JP2016061409A - Hill hold device and hill holding method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a less-expensive hill hold device of which cost-increasing is restricted more as compared with that of the prior art structure.SOLUTION: A hill hold device comprises: a transmission 50 having a plurality of combinations of a sleeve 61a and a fixed gear 51 for transmitting a rotation of an engine 2 to an output shaft 41 and capable of constituting a plurality of patterns of shift stages by changing each of the combinations of engaged states; an actuator driving to engage the sleeve 61a with its corresponding fixed gear 51, or to release the engaged state with the corresponding fixed gear 51; and a control part 1 controlling the actuator to change the engaged state under the plurality of combinations of the sleeve 61a and the fixed gear 51. The control part 1 controls the actuator as a hill hold control, makes a double-engaged state under the plurality of combinations of the sleeve 61a and the fixed gear 51 at the transmission 50 so as to prevent a vehicle from being retracted.SELECTED DRAWING: Figure 6C

Description

  The present invention relates to a hill hold device and a hill hold method for preventing a vehicle from moving backward due to its own weight when a brake is released in a stopped state.

  A vehicle equipped with a hill hold device is known. The hill hold device is a device for preventing the vehicle from moving backward due to its own weight when the vehicle is stopped on an uphill and the driver releases the brake or releases the brake operation when starting. (For example, Patent Document 1).

  In the hill hold device of Patent Document 1, a master cylinder 6 that generates brake fluid pressure according to the amount of depression of the brake pedal 4 by the driver, and a wheel cylinder 7 provided on the master cylinder 6 and the front wheel or the rear wheel are provided. A hill hold valve 9 is provided between them, and when the vehicle 1 is stopped on an uphill, the hill hold valve 9 is closed to cut off the communication between the master cylinder 6 and the wheel cylinder 7. Even after the depression is released, the brake fluid pressure remains in the wheel cylinder 7 to maintain the braking force and prevent the vehicle 1 from slipping off when starting.

JP 2012-101773 A

  It is an object of the present invention to provide an inexpensive hill hold apparatus and hill hold method that suppresses an increase in cost compared to a conventional structure.

  A hill hold device according to one aspect of the present invention is a hill hold device for preventing a vehicle from moving backward due to its own weight when a brake is released in a stopped state, and a sleeve for transmitting rotation of a power source to an output shaft. And a plurality of combinations of fixed gears, and by changing respective meshing states in the plurality of combinations of the sleeve and the fixed gear, a transmission capable of configuring a plurality of shift stages, and the sleeve, The meshing state in a plurality of combinations of the driving means for driving and the sleeve and the fixed gear in the transmission is changed so as to mesh with the corresponding fixed gear or release the mesh with the corresponding fixed gear. Control means for controlling the drive means, and the control part as the hill hold control, the drive By controlling the stage, to make a state of the double engagement at a plurality of combinations of said fixed gear and said sleeve in said transmission has a configuration for preventing retraction of the vehicle.

  With this configuration, a hill hold is realized by creating a double-engagement state in a plurality of combinations of a sleeve and a fixed gear in the transmission, so a configuration such as an electric negative pressure pump for supplying negative pressure to the brake booster is provided. Hill hold can be realized without need.

  The sleeve meshed with the fixed gear to achieve the double meshing state may be additionally meshed with the corresponding fixed gear in the transmission in which the first gear is configured.

  With this configuration, when the sleeve (double meshing sleeve) meshed with the fixed gear in order to achieve the double meshing state is removed from the fixed gear and the double meshing state is released, the transmission constitutes the first gear. As a result, the vehicle can be started smoothly.

  The plurality of sleeves may have small teeth high teeth and a plurality of low teeth provided between the high teeth, and the plurality of fixed gears include the small teeth front teeth corresponding to the high teeth and the low teeth. A plurality of rear teeth may be provided between the front teeth, and the control unit may include the sleeve meshed with the corresponding fixed gear as a double meshing sleeve in order to make the double meshing state. The drive means moves in a direction toward the corresponding fixed gear until the high teeth and the front teeth are engageable, and the low teeth and the rear teeth are in a semi-engaged state where they cannot be engaged. May be controlled.

  With this configuration, in the dog clutch having a two-stage structure, double engagement is realized by the sleeve being half-engaged with the fixed gear. When the torque of the power source is sufficiently applied to the output shaft and the hill hold can be released, the sleeve's high teeth and the fixed gear's front teeth are few, so one of the sleeve and the fixed gear rotates with the other. Instead, it rotates in the forward direction (the forward direction of the vehicle) and the vehicle moves forward.

  In a state in which the high teeth of the double meshing sleeve and the front teeth of the corresponding fixed gear are engaged and hill hold is performed, the control unit is configured to control the corresponding fixed gear with respect to the double meshing sleeve. The driving means may be controlled so as to apply a driving force in a direction away from the head.

  With this configuration, since the driving force is already applied to the sleeve in the direction of the neutral position from the fixed gear in a double meshing state, the vehicle starts to move forward and the relationship between the high teeth of the sleeve and the front teeth of the fixed gear. When the engagement is released, the sleeve can be moved in the neutral direction from the fixed gear.

  The control unit may perform the hill hold control when it is determined that the vehicle is stopped on an uphill based on a detection value of an inclination sensor that detects an inclination of the vehicle.

  With this configuration, hill hold control can be performed only when the vehicle is stopped on an uphill.

  A hill hold method according to an aspect of the present invention is a hill hold method for preventing a vehicle from moving backward due to its own weight when a brake is released in a stopped state, and a sleeve for transmitting rotation of a power source to an output shaft. And a control unit for a transmission that can be configured with a plurality of shift stages by changing the meshing state in the plurality of combinations of the sleeve and the fixed gear. Controlling a driving means for driving the sleeve so as to mesh with the corresponding fixed gear or release the mesh with the corresponding fixed gear, and a plurality of the sleeve and the fixed gear in the transmission. By creating a double meshing state of the combination, the vehicle is prevented from moving backward.

  Even with this configuration, since a hill hold is realized by creating a double meshing state in a plurality of combinations of a sleeve and a fixed gear in the transmission, a configuration such as an electric negative pressure pump for supplying negative pressure to the brake booster Hill hold can be realized without the need for

  According to the present invention, a hill hold is realized by creating a double meshing state in a plurality of combinations of a sleeve and a fixed gear in a transmission, so that an electric negative pressure pump or the like for supplying negative pressure to a brake booster Hill hold can be realized without the need for configuration.

