JP2017096386A - Controller of power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller of a power transmission device preventing malfunction of a synchromesh mechanism even when a start request of an engine occurs before release of a clutch with the synchromesh mechanism completes.SOLUTION: When an engine stop request occurs during engagement of an engagement clutch, release operation of the engagement clutch is started (ST3). During release operation of the engagement clutch, when an engine start request occurs (YES determination in ST5), on a condition that it is detected that release of the engagement clutch completes (YES determination in ST6), engagement operation of the engagement clutch is started (ST7). Consequently, excellent rotation synchronous action with a synchromesh mechanism in engagement of the engagement clutch can be obtained, and noise occurrence or engagement failure in clutch engagement can be avoided.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a control device for a power transmission device mounted on a vehicle or the like. In particular, the present invention relates to a control device applied to a power transmission device in which a clutch with a synchromesh mechanism is provided on a power transmission path.

  Conventionally, as disclosed in Patent Document 1, as a power transmission device mounted on a vehicle, power transmission is performed by a first power transmission path that transmits power by meshing a gear and a belt-type continuously variable transmission. One in which a second power transmission path is provided in parallel is known.

  The power transmission device of this type is engaged when a power transmission is performed by the second power transmission path, and a gear traveling clutch and a meshing clutch that are engaged when the power transmission is performed by the first power transmission path. And a belt running clutch.

  The meshing clutch is provided with a synchromesh mechanism. And when engaging a meshing clutch so that the power transmission by a 1st power transmission path | route may be started, the rotation of the rotating bodies of a meshing clutch is synchronized by a synchromesh mechanism.

  Specifically, the mesh clutch with the synchromesh mechanism includes a sleeve, a key, and a synchronizer ring that are always meshed with a gear that rotates by receiving power from the engine. Then, as the sleeve moves, the key is moved toward the synchronizer ring, and the key is brought into contact with the synchronizer ring to rotate them synchronously. In this state, the spline teeth provided on the inner peripheral surface of the sleeve are respectively meshed with the spline teeth provided on the synchronizer ring and the spline teeth provided on the synchronized gear (output side gear). Enables power transmission by the meshing clutch.

Japanese Patent Laying-Open No. 2015-105708

  By the way, in this type of power transmission device, for example, when the engine is stopped by turning off an ignition switch, the meshing clutch is released. That is, the sleeve is moved so as to release the meshing between the sleeve and the synchronized gear. This is for the purpose of preventing the vehicle from popping out at the next engine start, for example.

  However, it takes time to complete the release of the meshing clutch after the ignition switch is turned off. For this reason, if the ignition switch is turned on after the ignition switch is turned off until the release of the meshing clutch is completed, the meshing clutch is engaged before the release of the meshing clutch is completed. May work. In particular, when the engine operating time is short and the hydraulic oil temperature is low, the response time of the hydraulic equipment is low, so the time until the release of the meshing clutch is lengthened, leading to the situation described above. It becomes easy.

  As described above, in the synchromesh mechanism, the key is moved toward the synchronizer ring in accordance with the movement of the sleeve, and synchronous rotation is performed by bringing them into contact with each other. However, during the release operation of the meshing clutch, even if the sleeve is moved to the engagement side (even if the sleeve is moved to the engagement side in accordance with the ON operation of the ignition switch), the key follows it. May lead to a situation that does not. For example, since the key is disengaged from the key groove formed on the inner peripheral surface of the sleeve during the release operation of the meshing clutch, the key does not follow even if the sleeve is moved to the engagement side, and the synchronous rotation is performed. There is a risk that abnormal noise may occur when the meshing clutch is engaged, or a poor engagement may occur.

  The present invention has been made in view of such a point, and an object of the present invention is when a request for starting a driving force source such as an engine is generated before the release of the clutch with the synchromesh mechanism is completed. However, an object of the present invention is to provide a control device for a power transmission device that does not cause a malfunction of the synchromesh mechanism.

