γ (= Nin / Nout) of the step transmission 18 is sequentially calculated.

  The electronic control device 80 is configured to output an operation command to each part of the power transmission device 10. For example, an engine output control command signal Se for output control of the engine 12, a hydraulic control command signal Sccvt for hydraulic control related to a shift of the continuously variable transmission 18, and switching of a traveling pattern of the power transmission device 10. A hydraulic control command signal Sswt for controlling the forward / reverse switching device 16 (forward clutch C1, reverse brake B1), belt traveling clutch C2, and meshing clutch D1 is output. Specifically, as the engine output control command signal Se, a throttle signal for controlling the opening / closing of an electronic throttle valve by driving a throttle actuator, and an injection signal for controlling the amount of fuel injected from the fuel injection device An ignition timing signal for controlling the ignition timing of the engine 12 by the ignition device is output. As the hydraulic control command signal Sccvt, a command signal for driving a linear solenoid valve (not shown) that regulates the primary pressure Pin supplied to the primary hydraulic actuator 54c, and a secondary pressure Pout supplied to the secondary hydraulic actuator 56c. A command signal or the like for driving a linear solenoid valve (not shown) that regulates pressure is output to the hydraulic control circuit 98 provided in the power transmission device 10. As the hydraulic control command signal Sswt, commands for driving the linear solenoid valves for controlling the hydraulic pressure supplied to the forward clutch C1, the reverse brake B1, the belt traveling clutch C2, and the synchromesh mechanism S1. A signal or the like is output to the hydraulic control circuit 98. In the present embodiment, the electronic control device 80 corresponds to the control device of the power transmission device 10.

  As shown in FIG. 3, the electronic control unit 80 functionally includes a switching control unit 100, a hydraulic clutch engagement control unit 102, a meshing clutch engagement control unit 104, an engagement hydraulic pressure learning control unit 106, and the like. ing. The switching control unit 100 switches between a state where the first torque transmission path is formed in the power transmission device 10 and a state where the second torque transmission path is formed. That is, the gear traveling in which the torque generated by the engine 12 is transmitted to the output shaft 24 via the gear mechanism 20 and the like, and the torque generated by the engine 12 and the continuously variable transmission 18 and the like. The switching control for switching the belt travel transmitted to the output shaft 24 via the control based on the state of the vehicle is executed.

  The hydraulic clutch engagement control unit 102 controls, for example, the engagement state of the forward clutch C1, the belt traveling clutch C2, and the like via the hydraulic control circuit 98. That is, by supplying to each linear solenoid valve a command signal for driving a linear solenoid valve that controls the hydraulic pressure supplied to the hydraulic actuator corresponding to each of the forward clutch C1, the belt traveling clutch C2, etc. The hydraulic pressure supplied from the hydraulic control circuit 98 to hydraulic actuators corresponding to the forward clutch C1, the belt traveling clutch C2, and the like is controlled. That is, the hydraulic clutch engagement control unit 102 controls the engagement hydraulic pressure of the forward clutch C1 as a hydraulic clutch.

  The sleeve 48 of the synchromesh mechanism S1 is preferably driven according to the hydraulic pressure supplied to a hydraulic actuator (not shown) corresponding to the sleeve 48. That is, the synchromesh mechanism S1 is preferably operated by the hydraulic pressure supplied from the hydraulic control circuit 98. In other words, the sleeve 48 is driven by a hydraulic actuator (not shown), and the pressing force acting on the sleeve 48 is adjusted by the hydraulic pressure supplied to the hydraulic actuator. The meshing clutch engagement control unit 104 controls the engagement state of the meshing clutch D1 via the hydraulic control circuit 98, for example. That is, by supplying a command signal for driving a linear solenoid valve for controlling the hydraulic pressure supplied to the hydraulic actuator corresponding to the sleeve 48 to the linear solenoid valve, the hydraulic control circuit 98 can handle the sleeve 48. The hydraulic pressure supplied to the hydraulic actuator is controlled.