The block diagram which shows the structure of the drive device for vehicles containing the hill hold apparatus in embodiment of this invention The figure which shows the gear train example of the drive device for vehicles in embodiment of this invention The disassembled perspective view which shows the structure of the sleeve in embodiment of this invention, and one fixed gear The figure which shows the relationship (neutral state) of the sleeve and fixed gear in embodiment of this invention The figure which shows the relationship (semi-engagement state) of the sleeve and fixed gear in embodiment of this invention The figure which shows the relationship (engagement state) of the sleeve and fixed gear in embodiment of this invention Time chart when performing hill hold in the embodiment of the present invention (A) The figure which looked at the positional relationship (neutral state / deceleration) of the double meshing sleeve and corresponding fixed gear in embodiment of this invention from the axial direction (b) Double meshing sleeve in embodiment of this invention Of the positional relationship (neutral state / deceleration) with the corresponding fixed gear from the direction perpendicular to the axial direction (A) The figure which looked at the positional relationship (half-engaged state / non-double meshing) of the double meshing sleeve and corresponding fixed gear in embodiment of this invention from the axial direction (b) Embodiment of this invention The position relationship (half-engaged state / non-double meshing) between the double meshing sleeve and the corresponding fixed gear in FIG. (A) The figure which looked at the positional relationship (half-engaged state / double-meshing) with the fixed gear corresponding to the double meshing sleeve in embodiment of this invention from the axial direction (b) In embodiment of this invention A view of the positional relationship (half-engaged state / double-meshing) between the double meshing sleeve and the corresponding fixed gear as seen from the direction perpendicular to the axial direction (A) The figure which looked at the positional relationship (half-engaged state / after double meshing cancellation | release) of the double meshing sleeve and corresponding fixed gear in embodiment of this invention from the axial direction (b) Implementation of this invention The figure which looked at the positional relationship (after half-engagement state / after double meshing cancellation | release) of the double meshing sleeve and corresponding fixed gear in a form from the direction perpendicular | vertical to an axial direction (A) The figure which looked at the positional relationship (neutral state / acceleration) with the fixed gear corresponding to the double meshing sleeve in embodiment of this invention from the axial direction (b) Double meshing sleeve in embodiment of this invention Of the positional relationship (neutral state / acceleration) with the corresponding fixed gear from the direction perpendicular to the axial direction Operation flow diagram of hill hold control by the control unit in the embodiment of the present invention

  Hereinafter, a vehicle drive device according to an embodiment of the present invention and a hill hold device included in the vehicle drive device will be described with reference to the drawings. The embodiment described below shows an example when the present invention is implemented, and the present invention is not limited to the specific configuration described below. In carrying out the present invention, a specific configuration according to the embodiment may be adopted as appropriate.

(Configuration of vehicle drive device)
FIG. 1 is a block diagram showing a configuration of a vehicle drive device including a hill hold device according to an embodiment of the present invention. The vehicle drive device 100 includes a controller 1, an engine 2, a clutch 3, a first automatic transmission mechanism 4, a connection mechanism 5, a motor generator 6, a second automatic transmission mechanism 7, an inverter 8, a battery 9, a differential 10, and a tilt. A sensor 101 is provided. The control unit 1 is electrically connected to the engine 2, the clutch 3, the first automatic transmission mechanism 4, the second automatic transmission mechanism 7, the inverter 8, and the battery 9, and exchanges signals to control them. Do. In addition, the control part 1 may be comprised by mutual communication parts, such as ECU (Electronic Control Unit) and CAN (Controller Area Network) for every control object, or may be comprised by one ECU.

  The engine 2 is an internal combustion engine that uses a hydrocarbon-based fuel such as gasoline or light oil as a power source, and specifically, a gasoline engine, a diesel engine, or the like. The engine 2 generates and outputs rotational torque. The clutch 3 connects and disconnects the output shaft of the engine 2 and the input shaft of the first automatic transmission mechanism 4. The first automatic transmission mechanism 4 shifts the rotation of the engine 2 transmitted through the clutch 3 and the rotation of the motor generator 6 transmitted through the connection mechanism 5, and outputs them from the output shaft to transmit to the differential 10. . The connection mechanism 5 is connected to transmit the output of the motor generator 6 to the input shaft of the first automatic transmission mechanism 4, and is disconnected to disconnect the output of the motor generator 6 from the input shaft of the first automatic transmission 4. And completely cut off.

  The second automatic transmission mechanism 7 shifts the rotation of the motor generator 6 input from the input shaft, outputs it from the output shaft, and transmits it to the differential 10. The second automatic transmission mechanism 7 can perform a two-speed shift or more, and can completely separate the motor generator 6 and the input shaft of the differential 10.

  The battery 9 is a secondary battery that is connected to the inverter 8 and stores the direct current converted by the inverter 8 and supplies the direct current to the inverter 8. The inverter 8 is electrically connected to the motor generator 6 and the battery 9, converts AC power generated by the motor generator 6 functioning as a generator into DC current, drops the voltage, and outputs it to the battery 9. . Further, the inverter 8 boosts the DC power supplied from the battery 9 and converts it into AC power and supplies it to the motor generator 6 functioning as a motor. The motor generator 6 generates a rotational torque using the power supplied from the inverter 8 as a power source different from the engine 2, converts the rotational torque into an alternating current, and supplies the alternating current to the inverter 8.

  The differential 10 transmits the rotation shifted by the first automatic transmission mechanism 4 and the second automatic transmission mechanism 7 to the left and right drive wheels Wr, Wl. The rotational torque from the drive wheels Wr and Wl is transmitted to the output shafts of the first automatic transmission mechanism 4 and the second automatic transmission mechanism 7 via the differential 10.

  The inclination sensor 101 detects the inclination of the vehicle in the front-rear direction and outputs a detection value to the control unit 1. The inclination sensor refers to the detected value of 101, so that the control unit 1 determines whether the vehicle stops on a downhill, stops on a flat road, or on an uphill particularly when the vehicle is stopped. It can detect whether the vehicle is stopped. As the tilt sensor 101, for example, a gravity sensor can be used.

(Geartrain configuration)
FIG. 2 is a diagram illustrating an example of a gear train of the vehicle drive device according to the present embodiment. 2, elements corresponding to those in FIG. 1 are denoted by the same reference numerals as in FIG. The transmission 50 in FIG. 2 corresponds to a combination of the first automatic transmission mechanism 4, the connection mechanism 5, and the second automatic transmission mechanism 7 in FIG. 1.