  In order to achieve the above object, the solution means of the present invention comprises a first power transmission path and a second power transmission path provided in parallel as a power transmission path for transmitting power from a driving force source, Power provided with a first clutch with a synchromesh mechanism that engages when power is transmitted through one power transmission path, and a second clutch that engages when power is transmitted through the second power transmission path A control device applied to the transmission device is assumed. A clutch release control unit for starting a release operation of the first clutch when a request to stop the driving force source is generated in a state where the first clutch is engaged with the control device of the power transmission device; A clutch release detector for detecting that the release of the first clutch has been completed by the release operation of the first clutch; and starting of the driving force source during the release operation of the first clutch by the clutch release controller A clutch engagement control unit for starting the engagement operation of the first clutch on the condition that the release of the first clutch is detected by the clutch release detection unit when a request is made; I am preparing.

  Due to this specific matter, when a start request for the driving force source is generated during the release operation of the first clutch, on the condition that the release of the first clutch is detected by the clutch release detection unit, The clutch engagement control unit starts the engagement operation of the first clutch. In other words, in the case where the engagement operation of the first clutch is started in a state where the release of the first clutch is not completed, it is possible that the rotation synchronization action of the synchromesh mechanism may not be satisfactorily obtained. The engagement operation of the first clutch is started on the condition that it is detected that the release of the first clutch is completed. Accordingly, the engagement operation of the first clutch is not started in a state where the release of the first clutch is not completed. As a result, it is possible to satisfactorily obtain the rotation synchronization action by the synchromesh mechanism when the engagement operation of the first clutch is started.

  In the present invention, the engagement operation of the first clutch is performed on the condition that it is detected that the release of the first clutch is completed when a drive force source start request is generated during the release operation of the first clutch. I'm trying to get started. As a result, it is possible to satisfactorily obtain the rotational synchronization action by the synchromesh mechanism when starting the engagement operation of the first clutch, and to avoid the occurrence of abnormal noise and poor engagement when the meshing clutch is engaged. it can.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram for explaining a schematic configuration of a power transmission device according to an embodiment. It is a figure which shows the engagement table of the engagement element for every traveling pattern by a power transmission device. It is a block diagram which shows a power transmission device and an engine control system. It is a flowchart figure which shows the procedure of the switching control of the meshing clutch according to an engine stop request | requirement and a start request | requirement. It is a timing chart figure showing an example of change of each of an ignition switch signal, an engine speed, a hub sleeve stroke position, a meshing clutch release judgment flag, and a meshing clutch oil pressure in an embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is applied to a power transmission device mounted on a vehicle will be described.

-Schematic configuration of power transmission device-
FIG. 1 is a skeleton diagram for explaining a schematic configuration of a power transmission device 1 according to the present embodiment. The power transmission device 1 transmits torque (power) from the engine 2 that is a driving force source for traveling toward the drive wheels 7L and 7R. This power transmission device 1 includes an output shaft 8 provided with a torque converter 3, a forward / reverse switching device 4, a belt-type continuously variable transmission 5 (hereinafter simply referred to as a continuously variable transmission 5), a gear mechanism 6, and an output gear 81. And a differential device 9 and the like.

  In the power transmission device 1, a first power transmission path that transmits power by meshing gears and a second power transmission path that transmits power by the continuously variable transmission 5 are provided in parallel. Specifically, in the first power transmission path, torque output from the engine 2 is input to the turbine shaft 31 via the torque converter 3, and this torque is transferred from the turbine shaft 31 to the forward / reverse switching device 4 and the gear mechanism 6. Is transmitted to the output shaft 8 via. On the other hand, in the second power transmission path, the torque input to the turbine shaft 31 is transmitted to the output shaft 8 via the continuously variable transmission 5. The power transmission path is switched between the first power transmission path and the second power transmission path in accordance with the traveling state of the vehicle (the configuration for switching the power transmission path will be described later). To do).

  The engine 2 is constituted by an internal combustion engine such as a gasoline engine or a diesel engine. The torque converter 3 includes a pump impeller 32 connected to the crankshaft of the engine 2 and a turbine impeller 33 connected to the forward / reverse switching device 4 via the turbine shaft 31. A lockup clutch 34 is provided between the pump impeller 32 and the turbine impeller 33. When the lockup clutch 34 is completely engaged, the pump impeller 32 and the turbine impeller 33 rotate integrally. Further, a mechanical oil pump P is connected to the pump impeller 32 of the torque converter 3. The oil pressure generated by the operation of the oil pump P accompanying the rotation of the pump impeller 32 is supplied as a source pressure to the oil pressure control circuit 12 (see FIG. 3). The combination and release can be switched.