  The switching control unit 100 determines whether or not to switch the traveling pattern in the power transmission device 10 based on the traveling state of the vehicle. For example, a travel region map for determining a travel pattern based on the relationship between the vehicle speed V and the accelerator opening Acc (or the throttle opening θth) is determined in advance and stored in the storage unit 78 or the like. In this travel region map, gear travel is set to a relatively low vehicle speed and low accelerator opening (low load travel) region. The belt traveling is set in a relatively medium / high vehicle speed and medium / high accelerator opening (medium / high load traveling) region. The switching control unit 100 determines the output shaft rotational speed Nout corresponding to the vehicle speed V detected by the output shaft rotational speed sensor 88 and the accelerator opening Acc detected by the accelerator opening sensor 92 from the travel region map. Based on the above, the travel pattern to be established in the power transmission device 10 is determined.

  When the switching of the running pattern is determined, the switching control unit 100 executes the switching of the running pattern in the power transmission device 10. For example, when the traveling pattern in the power transmission device 10 is switched from gear traveling to belt traveling (high vehicle speed), the switching control unit 100 starts changing over the forward clutch C1 and the belt traveling clutch C2. Specifically, the hydraulic clutch engagement control unit 102 executes a changeover control (clutch-to-clutch control) for releasing the forward clutch C1 and engaging the belt travel clutch C2. This state corresponds to the belt travel (medium vehicle speed) shown in FIG. 2, and the torque generated by the engine 12 is transmitted to the second torque transmission path through which the continuously variable transmission 18 is transmitted. Equivalent to. Next, the switching control unit 100 causes the meshing clutch engagement control unit 104 to release (cut off) the meshing clutch D1. That is, a command for moving the sleeve 48 in the synchromesh mechanism S1 to shut off the engaged clutch D1 is output.

  When the travel pattern in the power transmission device 10 is switched from belt travel (high vehicle speed) to gear travel, the switching control unit 100 first engages (connects) the mesh clutch D1 by the mesh clutch engagement control unit 104. Let This state corresponds to the belt running (medium vehicle speed) shown in FIG. Next, the switching control unit 100 starts changing over the forward clutch C1 and the belt travel clutch C2. Specifically, the hydraulic clutch engagement control unit 102 executes change control (clutch-to-clutch control) for engaging the forward clutch C1 and releasing the belt travel clutch C2.

  When the meshing clutch D1 is engaged, the switching control unit 100 engages the forward clutch C1 before the meshing clutch D1. This control is suitably executed when the vehicle is started from a state where the vehicle to which the power transmission device 10 is applied is stopped. For example, it is suitably executed during a garage shift of a vehicle to which the power transmission device 10 is applied. In other words, when the vehicle is stopped, when the forward clutch C1, the belt traveling clutch C2, the meshing clutch D1, etc. are all released (cut off), the meshing clutch D1 is first engaged. The clutch engaging control unit 102 performs control to increase the torque capacity of the forward clutch C1 (increase the engagement hydraulic pressure corresponding to the forward clutch C1), and then the meshing clutch engagement control unit 104 The engagement clutch D1 is controlled to be engaged (connected). In this control, the forward clutch C1 does not necessarily have to be completely engaged. For example, the torque capacity increases to such an extent that the rotational speed of the sleeve 48 is sufficiently increased, such as slip engagement (half engagement). It only has to be made. The switching control unit 100 preferably starts supplying hydraulic pressure to the hydraulic actuator corresponding to the sleeve 48 in preparation for the engagement of the meshing clutch D1, and the pressing force is applied to the sleeve 48. After that, by starting the engagement of the forward clutch C1, the hydraulic pressure supplied from the hydraulic pressure control device 98 is controlled so that the torque from the engine 12 is input to the sleeve 48.

  As described above, when the meshing clutch D1 is engaged, first, the forward clutch C1 provided on the upstream side of the torque transmission path is controlled to have a torque capacity, whereby the synchromesh mechanism S1 includes The rotational speed of the sleeve 48 is increased. Thereby, the occurrence of uplock in the synchromesh mechanism S1 is preferably suppressed. However, if the rotational speed of the sleeve 48 becomes too high, there is a risk that a bad engagement may occur due to the inertia force of the sleeve 48, or the engagement time may become longer. If the rotational speed of the sleeve 48 does not increase sufficiently, the sleeve 48 may not be properly engaged with the gear piece. Such an adverse effect is a factor such as a time lag until the vehicle starts. The reason why it is not possible to determine an appropriate target rotational speed relating to the rotational speed of the sleeve 48 is as follows: (a) The drag torque of the forward clutch C1 differs depending on the transmission oil temperature (automatic transmission oil temperature) Ttm, etc. (B) The engine rotational speed Ne differs depending on the engine water temperature, etc. (c) The influence of changes over time such as the piston stroke of the forward clutch C1 and the friction coefficient of the friction material, (d) The target rotational speed itself The influence of changes over time is considered.