  The rotational torque output from the engine 2 is transmitted to the drive shaft 44. The clutch 3 is provided between the drive shaft 44 and the input shaft 41 of the transmission 50, and connects and disconnects the drive shaft 44 and the input shaft 41. The transmission torque between the drive shaft 44 and the input shaft 41 can be electronically controlled. Any type of clutch. This transmission torque is controlled by the control unit 1 (see FIG. 1).

  The transmission 50 is a gear mechanism type automatic transmission that shifts the rotational torque from the engine 2 at a gear ratio of a plurality of gears and outputs it to the differential 10. The transmission 50 according to the present embodiment is a dog clutch type automatic transmission including dog clutches 31 to 34, but may be an automatic transmission having a synchronization mechanism such as a synchronizer ring. The transmission 50 includes an input shaft 41, a first output shaft 42, and a second output shaft 43 that are arranged in parallel to each other. The input shaft 41 is coaxial with the drive shaft 44.

  The transmission 50 includes a first gear 11, a second gear 12, a third gear 13, a fourth gear 14, and a first dog clutch 31 around the input shaft 41, and a fifth gear 15 around the first output shaft 42. The sixth gear 16, the seventh gear 17, the eighth gear 18, the ninth gear 19, the second dog clutch 32, and the third dog clutch 33 are provided, and the tenth gear 20 and the eleventh gear 21 around the second output shaft 43. A twelfth gear 22 and a fourth dog clutch 34. Each dog clutch 31 to 34 is driven by an actuator to be connected to or disconnected from an adjacent gear.

  The first gear 11 and the second gear 12 are fixed gears that are fixed to the input shaft 41 so as not to be relatively rotatable and rotate integrally with the input shaft 41. The diameter of the first gear 11 is smaller than the diameter of the second gear 12. The third gear 13 and the fourth gear 14 are idle gears that rotate integrally and can rotate relative to the input shaft 41 (free rotation). The diameter of the third gear 13 is smaller than the diameter of the fourth gear 14. The first dog clutch 31 connects or disconnects the third gear 13 and the fourth gear 14 that rotate together with the input shaft 41. When the first dog clutch 31 is connected, the third gear 13 and the fourth gear 14 rotate integrally with the input shaft 41.

  The fifth gear 15, the sixth gear 16, the seventh gear 17, and the eighth gear 18 are idle gears that can rotate (spin) relative to the first output shaft 42. The second gear 12, the third gear 13, and the fourth gear 14 are meshed and rotationally connected. The fifth gear 15 and the sixth gear 16 are adjacent to each other via the second dog clutch 32, and the diameter of the fifth gear 15 is larger than the diameter of the sixth gear 16. The seventh gear 17 and the eighth gear 18 are adjacent to each other via the third dog clutch 33, and the diameter of the seventh gear 17 is larger than the diameter of the eighth gear 18.

  The second dog clutch 32 is located between the fifth gear 15 and the sixth gear 16 and is connected to one of them. When the second dog clutch 32 is connected to the fifth gear 15, the fifth gear 15 rotates integrally with the first output shaft 42, and when the second dog clutch 32 is connected to the sixth gear 16, the sixth gear 16 is When the second dog clutch 32 rotates in unison with the first output shaft 42 and is in a neutral state where neither the fifth gear 15 nor the sixth gear 16 is connected, both the fifth gear 15 and the sixth gear 16 are in the first state. It rotates freely with respect to one output shaft 42.

  When the third dog clutch 33 is connected to the seventh gear 17, the seventh gear 17 rotates integrally with the first output shaft 42, and when the third dog clutch 33 is connected to the eighth gear 18, the eighth gear 18 is When the third dog clutch 33 rotates in unison with the first output shaft 42 and is in a neutral state in which neither the seventh gear 17 nor the eighth gear 18 is connected, both the seventh gear 17 and the eighth gear 18 are in the first state. It rotates freely with respect to one output shaft 42.

  The ninth gear 19 is a fixed gear that is fixed to the first output shaft 42 so as not to rotate relative to the first output shaft 42 and rotates integrally with the first output shaft 42. The ninth gear 19 meshes with the differential gear 23 and is rotationally connected.

  The tenth gear 20 and the eleventh gear 21 are idle gears that can rotate relative to the second output shaft 43, and mesh with the second gear 12 and the fifth gear 15, respectively. ing. The tenth gear 20 and the eleventh gear 21 are adjacent to each other via the fourth dog clutch 34.

  The fourth dog clutch 34 is located between the tenth gear 20 and the eleventh gear 21 and is connected to one of them. When the fourth dog clutch 34 is connected to the tenth gear 20, the tenth gear 20 rotates integrally with the second output shaft 43, and when the fourth dog clutch 34 is connected to the eleventh gear 21, the eleventh gear 21 is When the fourth dog clutch 34 is in a neutral state where it rotates integrally with the second output shaft 43 and is not connected to either the tenth gear 20 or the eleventh gear 21, both the tenth gear 20 and the eleventh gear 21 are in the first state. 2 It rotates with respect to the output shaft 43.

  The twelfth gear 22 is a fixed gear that is fixed to the second output shaft 43 so as not to rotate relative to the second output shaft 43 and rotates integrally with the second output shaft 43. Although not shown, the twelfth gear 22 meshes with the differential gear 23 and is rotationally connected. Yes.

  A motor gear 24 is fixed to a motor output shaft 45 of the motor generator 6, and the motor gear 24 meshes with a reduction gear 25 and is rotationally connected. The reduction gear 25 meshes with the fourth gear 14 and is rotationally connected.

(Shifting operation)
In the gear train configured as described above, the connection / disconnection of each dog clutch 31 to 34 with the corresponding fixed gear is controlled by the control unit 1 (see FIG. 1) driving the corresponding actuator of each dog clutch. . Specifically, when the transmission 50 constitutes the first gear, the second dog clutch 32 is connected to the fifth gear 15, the third dog clutch 33 is connected to the seventh gear 17, and the other dog clutches are in the neutral state. Is done. As a result, the rotational torque from the engine 2 includes the input shaft 41 connected to the drive shaft 44 via the clutch 3, the first gear 11 rotating integrally with the input shaft 41, and the fifth gear rotatingly connected to the first gear 11. 15, the second dog clutch 32 is connected, so that the first output shaft 42 that rotates integrally with the fifth gear 15 is transmitted in this order and is output to the differential gear 23. The rotational torque of the motor generator 6 is the fourth gear 14 that is rotationally connected to the motor gear 24 via the reduction gear 25, the third gear 13 that rotates integrally with the fourth gear 14, and the seventh gear that is rotationally connected to the third gear 13. When the gear 17 and the third dog clutch 33 are connected, the first output shaft 42 that rotates integrally with the seventh gear 17 is transmitted in this order and is output to the differential gear 23.