  The forward / reverse switching device 4 includes a forward clutch C1, a reverse brake B1, and a double pinion type planetary gear device 41. The carrier 42 of the planetary gear unit 41 is integrally connected to the turbine shaft 31 and the input shaft 51 of the continuously variable transmission 5, the ring gear 43 is selectively connected to the housing 11 via the reverse brake B1, and the sun gear 44 is It is connected to the small diameter gear 61. Further, the sun gear 44 and the carrier 42 are selectively coupled via the forward clutch C1. Both the forward clutch C1 and the reverse brake B1 are hydraulic friction engagement elements that are frictionally engaged by a hydraulic actuator.

  The gear mechanism 6 includes the small-diameter gear 61 and a large-diameter gear 63 that meshes with the small-diameter gear 61 and is provided on the first counter shaft 62 so as not to be relatively rotatable. An idler gear 64 is provided around the same rotational axis as the first counter shaft 62 so as to be rotatable relative to the first counter shaft 62. Further, a meshing clutch D1 is provided between the first counter shaft 62 and the idler gear 64 to selectively connect and disconnect them. The meshing clutch D1 includes a first gear 65 formed on the first counter shaft 62, a second gear 66 formed on the idler gear 64, and a spline that can mesh with the first gear 65 and the second gear 66. And a hub sleeve 67 formed with teeth. The hub sleeve 67 is engaged with the first gear 65 and the second gear 66 so that the first counter shaft 62 and the idler gear 64 are connected. Further, the meshing clutch D1 includes a synchromesh mechanism S1 that synchronizes rotation when the hub sleeve 67 is engaged with the second gear 66.

  The synchromesh mechanism S1 includes a key 67a and a synchronizer ring 67b, and moves the key 67a toward the synchronizer ring 67b as the hub sleeve 67 moves (moves toward the second gear 66). By bringing 67a into contact with the synchronizer ring 67b, these are rotated synchronously. In this state, the spline teeth provided on the inner peripheral surface of the hub sleeve 67 are engaged with the spline teeth provided on the outer peripheral surface of the synchronizer ring 67b and the spline teeth provided on the outer peripheral surface of the second gear 66, respectively. This allows power transmission by the meshing clutch D1. The engagement of the meshing clutch D1 (the hub sleeve 67 is fitted to the first gear 65 and the second gear 66) and the release (the hub sleeve 67 is not fitted to the second gear 66) are the hydraulic control circuit 12 ( It is switched by a hydraulic pressure adjusted by an SLG solenoid valve (not shown) provided in FIG. Since a general hydraulic circuit is employed as the hydraulic circuit for switching the mesh clutch D1 by the hydraulic pressure adjusted by the SLG solenoid valve, description thereof is omitted here.

  The idler gear 64 is meshed with an input gear 68 having a larger diameter than the idler gear 64. The input gear 68 is provided so as not to rotate relative to the output shaft 8 disposed on the rotation axis common to the rotation axis of the secondary pulley 53 of the continuously variable transmission 5. The output shaft 8 is disposed so as to be rotatable around the rotation axis, and the input gear 68 and the output gear 81 are provided so as not to be relatively rotatable. The forward clutch C1 and the meshing clutch D1 are both engaged, and a belt traveling clutch C2 described later is released, so that the torque of the engine 2 causes the turbine shaft 31, the forward / reverse switching device 4 and the gear mechanism 6 to move. The first power transmission path is formed to be transmitted to the output shaft 8 via. Therefore, the meshing clutch D1 corresponds to the “first clutch with a synchromesh mechanism that is engaged when power is transmitted through the first power transmission path” according to the present invention.

  The continuously variable transmission 5 is provided on a power transmission path between the input shaft 51 and the output shaft 8 connected to the turbine shaft 31, and a primary pulley 52 that is an input side member provided on the input shaft 51, A secondary pulley 53 that is an output side member and a transmission belt 54 wound between the pair of pulleys 52 and 53 are provided, and a frictional force between the pair of pulleys 52 and 53 and the transmission belt 54 is generated. Power transmission is performed through.