  In the present embodiment against the background described above, the engagement hydraulic pressure of the forward clutch C1 is learned in connection with the engagement control of the forward clutch C1 preceding the engagement of the meshing clutch D1. In order to perform such control, the electronic control unit 80 functionally includes an engagement hydraulic pressure learning control unit 106. The engagement hydraulic pressure learning control unit 106 learns the engagement hydraulic pressure of the forward clutch C1 when the forward clutch C1 is engaged prior to the engagement of the meshing clutch D1. Specifically, the engagement of the forward clutch C1 is such that the rotational speed Nsl of the sleeve 48 in the synchromesh mechanism S1 when the forward clutch C1 is engaged is within a predetermined speed range. Learn combined hydraulic pressure. Hereinafter, the learning control of the present embodiment by the engagement hydraulic pressure learning control unit 106 will be described with reference to FIGS.

  Regarding the engagement control of the forward clutch C1 preceding the engagement of the meshing clutch D1, the engagement hydraulic pressure of the forward clutch C1 is preferably set based on a map stored in the storage unit 78 or the like. Is done. 4 to 6 are diagrams illustrating examples of maps stored in the storage unit 78 and the like. FIG. 4 illustrates an oil temperature axis map, FIG. 5 illustrates an engine rotation speed map, and FIG. 6 illustrates a learning map. doing. The numerical values shown in FIGS. 4 and 5 are reference values and can be set arbitrarily. The engagement hydraulic pressure of the forward clutch C1 is preferably detected by the oil temperature sensor 94 from the oil temperature axis map shown in FIG. 4, the engine rotation speed map shown in FIG. 5, and the learning map shown in FIG. Is set based on the mission oil temperature Ttm and the target idle speed Nidl of the engine 12. For example, when the mission oil temperature Ttm detected by the oil temperature sensor 94 is 40 (° C.), the clutch pressure of the forward clutch C1 is Pt3 from the oil temperature axis map shown in FIG. When the idle rotational speed Nidl is 1000 (rpm), the clutch pressure of the forward clutch C1 is Pi3 from the engine rotational speed map shown in FIG. In this case, Pg33 corresponding to Pt3 and Pi3 is derived from the learning map shown in FIG. 6 as the clutch pressure of the forward clutch C1, and the clutch pressure of the forward clutch C1 becomes a value corresponding to this Pg33. In addition, control by the hydraulic clutch engagement control unit 102 is performed.

  The engagement hydraulic pressure learning control unit 106 updates the learning map shown in FIG. 6 every time the engagement control of the forward clutch C1 preceding the engagement of the meshing clutch D1 is performed. The engagement hydraulic pressure of the forward clutch C1 is learned. Specifically, as the speed range, a target rotational speed region of the rotational speed Nsl of the sleeve 48 is set to, for example, B (rpm) or more and A (rpm) or less. Here, B is a value smaller than A (A> B). During the engagement control of the forward clutch C1 preceding the engagement of the meshing clutch D1, the maximum value X of the rotational speed Nsl of the sleeve 48 is acquired. When the acquired maximum value X of the rotational speed Nsl of the sleeve 48 is greater than A (X> A), the clutch pressure of the forward clutch C1 is reduced to a predetermined value C (kPa) as shown in FIG. The learning map shown is updated. When the acquired maximum value X of the rotational speed Nsl of the sleeve 48 is smaller than B (X <B), the clutch pressure of the forward clutch C1 is increased by a predetermined value C (kPa) as shown in FIG. The learning map shown is updated.