  When the transmission 50 constitutes the second speed, the first dog clutch 31 is connected to the third gear 13 and the fourth gear 14, the third dog clutch 33 is connected to the seventh gear 17, and the other dog clutches are in the neutral state. Is done. As a result, the rotational torque from the engine 2 is the input shaft 41 coupled to the drive shaft 44 via the clutch 3, the third gear 13 that rotates integrally with the input shaft 41 when the first dog clutch 31 is connected, The first output shaft 42 that rotates integrally with the seventh gear 17 is transmitted in this order by connecting the seventh gear 17 and the third dog clutch 33 that are rotationally connected to the third gear 13, and is output to the differential gear 23. The rotational torque of the motor generator 6 is the fourth gear 14 that is rotationally connected to the motor gear 24 via the reduction gear 25, the third gear 13 that rotates integrally with the fourth gear 14, and the seventh gear that is rotationally connected to the third gear 13. When the gear 17 and the third dog clutch 33 are connected, the first output shaft 42 that rotates integrally with the seventh gear 17 is transmitted in this order and is output to the differential gear 23.

  When the transmission 50 constitutes the third speed, the fourth dog clutch 34 is connected to the eleventh gear 21 and the third dog clutch 33 is connected to either the seventh gear 17 or the eighth gear 18. Hereinafter, in the third speed, the case where the third dog clutch 33 is connected to the seventh gear 17 is referred to as the 3-1 speed stage, and the case where the third dog clutch 33 is connected to the eighth gear 18 is the 3-2 speed. It is called a step. The rotational torque from the engine 2 includes an input shaft 41 connected to the drive shaft 44 via the clutch 3, a second gear 12 that rotates integrally with the input shaft 41, an eleventh gear 21 that rotates and connects to the second gear 12, When the 4 dog clutch 34 is connected, the second output shaft 43 that rotates integrally with the eleventh gear 21 is transmitted in this order and is output to the differential gear 23. Further, in the case of the 3-1 speed stage, the rotational torque of the motor generator 6 is the fourth gear 14 that is rotationally connected to the motor gear 24 via the reduction gear 25, the third gear 13 that rotates integrally with the fourth gear 14, By connecting the seventh gear 17 and the third dog clutch 33 that are rotationally connected to the third gear 13, the first output shaft 42 that rotates integrally with the seventh gear 17 is transmitted in this order and is output to the differential gear 23. In the case of 3-2 speed, the rotational torque of the motor generator 6 is the fourth gear 14 that is rotationally connected to the motor gear 24 via the reduction gear 25, the eighth gear 18 that is rotationally connected to the fourth gear 14, and the third dog clutch. The first output shaft 42 that rotates integrally with the eighth gear 18 is transmitted in this order by being connected to 33, and is output to the differential gear 23.

  When the transmission 50 constitutes the fourth speed stage, the first dog clutch 31 is connected to the third gear 13 and the fourth gear 14, the third dog clutch 33 is connected to the eighth gear 18, and the other dog clutches are in the neutral state. Is done. As a result, the rotational torque from the engine 2 is obtained from the input shaft 41 coupled to the drive shaft 44 via the clutch 3, the fourth gear 14 that rotates integrally with the input shaft 41 when the first dog clutch 31 is connected, The 8th gear 18 and the 3rd dog clutch 33 which rotately connect with the 4 gear 14 are connected, and the 1st output shaft 42 which rotates integrally with the 8th gear 18 is transmitted in this order, and is output to the differential gear 23. The rotational torque of the motor generator 6 is obtained by connecting the fourth gear 14 that is rotationally connected to the motor gear 24 via the reduction gear 25, the eighth gear 18 that is rotationally connected to the fourth gear 14, and the third dog clutch 33. The first output shaft 42 that rotates integrally with the eighth gear 18 is transmitted in this order and is output to the differential gear 23.

  When the transmission 50 constitutes the fifth speed, the second dog clutch 32 is connected to the sixth gear 16, the third dog clutch 33 is connected to the eighth gear 18, and the other dog clutches are in the neutral state. As a result, the rotational torque from the engine 2 includes the input shaft 41 connected to the drive shaft 44 via the clutch 3, the second gear 12 rotating integrally with the input shaft 41, and the sixth gear rotatingly connected to the second gear 12. 16, the second dog clutch 32 is connected to transmit the first output shaft 42 that rotates integrally with the sixth gear 16 in this order, and is output to the differential gear 23. The rotational torque of the motor generator 6 is obtained by connecting the fourth gear 14 that is rotationally connected to the motor gear 24 via the reduction gear 25, the eighth gear 18 that is rotationally connected to the fourth gear 14, and the third dog clutch 33. The first output shaft 42 that rotates integrally with the eighth gear 18 is transmitted in this order and is output to the differential gear 23.

  When the transmission 50 constitutes the reverse stage, the fourth dog clutch 34 is connected to the tenth gear 20 and the other dog clutches are set to the neutral state. Thereby, the rotational torque from the engine 2 is the input shaft 41 connected to the drive shaft 44 via the clutch 3, the first gear 11 rotating integrally with the input shaft 41, and the fifth gear 15 rotatingly connected to the first gear 11. The 10th gear 20 that is rotationally connected to the 5th gear 15 and the 4th dog clutch 34 are connected, so that the second output shaft 43 that rotates integrally with the 10th gear 20 is transmitted in this order and is output to the differential gear 23. The At this time, the rotational direction of the differential gear 23 rotates in the direction opposite to the first to fifth gears described above.

(Dog clutch configuration)
Next, the configuration of the dog clutches 31 to 34 will be described. The dog clutches 31 to 34 include a sleeve that can move in the direction and a fixed gear that cannot move in the axial direction. The dog clutch 31 includes one sleeve and one fixed gear adjacent thereto, and the dog clutches 32 to 34 include two fixed gears adjacent to both sides of one sleeve, respectively. Since the relationship between the sleeve and the fixed gear is the same for each of the dog clutches 31 to 34, the first dog clutch 31 will be described below.

  FIG. 3 is an exploded perspective view showing a configuration of the sleeve and one fixed gear. The sleeve 61a, the clutch hub 61b, and the engaged portion 510 of the fixed gear 51 in FIG. 3 correspond to the first dog clutch 31 in FIG. 2, and are fixed with teeth that mesh with other fixed gears on the outer periphery in FIG. The gear body (portion other than the engaged portion 510) corresponds to the third gear 13 in FIG. In the case of the dog clutches 32 to 34, a similar fixed gear is provided on the opposite side of the fixed gear 51 with respect to the sleeve 61a.