  The primary pulley 52 includes a fixed sheave 52a that is fixed to the input shaft 51, a movable sheave 52b that is not rotatable relative to the input shaft 51 and is movable in the axial direction, and a space between them. A primary hydraulic actuator 52c that generates a thrust force to move the movable sheave 52b in order to change the V groove width. The secondary pulley 53 has a fixed sheave 53a, a movable sheave 53b that is not rotatable relative to the fixed sheave 53a and capable of moving in the axial direction, and a V groove width therebetween. A secondary hydraulic actuator 53c that generates a thrust force that moves the movable sheave 53b to be changed is provided.

  The actual transmission ratio γ (= input shaft rotational speed Nin / output shaft rotational speed Nout) is obtained by changing the engagement diameter (effective diameter) of the transmission belt 54 by changing the V groove width of the pair of pulleys 52 and 53. Can be changed continuously.

  Further, a belt traveling clutch C2 is provided between the continuously variable transmission 5 and the output shaft 8 so as to selectively connect and disconnect between them. The belt running clutch C2 is a hydraulic friction engagement element that is frictionally engaged by a hydraulic actuator. When the belt traveling clutch C2 is engaged and the forward clutch C1 is released, the torque of the engine 2 is transmitted to the output shaft 8 via the input shaft 51 and the continuously variable transmission 5. A second power transmission path is formed. For this reason, the belt traveling clutch C2 corresponds to the “second clutch that is engaged when power is transmitted through the second power transmission path” in the present invention.

  The output gear 81 is meshed with a large diameter gear 92 fixed to the second counter shaft 91. The second countershaft 91 is provided with a small diameter gear 94 that meshes with the diffring gear 93 of the differential device 9. The differential device 9 is configured by a known differential mechanism.

-Operation of power transmission device-
Next, the operation of the power transmission device 1 configured as described above will be described using an engagement table of engagement elements for each traveling pattern shown in FIG. In FIG. 2, C1 corresponds to the operating state of the forward clutch C1, C2 corresponds to the operating state of the belt traveling clutch C2, B1 corresponds to the operating state of the reverse brake B1, and D1 corresponds to the meshing clutch D1. Corresponds to the operating state. Further, “◯” indicates engagement (connection), and “×” indicates release (shutoff).

  First, a traveling pattern in which the torque of the engine 2 is transmitted to the output shaft 8 via the gear mechanism 6, that is, a traveling pattern in which the torque is transmitted through the first power transmission path will be described. This traveling pattern corresponds to the gear traveling of FIG. 2, and as shown in FIG. 2, the forward clutch C1 and the meshing clutch D1 are engaged, while the belt traveling clutch C2 and the reverse brake B1 are released.

  As the forward clutch C1 is engaged, the planetary gear device 41 that constitutes the forward / reverse switching device 4 rotates integrally, so that the small-diameter gear 61 rotates at the same rotational speed as the turbine shaft 31. Further, when the meshing clutch D1 is engaged, the first counter shaft 62 and the idler gear 64 are connected to rotate integrally. Therefore, when the forward clutch C1 and the meshing clutch D1 are engaged, the first power transmission path is established, and the torque of the engine 2 is converted to the torque converter 3, the turbine shaft 31, the forward / reverse switching device 4, and the gear mechanism. 6, it is transmitted to the output shaft 8 and the output gear 81 via the idler gear 64 and the input gear 68. Further, the torque transmitted to the output gear 81 is transmitted to the left and right drive wheels 7L and 7R via the large diameter gear 92, the small diameter gear 94, and the differential device 9.

  Next, a traveling pattern in which the torque of the engine 2 is transmitted to the output shaft 8 via the continuously variable transmission 5, that is, a traveling pattern in which the torque is transmitted through the second power transmission path will be described. This travel pattern corresponds to the belt travel (high vehicle speed) in FIG. 2, and as shown in the belt travel in FIG. 2, while the belt travel clutch C2 is engaged, the forward clutch C1, the reverse brake B1, and the meshing The clutch D1 is released.

  Since the secondary pulley 53 and the output shaft 8 are connected by engaging the belt traveling clutch C2, the secondary pulley 53, the output shaft 8 and the output gear 81 rotate integrally. Therefore, when the belt traveling clutch C2 is connected, the second power transmission path is established, and the torque of the engine 2 passes through the torque converter 3, the turbine shaft 31, the input shaft 51, and the continuously variable transmission 5. Is transmitted to the output shaft 8 and the output gear 81. Further, the torque transmitted to the output gear 81 is transmitted to the left and right drive wheels 7L and 7R via the large diameter gear 92, the small diameter gear 94, and the differential device 9. Here, the reason that the mesh clutch D1 is released during the belt traveling is to eliminate dragging of the gear mechanism 6 and the like during the belt traveling and to prevent the gear mechanism 6 and the like from rotating at a high vehicle speed. It is.