  FIG. 7 is a time chart for explaining the engagement control of the forward clutch C1 preceding the engagement of the meshing clutch D1. As shown in FIG. 7, when it is determined that the engagement clutch D1 is engaged, the engagement hydraulic pressure of the forward clutch C1 is set to Ppr between time t1 and time t2 prior to the engagement control. Is raised. The engagement oil pressure Ppr corresponds to a value derived from the learning map shown in FIG. 6 based on the mission oil temperature Ttm, the target idle rotation speed Nidl, and the like. That is, the engagement hydraulic pressure learning control unit 106 specifically changes the engagement hydraulic pressure Ppr shown in the time chart of FIG. 7 by the learning described above. The maximum value X of the rotational speed Nsl of the sleeve 48 used for this learning is, for example, the actual maximum value of the rotational speed Nsl of the sleeve 48 or an average value of the rotational speeds near the maximum value. That is, the actual maximum value (value indicated by X in FIG. 7) of the rotational speed Nsl of the sleeve 48 is used as it is, or a time range centering on the time point when the actual maximum value is detected (FIG. 7). The average value of the rotational speed Nsl in the range indicated by Y) is acquired as the maximum value X of the rotational speed Nsl of the sleeve 48.

  The engagement oil pressure learning control unit 106 learns the engagement oil pressure of the forward clutch C1 in, for example, the following three modes. In the first mode, the learning map shown in FIG. 6 is updated only for values derived from the oil temperature axis map shown in FIG. 4 and the engine speed map shown in FIG. 5 during learning. For example, when the clutch pressure of the forward clutch C1 is Pt3 from the oil temperature axis map shown in FIG. 4 and the clutch pressure of the forward clutch C1 is Pi3 from the engine rotation speed map shown in FIG. Only Pg33 corresponding to Pt3 and Pi3 in the learning map is updated. In the second mode, in order to ensure the frequency of learning and speed up convergence, all values shown in the oil temperature axis map of FIG. 4 or all values shown in the engine speed map of FIG. 5 are supported. Thus, the values shown in the learning map in FIG. 6 are updated. For example, when all values shown in the oil temperature axis map of FIG. 4 are updated and the clutch pressure of the forward clutch C1 is Pi3 from the engine rotation speed map shown in FIG. 5, the learning shown in FIG. Pg31, Pg32, Pg33, Pg34, and Pg35 corresponding to Pi3 in the map are updated. When all values shown in the engine speed map of FIG. 5 are updated and the clutch pressure of the forward clutch C1 is set to Pt3 from the oil temperature axis map shown in FIG. 4, the learning map shown in FIG. , Pg13, Pg23, Pg33, Pg43, and Pg53 corresponding to Pt3 are updated. In the third mode, the learning in the first mode and the learning in the second mode are combined and selectively executed. For example, at the start of learning (for example, when the number of learning is less than a specified value), learning in the second mode is executed, and learning progresses and converges to some extent (for example, when the number of learning is equal to or more than a specified value). The learning in the first aspect is executed.

  FIG. 8 is a flowchart for explaining a main part of one example of the engagement hydraulic pressure learning control of the present embodiment by the electronic control unit 80, and is repeatedly executed at a predetermined cycle.

  First, in step (hereinafter, step is omitted) SA1, the maximum value X of the rotational speed Nsl of the sleeve 48 during the engagement control of the meshing clutch D1 is acquired. The maximum value X of the rotational speed Nsl of the sleeve 48 is, for example, an actual maximum value of the rotational speed Nsl of the sleeve 48 or an average value of rotational speeds near the maximum value. Next, in SA2, it is determined whether or not the maximum value X acquired in SA1 is larger than the upper limit value A of the predetermined speed range (X> A). When the determination at SA2 is negative, the processing after SA4 is executed, but when the determination at SA2 is positive, the clutch pressure of the forward clutch C1 is decreased by a predetermined value C at SA3. Thus, after the learning map shown in FIG. 6 is updated, this routine is terminated. In SA4, it is determined whether or not the maximum value X acquired in SA1 is smaller than a lower limit value B of a predetermined speed range (X <B). If the determination at SA4 is negative, the learning map shown in FIG. 6 is not updated, and this routine is terminated. If the determination at SA4 is affirmative, the advance at SA5 is performed. The routine is terminated after the learning map shown in FIG. 6 is updated so that the clutch pressure of the clutch C1 is increased by a predetermined value C. In the above control, SA1 to SA5 correspond to the operation of the engagement hydraulic pressure learning control unit 106.