  The clutch hub 61b is fixed to the input shaft 41 (hereinafter also simply referred to as “shaft”) by spline fitting or the like adjacent to the fixed gear 51, and rotates integrally with the shaft. On the side surface of the fixed gear 51 on the clutch hub 61b side, an engaged portion 510 that engages with a spline 610 formed on the sleeve 61a is formed.

  The engaged portion 510 includes a ring-shaped convex portion 521, two front teeth 531 arranged 180 degrees apart on the outer periphery of the convex portion 521, and two front teeth 531 on the outer periphery of the convex portion 521. The rear teeth 541 are arranged at equal angular intervals by five. The front teeth 531 and the rear teeth 541 are formed with a tooth groove 551 having a certain width on the outer periphery of the convex portion 521.

  The convex portion 521 is formed so that the outer diameter is smaller than the inner diameter of the high teeth 611 of the spline 610 formed on the sleeve 61a. The front teeth 531 are formed so that the outer diameter is larger than the inner diameter of the high teeth 611 of the spline 610 and smaller than the inner diameter of the low teeth 621 of the spline 610. The rear teeth 541 are formed so as to be able to mesh with the spline teeth groove 631 of the spline 610. That is, the front teeth 531 are formed so as not to mesh with the low teeth 621 but to mesh with the high teeth 611. The rear teeth 541 are formed so as to be able to mesh with the high teeth 611 and the low teeth 621.

  The front teeth 531 are formed in the same number as the high teeth 611 (two in this example). Even if there is a large difference between the rotational speed of the sleeve 61 a and the rotational speed of the fixed gear 51, the front teeth 531 have few teeth (for example, 1) so that the two high teeth 611 can easily enter between the two front teeth 531. ~ 3 sheets). The front teeth 531 are formed to extend from the front end surface 522 of the convex portion 521 to the rear end position of the engaged portion 510 at a position corresponding to the high teeth 611. The rear teeth 541 are formed to extend from a position retracted from the front end surface 522 of the convex portion 521 by a first predetermined amount to the rear end position of the engaged portion 510.

  A contact surface 534 that can contact the high teeth 611 is formed at the front end portion of the front teeth 531 facing the high teeth 611, and the rear end position side of the engaged portion 510 from both sides in the circumferential direction of the contact surfaces 534 An inclined surface 532 that is inclined toward the surface is formed. The contact surface 534 of the front tooth 531 is formed in a planar shape that is flush with or parallel to the front end surface 522 of the convex portion 521.

  The rear teeth 541 are formed with contact surfaces 542 that can contact the high teeth 611 and the low teeth 621, and side inclined surfaces 544 that extend from both sides of the contact surface 542 in the circumferential direction to both side surfaces 543. The inclined surface 532 of the front tooth 531 is formed such that the position where the inclined surface 532 intersects the side surface 533 of the front tooth 531 is closer to the front end surface 522 side of the convex portion 521 than the contact surface 542 of the rear tooth 541. In addition, the intersection part of the contact surface 534 of the front-end part of the front tooth 531 and both the inclined surfaces 532 is formed in the general round chamfering (R shape).

  A spline 640 is formed on the outer peripheral surface of the clutch hub 61b so as to be slidably engaged with the spline 610 formed on the inner peripheral surface of the sleeve 61a in the axial direction. In the spline 640, a plurality of (for example, two) grooves 641 are formed deeper than the remaining grooves. The plurality of grooves 641 correspond to the plurality of high teeth 611 of the sleeve 61a.

  The sleeve 61a rotates integrally with the clutch hub 61b and is slidable in the axial direction with respect to the clutch hub 61b, and is formed in a ring shape. A spline 610 is formed on the inner peripheral surface of the sleeve 61a as an engaging portion so as to engage with a spline 640 formed on the outer peripheral surface of the clutch hub 61b so as to be slidable in the axial direction.

  The spline 610 is formed such that a plurality of (for example, two) high teeth 611 are higher in height than the remaining low teeth 621. General 45-degree chamfering (c-shape) at both end corners of the front end surface on the fixed gear 51 side of the high teeth 611 and the low teeth 621 so as not to be damaged by impact when contacting the front teeth 531 and the rear teeth 541 Is formed. Further, an outer peripheral groove 614 is formed along the circumferential direction on the outer peripheral surface of the sleeve 61a. A fork arc portion of a fork driven in an axial direction by an actuator (not shown) engages with the outer circumferential groove 614 so as to be slidable along the circumferential direction. The actuator moves the sleeve 61a in the axial direction by driving the fork in the axial direction.

(Dog clutch operation during shifting)
Next, operations of the high teeth 611 and the low teeth 621 of the sleeve 61a and the front teeth 531 and the rear teeth 541 of the fixed gear 51 during normal gear shifting will be described with reference to FIGS.

  As shown in FIG. 4A, the sleeve 61 a is separated from the fixed gear 51 in the neutral state. When the actuator moves the sleeve 61a toward the fixed gear 51 along the axial direction, the front end surface 612 of the high teeth 611 and the front end surface 622 of the low teeth 621 are moved to the front end of the front teeth 531 as shown in FIG. 4B. It enters the fixed gear 51 side from the surface 534. Alternatively, the front end surface 612 of the high tooth 611 comes into contact with the contact surface 534 of the front tooth 531, and the front end surface 612 of the high tooth 611 is moved to the front tooth 531 by the relative rotation due to the rotational speed difference between the sleeve 61 a and the fixed gear 51. The contact surface 534 is slid to the state shown in FIG. 4B.

  In the state of FIG. 4B, the front end surface 612 of the high teeth 611 and the front end surface 622 of the low teeth 621 are not yet in contact with the front end surface 542 of the rear teeth 541. In this state, if there is a difference in rotational speed between the sleeve 61a and the fixed gear 51, the sleeve 61a and the fixed gear 51 rotate relatively, and the side surfaces of the high teeth 611 of the sleeve 61a and the front teeth 531 of the fixed gear 51. The side surface 533 comes into contact with each other, the relative rotation is lost, and the rotation of the sleeve 61a and the rotation of the fixed gear 51 are completely synchronized. Thus, only the high teeth 611 of the sleeve 61a and the front teeth 531 of the fixed gear 51 are engaged, and the low teeth 621 of the sleeve 61a and the rear teeth 541 of the fixed gear 51 are not engaged. That's it.

  When the sleeve 61a is further moved along the axial direction, as shown in FIG. 4C, the high teeth 611 of the sleeve 61a are inserted into the tooth grooves 551 between the front teeth 531 of the fixed gear 51 and the rear teeth 541 adjacent thereto. By fitting and the low teeth 621 of the sleeve 61a are also fitted into the corresponding tooth grooves 551, the sleeve 61a and the fixed gear 51 are completely meshed with each other. This state is called an engaged state.

  In order to release the engagement between the sleeve 61a and the fixed gear 51, the sleeve 61a is moved away from the fixed gear 51 using an actuator. As a result, the sleeve 61a is separated from the fixed gear 51 as shown in FIG. 4A through the half-engaged state shown in FIG. 4B from the engaged state shown in FIG. 4C, and the gear switching mechanism 61 enters the neutral state.

(Hill hold)
Next, the hill hold device and the hill hold method of the present embodiment will be described. The hill hold device of the present embodiment is configured in the transmission 50 between the engine 2 and the motor generator 6 that are drive sources and the drive wheels Wr, Wl, among the vehicle drive devices shown in FIG. . That is, in the vehicle apparatus according to the present embodiment, hill hold is performed by a dog clutch in the transmission.

  In the present embodiment, the hill hold is realized by creating a double-engaged state in the plurality of dog clutches 31 to 34 in the transmission 50. Specifically, for example, in the gear train of FIG. 2, when the transmission 50 constitutes the first gear, the second dog clutch 32 is connected to the fifth gear 15 and the third dog clutch 33 is the first gear as described above. 7 is connected to the gear 17. At this time, for example, if the first dog clutch 31 is connected to the third gear 13, the gear ratio between the first gear 11 and the fifth gear 15 and the gear ratio between the third gear 13 and the seventh gear 17 are different. As a result, neither the input shaft 41 nor the first output shaft 42 can rotate, a double-engaged state is established, the vehicle cannot be moved backward, and a hill hold is realized.

  At the time of starting, the first dog clutch 31 and the third gear 13 are provided after the rotational torque of the engine 2 is sufficiently applied to the input shaft 41 and / or the rotational torque of the motor generator 6 is sufficiently applied to the fourth gear 14. When the engagement is released, the first gear is configured in the transmission 50 and sufficient torque is output to the differential gear 23, so that the vehicle can be prevented from moving backward.

  In the above example, a double-engaged state is created so that the first gear is configured by the transmission 50 when the engagement between the first dog clutch 31 and the third gear 13 is released. This means starting at the first gear when starting. On the other hand, when starting at the second gear, for example, the first dog clutch 31 is connected to the third gear 13 and the fourth gear 14, and the third dog clutch 33 is connected to the seventh gear 17. At this time, for example, by connecting the second dog clutch 32 to the fifth gear or the sixth gear, a double-engaged state can be created. At the time of starting, the second dog clutch 32 is set to the neutral state after sufficient torque is obtained, so that the double-engagement state is eliminated and the second gear is configured, and the engine 2 and / or the motor generator 6 Is output to the differential gear 23.

  In the present embodiment, in order to realize double meshing, a sleeve (hereinafter referred to as “double meshing sleeve”) that meshes in addition to the sleeve meshed with the fixed gear to constitute the first gear or the second gear. , Engaged with the corresponding fixed gear in a half-engaged state. In the above example, the first gear clutch 31 as a double meshing sleeve is engaged with the third gear 13 in a half-engaged state to realize the first gear double meshing, By engaging the sleeve of the second dog clutch 32 as the meshing sleeve with the fifth gear 15 or the sixth gear 16 in a half-engaged state, double meshing at the second speed stage is realized. The effect of the engagement in such a semi-engaged state will be described later.

  Below, the operation | movement at the time of performing a hill hold is demonstrated. FIG. 5 is a time chart when performing hill hold, and FIGS. 6A to 6E are views showing the positional relationship between the double meshing sleeve and the corresponding fixed gear at each stage, and are views seen from the axial direction, respectively. (FIGS. 6A (a) to 6E (a)) and views (FIGS. 6A (b) to 6E (b)) viewed from a direction perpendicular to the axial direction are included.

  In the following, when the vehicle is running, the brake is operated to decelerate the vehicle, and the vehicle stops on an uphill, that is, the control unit 1 detects the upward gradient from the inclination sensor 101 when the vehicle is stopped. The case of obtaining Immediately before the vehicle stops, the requested gear stage and the actual gear stage are in the first speed, and when the engine speed decreases due to the brake operation, the clutch torque is reduced and the clutch is brought into the slip state (time T0). At this time, as shown in FIG. 6A (b), the double meshing sleeve 61a is in the neutral position.

  When the clutch 3 is completely disengaged and the clutch torque becomes zero and the rotational speed of the output shaft 42 of the transmission 50 becomes zero, the control unit 1 keeps the required gear stage at the first speed and the double meshing sleeve 61a. Is energized to move the double meshing sleeve 61a toward the corresponding fixed gear 51 (time T1). The control unit 1 first causes a current to flow through the actuator so that the double meshing sleeve 61a moves toward the fixed gear 51, and also causes a current to flow in the reverse direction near the stop position of the double meshing sleeve 61a. Realize rapid movement and prevent overshoot. As shown in FIG. 6B (b), the control unit 1 controls the actuator to stop the double meshing sleeve 61a at a position where the double meshing sleeve 61a engages with the corresponding fixed gear in the half-engaged state. (Time T2).

  When the double meshing sleeve 61a is in the half-engaged state, only the high teeth 611a and 611b of the double meshing sleeve 61a and the front teeth 531a and 531b of the fixed gear 51 corresponding to each other can mesh with each other. While the car is stopped, generally, as shown in FIG. 6B (a), the high teeth 611a and 611b of the double meshing sleeve 61a and the corresponding front teeth 531a and 531b of the fixed gear 51 are arranged. The vehicle is stopped when not engaged.

  From this state, when the driver releases the brake to start the vehicle, the clutch 3 is in the half-clutch state, and the clutch torque is increased to the torque transmitted by the half-clutch state. However, the engine torque has a response delay, does not increase immediately, the vehicle on the uphill moves backward due to its own weight, and the output shaft 42 slightly rotates in the negative direction (reverse direction) (time T3).