  Thus, according to this embodiment, when the meshing clutch D1 is engaged, the forward clutch C1, which is a hydraulic clutch, is given a torque capacity before the meshing clutch D1, and the forward clutch is moved forward. Learning the engagement hydraulic pressure of the forward clutch C1 so that the rotational speed Nsl of the sleeve 48 in the synchromesh mechanism S1 when the clutch C1 is engaged is within a predetermined speed range. Therefore, the rotational speed Nsl of the sleeve 48 can be increased sufficiently and sufficiently when the meshing clutch D1 is engaged. That is, it is possible to provide the electronic control unit 80 of the power transmission device 10 that suitably suppresses the occurrence of poor engagement.

  Next, another preferred embodiment of the present invention will be described in detail with reference to the drawings. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  In the present embodiment, the electronic control unit 80 relates to the engagement control of the forward clutch C1 preceding the engagement of the meshing clutch D1, and the synchromesh mechanism S1 when the forward clutch C1 is engaged. Engagement control of the meshing clutch D1 is performed with the forward clutch C1 having torque capacity so that the rotational speed Nsl of the sleeve 48 is within a predetermined speed range. That is, as shown in FIG. 7 of the above-described embodiment, the engagement hydraulic pressure of the forward clutch C1 is always reduced instead of increasing the torque capacity of the forward clutch C1 after the time t1 to t2. By performing the engagement control of the meshing clutch D1 while being added (while being raised), the uplock rate is lowered.

  9 to 11 are diagrams illustrating the relationship between the differential rotation and drag torque of the synchromesh mechanism S1 and the uplock rate (uplock occurrence rate). FIG. 9 illustrates the difference between the synchromesh mechanism S1. FIG. 10 illustrates the relationship between the drag torque of the synchromesh mechanism S1 and the uplock rate, and FIG. 11 illustrates the relationship between the state of the synchromesh mechanism S1 and the uplock rate. Yes. In the power transmission device 10 shown in FIG. 1, when the meshing clutch D1 is switched from the released state to the engaged state, the rotational speed of the sleeve 48 is caused by slip engagement (drag torque) of the forward clutch C1. Nsl is raised. As the rotational speed Nsl of the sleeve 48 increases, the drag torque in the synchromesh mechanism S1 also increases. When the drag torque of the synchromesh mechanism S1 is not considered, as shown in FIG. 9, it is confirmed that the up-lock rate in the synchromesh mechanism S1 increases as the differential rotation in the synchromesh mechanism S1 decreases. . When the differential rotation of the synchromesh mechanism S1 is not considered, as shown in FIG. 10, it is confirmed that the up-lock rate in the synchromesh mechanism S1 increases as the drag torque of the synchromesh mechanism S1 increases. . For this reason, with respect to the uplock rate in the synchromesh mechanism S1, the increase in differential rotation and the increase in drag torque in the synchromesh mechanism S1 are in a contradictory relationship. Specifically, the horizontal axis in FIG. 11 indicates the differential rotation and drag torque of the synchromesh mechanism S1, and the solid line in FIG. 11 indicates the up-lock rate according to the differential rotation of the synchromesh mechanism S1 and the drag torque. The up-lock rate corresponding to the drag torque of the synchromesh mechanism S1 is shown together. As shown in FIG. 11, there is a state in which the uplock rate in the synchromesh mechanism S1 is kept as low as possible with respect to the synchronized state in consideration of the differential rotation and the drag torque, and this state is realized. The rotational speed Nsl of the sleeve 48 is a value within a specified speed range.

  FIG. 12 is a time chart for explaining the engagement control of the forward clutch C1 of this embodiment, which precedes the engagement of the meshing clutch D1. In the control shown in FIG. 12, the target rotational speed region of the rotational speed Nsl of the sleeve 48 is set to, for example, B (rpm) or more and A (rpm) or less. Here, B is a value smaller than A (A> B). When it is determined that the engagement clutch D1 is engaged, the engagement hydraulic pressure Ppr of the forward clutch C1 is set to a specified pressure Px (kPa) at time t3 prior to the engagement control. The pressure Px is preferably set to a value that causes the forward clutch C1 to slip-engage (weakly engage). As the engagement hydraulic pressure Ppr of the forward clutch C1 increases, the rotational speed Nsl of the sleeve 48 in the synchromesh mechanism S1 is increased. In the control of this embodiment, the rotational speed Nsl of the sleeve 48 converges to a rotational speed K (rpm) that is a value within the set speed range, that is, within a range of B (rpm) to A (rpm). Thus, the engagement hydraulic pressure Ppr of the forward clutch C1 is changed.