  When the output shaft 42 rotates in the negative direction, the rotation is transmitted to the sleeve 61a of the first dog clutch 31 as a double meshing sleeve via the second dog clutch 32, the fifth gear 15, and the first gear 11, and the sleeve 61a. Rotates in the negative direction (counterclockwise direction in FIG. 6A (a) to FIG. 6E (a)), and the third gear 13 corresponding to the fixed gear 51 via the third dog clutch 33 and the seventh gear 17 As a result, the fixed gear 51 rotates in the negative direction. At this time, since the rotational speed of the sleeve 61a (in the negative direction) is larger than the rotational speed (in the negative direction) of the fixed gear 51 (see FIG. 2), as shown in FIG. The high teeth 611a and 611b of the 61a are engaged with the front teeth 531b and 531a of the fixed gear 51, respectively, so that the double meshing state is achieved and rotation is prevented (time T4).

  When the front teeth 531 of the fixed gear 51 and the high teeth 611 of the double meshing sleeve 61a mesh with each other, the controller 1 applies an electric current to the actuator to move the double meshing sleeve 61a in the neutral direction (pulling direction). At this time, the control unit 1 determines that the sleeve 61a is in the neutral direction against the meshing of the high teeth 611a and 611b of the double meshing sleeve 61a and the front teeth 531b and 531a of the fixed gear 51 which are meshed by retreating due to the weight of the vehicle. An electric current is passed through the actuator so as to provide a driving force that is weak enough not to move.

  Thereafter, when the engine torque increases and the input shaft 41 rotates in the forward direction (clockwise direction in FIGS. 6A (a) to 6E (a)), the double meshing sleeve 61a is rotated at the same rotational speed as the input shaft 41. Rotate in the direction. At this time, since the double meshing sleeve 61a is in a half-engaged state with the fixed gear 51, the double meshing sleeve 61a does not rotate the fixed gear 51. The input shaft 41 rotates in the positive direction through the first gear 11, the fifth gear 15, the second dog clutch 32, the output shaft 42, the third dog clutch 33, and the seventh gear 17. Therefore, the fixed gear 51 also rotates in the forward direction, but this rotational speed is smaller than the rotational speed in the forward direction of the double meshing sleeve 61a. Therefore, as shown in FIG. 6D (a), the double meshing sleeve 61a releases the double meshing and rotates in the forward direction (time T5).

  Thus, when the double meshing sleeve 61a releases the double meshing and starts to rotate in the forward direction, the actuator was originally applied with an electric current for moving the double meshing sleeve 61a in the neutral direction. The heavy mesh sleeve 61a starts moving in the neutral direction (time T5). When the high engagement teeth 611a and 611b of the double meshing sleeve 61a are released from the semi-engaged state before engaging with the other front teeth 531a and 531b of the fixed gear 51, the double meshing sleeve 61a moves to the neutral position (time). T6) The forward rotation of the double meshing sleeve 61a is not transmitted to the fixed gear 51, and the fixed gear 51 rotates according to the rotation of the output shaft 42 as shown in FIG. 6E. The control unit 1 also applies a current in the reverse direction (engagement direction) when the double meshing sleeve 61a starts to move even when the double meshing sleeve 61a is returned to the neutral position. However, control is performed so as not to exceed the target neutral position with excessive momentum.

  When the engine torque increases, the rotational speed of the output shaft 42 also increases, and when the output shaft 42 catches up with the engine rotational speed (time T7), the control unit 1 completely connects the clutch to Accelerate.

  Next, control by the control unit 1 in the hill hold will be described. FIG. 7 is an operation flowchart of hill hold control by the control unit 1. The control unit 1 first determines whether the vehicle speed is 0 km / h, that is, whether the vehicle is stopped (step S71). When the vehicle is stopped (YES in step S71), control unit 1 next determines whether or not the vehicle is climbing based on the detection value of tilt sensor 101 (step S72). When the vehicle is climbing up (YES in step S72), control unit 1 further determines whether or not the brake is ON (step S73).

  Until all conditions of stopping, climbing, and brake ON are met (NO in any of steps S71, S72, and S73), the process returns to the start and repeats these determinations (time T0 in FIG. 5, FIG. 6A). State). When all these conditions are met (YES in step S73, time T1 in FIG. 5), the control unit 1 controls the actuator so that the double mesh sleeve 61a is directed from the neutral position toward the corresponding fixed gear 51. Move (step S74). The control unit 1 determines whether or not the double-engagement sleeve 61a is in a half-engaged state (step S75) and moves the double-mesh sleeve 61a until the half-engagement state is reached (NO in step S75). Is continued (YES in step S75, time T2 in FIG. 5, state in FIG. 6B), it waits for the brake to be turned off (step S76).

  While the brake is ON (NO in step S76), the half-engaged state of the double meshing sleeve 61a with respect to the fixed gear 51 is maintained. When the brake is turned off (YES in step S76, time T3 in FIG. 5), the vehicle slightly reverses due to its own weight, so the control unit 1 monitors that the reverse stops (step S78). When the double meshing sleeve 61a is double meshed with the fixed gear 51 and the axle rotation speed becomes 0 rpm (YES in step S78, time T4 in FIG. 5, state in FIG. 6C), the controller 1 A current is passed through the actuator so that the heavy mesh sleeve 61a moves in the neutral direction (step S79).

  When the engine torque increases as described above, the double meshing sleeve 61a rotates in the positive direction (relative to the fixed gear 51) to release the double meshing state, and at the same time double meshing Since the sleeve 61a starts to move in the neutral direction (time T5 in FIG. 5, state in FIG. 6D), the control unit 1 monitors whether or not the double meshing sleeve 61a has reached the neutral position (step S80). Until the double meshing sleeve 61a reaches the neutral position (NO in step S80), a current is passed through the actuator (step S79). When double meshing sleeve 61a reaches the neutral position (YES in step S80), the process is terminated.

  In the above description, the example in which the first dog clutch 31 as the double meshing sleeve is meshed with the third gear 13 in a half-engaged state in the state where the first gear is configured is described. Even when the double mesh sleeve is meshed with the corresponding fixed gear in a half-engaged state in a state where the gear or other speed gear is configured, the hill hold can be realized by the same procedure as described above.

  As described above, according to the hill hold device and the hill hold method of the present embodiment, the hill hold (preventing the vehicle from moving backward) is realized by using the double meshing in the transmission. It is not necessary to provide a configuration such as an electric negative pressure pump for supplying negative pressure to the booster, and an increase in cost can be suppressed.

  Further, in realizing the hill hold by double meshing, a double meshing sleeve provided with a plurality of low teeth and a plurality of low teeth between the high teeth, and a small tooth front tooth corresponding to the high teeth, The fixed gear having a plurality of rear teeth corresponding to the low teeth uses a half-engagement state in which the high teeth and the front teeth can be engaged. When the output torque 41 starts to rotate when the engine torque increases and the output shaft 41 starts to rotate, the high teeth of the double meshing sleeve rotate away from the front teeth of the fixed gear. The double mesh state is eliminated. By moving the double meshing sleeve from the half-engaged state to the neutral position during this time, the input shaft and the output shaft can be rotated in the normal positive direction, and the vehicle is accelerated. Thus, it is not necessary to provide a special configuration for releasing the hill hold.

  Furthermore, the actuator of the double meshing sleeve is in a state where the vehicle moves backward, the double meshing sleeve rotates in the negative direction, and its high teeth engage with the front teeth of the fixed gear, that is, hill hold. In this state, since power is supplied in the neutral direction, the double mesh sleeve can immediately start moving in the neutral direction when the rotational torque of the engine increases and double mesh is released as described above. At this time, the driving force of the actuator in the neutral direction with respect to the double meshing sleeve is set to be weaker than the frictional force between the high teeth of the double meshing sleeve and the front teeth of the fixed gear. The double mesh sleeve can be moved in the neutral direction simultaneously with the release of the double mesh.

  In the above-described embodiment, the hill hold device according to the embodiment has been described by taking a vehicle including the motor generator 6 as an example. However, the hill hold device according to the embodiment of the present invention does not include the motor generator 6. It can also be applied to vehicles. In the above embodiment, the example in which the first automatic transmission mechanism 4 and the second automatic transmission mechanism 7 are configured by the transmission 50 by employing the motor generator 6 has been described. The hill hold device can also be applied to a vehicle that does not constitute two automatic transmission mechanisms.

  In the above embodiment, the actuator is used to drive the dog clutch sleeve of the transmission to realize the hill hold. However, the method of driving the sleeve is not limited to this, and various known methods are adopted. It's okay.

  Further, in the above embodiment, when the vehicle stops, the double meshing sleeve is moved so as to be half-engaged with the corresponding fixed gear, but the double meshing sleeve is moved in the fixed gear direction. The timing is not limited to this. For example, even when the double-engagement sleeve is moved in the fixed gear direction so that the half-engaged state is immediately brought into effect at the timing when the brake that has been turned on is released or turned off. Good.

  In the above embodiment, the vehicle drive device 100 includes the tilt sensor 101, and the control unit 1 determines that the vehicle is stopped on the uphill based on the detection value of the tilt sensor 101. Although the control is performed, the hill hold control may be performed regardless of whether or not the vehicle is stopped on an uphill.

  In the present invention, a hill hold is realized by creating a double meshing state in a plurality of combinations of a sleeve and a fixed gear in a transmission. Therefore, the configuration of an electric negative pressure pump or the like for supplying negative pressure to a brake booster is provided. It has the effect of realizing hill hold without need, and is useful as a hill hold device or the like for preventing the vehicle from moving backward due to its own weight when the brake is loosened when the vehicle is stopped.

DESCRIPTION OF SYMBOLS 100 Vehicle drive device 1 Control part 2 Engine 3 Clutch 4 1st automatic transmission mechanism 5 Connection mechanism 6 Motor generator 7 2nd automatic transmission mechanism 8 Inverter 9 Battery 10 Differential 101 Inclination sensor 50 Transmission 11-22 1st-12th gear 23 differential gear 24 motor gear 25 reduction gear 31-34 first to fourth dog clutch 41 input shaft 42 first output shaft 43 second output shaft 44 drive shaft 45 motor output shaft 51 fixed gear 510 engaged portion 521 convex portion 531 front teeth 541 Rear teeth 551 Groove 61a Sleeve 61b Clutch hub 610 Spline 611 High tooth 621 Low tooth 631 Spline tooth groove 641 Outer peripheral groove

Claims (6)

A hill hold device for preventing the vehicle from moving backward due to its own weight when the brakes are released in a stopped state,
By having a plurality of combinations of a sleeve and a fixed gear for transmitting the rotation of the power source to the output shaft, and changing the respective meshing states in the plurality of combinations of the sleeve and the fixed gear, A transmission capable of configuring a gear stage;
Driving means for driving the sleeve so as to mesh with the corresponding fixed gear or release the mesh with the corresponding fixed gear;
A control unit for controlling the driving means to change the meshing state in a plurality of combinations of the sleeve and the fixed gear in the transmission;
With
As the hill hold control, the control unit controls the driving means to create a double meshing state in a plurality of combinations of the sleeve and the fixed gear in the transmission, thereby preventing the vehicle from moving backward. Hill hold device characterized by   The sleeve meshed with the fixed gear to be in the double meshing state is additionally meshed with the corresponding fixed gear in the transmission in which the first gear is configured. The hill hold device according to claim 1. The plurality of sleeves have a small tooth high teeth and a plurality of low teeth provided between the high teeth,
The plurality of fixed gears have a plurality of rear teeth provided between the front teeth of the small teeth corresponding to the high teeth and the front teeth,
The control unit is configured such that the high teeth and the front teeth can be engaged with the sleeves engaged with the corresponding fixed gears as double engagement sleeves to make the double engagement state, and the low teeth 3. The hill according to claim 1, wherein the drive means is controlled to move in a direction toward the corresponding fixed gear until the rear teeth are in a semi-engaged state where the rear teeth cannot be engaged. Hold device.   In a state in which the high teeth of the double meshing sleeve and the front teeth of the corresponding fixed gear are engaged and hill hold is performed, the control unit is configured to control the corresponding fixed gear with respect to the double meshing sleeve. 4. The hill hold device according to claim 3, wherein the driving means is controlled so as to apply a driving force in a direction in which the driving force is removed.   5. The hill hold control according to claim 1, wherein the control unit performs the hill hold control when it is determined that the vehicle is stopped on an uphill based on a detection value of an inclination sensor that detects an inclination of the vehicle. The hill hold device according to any one of the above. A hill hold method for preventing the vehicle from moving backward due to its own weight when the brakes are released in a stopped state,
A plurality of shift stages having a plurality of combinations of a sleeve and a fixed gear for transmitting rotation of the power source to the output shaft, and changing a meshing state in the plurality of combinations of the sleeve and the fixed gear In the control unit, the control unit controls the driving means for driving the sleeve so as to mesh with the corresponding fixed gear or release the mesh with the corresponding fixed gear, A hill hold method characterized by preventing a vehicle from moving backward by creating a double meshing state of a plurality of combinations of the sleeve and the fixed gear in the transmission.

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