  In the control shown in FIG. 12, as shown at time t7, the rotational speed Nsl of the sleeve 48 detected by the sleeve rotational speed sensor 96 is set to a rotational speed K that is a value within the speed range from B to A. On the condition that it has converged, the mesh clutch D1 is engaged by the operation of the synchromesh mechanism S1. When the converged rotational speed K is larger than the upper limit value A, the engagement hydraulic pressure learning control unit 106 engages the forward clutch C1 in the engagement control preceding the engagement of the engagement clutch D1. The combined hydraulic pressure Px is decreased by a specified value Y (kPa). That is, from the next control, Px−Y is set as the target value of the engagement hydraulic pressure of the forward clutch C1. When the converged rotational speed K is smaller than the lower limit value B, the engagement hydraulic pressure learning control unit 106 engages the forward clutch C1 in the engagement control preceding the engagement of the mesh clutch D1. The combined hydraulic pressure Px is increased by a specified value Y (kPa). That is, from the next control, Px + Y is set as the target value of the engagement hydraulic pressure of the forward clutch C1. Here, preferably, the specified value Y is not a constant value, and is decreased each time a determination is made that the rotational speed K of the sleeve 48 is outside the speed range from B to A.

  FIG. 13 is a flowchart for explaining a main part of an example of the engagement hydraulic pressure learning control of the present embodiment by the electronic control unit 80, and is repeatedly executed at a predetermined cycle.

  First, at SB1, the engagement hydraulic pressure Ppr of the forward clutch C1 is set to a specified pressure Px. Next, at SB2, the rotational speed K when the rotational speed Nsl of the sleeve 48 detected by the sleeve rotational speed sensor 96 is converged is acquired. Next, in SB3, it is determined whether or not the rotational speed K of the sleeve 48 acquired in SB2 is larger than a predetermined upper limit value A (K> A). If the determination at SB3 is affirmative, at SB4, the engagement hydraulic pressure target value Px of the forward clutch C1 is decreased by a specified value Y (Px ← Px−Y), and then the processing after SB2 is performed again. If the determination at SB3 is negative, the rotational speed K of the sleeve 48 acquired at SB2 is smaller than a predetermined lower limit value B at SB5 (K < B) is determined. If the determination at SB5 is affirmative, at SB4, the engagement hydraulic pressure target value Px of the forward clutch C1 is increased by a specified value Y (Px ← Px + Y), and then the processing after SB2 is executed again. However, if the determination at SB5 is negative, the engagement clutch D1 is engaged by the operation of the synchromesh mechanism S1 at SB7, and then this routine is terminated.

  According to this embodiment, when the meshing clutch D1 is engaged, the forward clutch C1 has a torque capacity before the meshing clutch D1, and when the forward clutch C1 is engaged. The engagement hydraulic pressure Ppr of the forward clutch C1 is learned so that the rotational speed Nsl of the sleeve 48 in the synchromesh mechanism S1 is within a predetermined speed range, and torque capacity is applied to the forward clutch C1. Since the engagement control of the meshing clutch D1 is performed with the engagement being maintained, the rotational speed Nsl of the sleeve 48 can be increased sufficiently and sufficiently when the meshing clutch D1 is engaged. That is, it is possible to provide the electronic control unit 80 of the power transmission device 10 that suitably suppresses the occurrence of poor engagement.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the spirit of the present invention. Is.

  10: vehicle power transmission device, 48: sleeve, 80: electronic control device, C1: forward clutch (hydraulic clutch), D1: meshing clutch, S1: synchromesh mechanism

Claims (1)

In a vehicle power transmission device comprising: a meshing clutch provided with a synchromesh mechanism; and a hydraulic clutch arranged in series with the meshing clutch on the upstream side of the torque transmission path from the meshing clutch.
When the meshing clutch is engaged, the hydraulic clutch has a torque capacity before the meshing clutch,
Learning the engagement hydraulic pressure of the hydraulic clutch so that the rotational speed of the sleeve in the synchromesh mechanism when the hydraulic clutch is engaged is within a predetermined speed range. Control device.

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