  The gear traveling is selected in the low vehicle speed region. The gear ratio (the rotational speed Nin of the turbine shaft 31 / the rotational speed Nout of the output shaft 8) when power is transmitted through the first power transmission path is larger than the maximum speed ratio γmax of the continuously variable transmission 5. Is set to a value. That is, the gear ratio in the first power transmission path is set to a value that is not established in the continuously variable transmission 5. Then, for example, when the running condition of the belt running is established by increasing the vehicle speed V, the belt running is switched. Here, when switching from gear travel to belt travel (high vehicle speed) and when switching from belt travel (high vehicle speed) to gear travel, the belt travel (medium vehicle speed) in FIG. It is done.

  For example, when switching from gear running to belt running (high vehicle speed), the state is changed from the state in which the forward clutch C1 and the meshing clutch D1 corresponding to gear running are engaged to the state in which the belt running clutch C2 and the meshing clutch D1 are engaged. It can be switched transiently. That is, the switching (stepped transmission) of the forward clutch C1 and the belt traveling clutch C2 is started. At this time, the power transmission path is switched from the first power transmission path to the second power transmission path, and the power transmission device 1 is substantially upshifted. Then, after the power transmission path is switched, the meshing clutch D1 is released in order to prevent unnecessary drag and high rotation of the gear mechanism 6 and the like.

  In addition, when switching from belt travel (high vehicle speed) to gear travel, the state is switched from the state in which the belt travel clutch C2 is engaged to the state in which the meshing clutch D1 is engaged in preparation for switching to gear travel. (Prepared for downshift). At this time, the rotation is also transmitted to the sun gear 44 of the planetary gear device 41 via the gear mechanism 6, and from this state, the forward clutch C1 and the belt travel clutch C2 are switched (the engagement of the forward clutch C1). When the belt traveling clutch C2 is released), the power transmission path is switched from the second power transmission path to the first power transmission path. At this time, the power transmission device 1 is substantially downshifted.

-Control system-
FIG. 3 is a block diagram showing a control system of the power transmission device 1 and the engine 2. The ECU 100 is configured to include a so-called microcomputer including a CPU, a RAM, a ROM, an input / output interface, and the like. The ECU 100 executes output control of the engine 2, shift control of the continuously variable transmission 5, belt clamping pressure control, control for switching the power transmission path of the power transmission device 1, and the like. Further, as will be described later, the ECU 100 also performs switching control of the meshing clutch D1 when the ignition switch 118 is turned off and on in a short time.

  The ECU 100 includes a signal indicating the rotation angle (position) Acr of the crankshaft detected by the engine rotation speed sensor 110 and the rotation speed (engine rotation speed) Ne of the engine 2, and the turbine shaft 31 detected by the turbine rotation speed sensor 111. , A signal representing the rotational speed (turbine rotational speed) Nt, a signal representing the input shaft rotational speed Nin which is the rotational speed of the input shaft 51 of the continuously variable transmission 5 detected by the input shaft rotational speed sensor 112, and the output shaft rotational speed A signal representing the output shaft rotational speed Nout, which is the rotational speed of the output shaft 8 corresponding to the vehicle speed V detected by the sensor 113, a signal representing the throttle opening θth of the electronic throttle valve detected by the throttle sensor 114, and the accelerator opening Accelerator, which is an operation amount of an accelerator pedal as a driver's acceleration request amount detected by the sensor 115 A signal representing the opening Acc, a signal representing the brake-on Bon indicating that the foot brake, which is a service brake detected by the foot brake switch 116, is operated, and the lever position (operation of the shift lever) detected by the lever position sensor 117 Position) A signal representing Psh, an ON / OFF signal from the ignition switch 118 operated by the driver, a signal representing the stroke position SPh of the hub sleeve 67 detected by the stroke sensor 119, and the like are supplied.

  The ignition switch 118 is formed of, for example, a push-type switch, and alternately outputs an ON signal and an OFF signal to the ECU 100 every time the driver performs a pushing operation.

  The stroke sensor 119 is composed of a linear encoder or the like, and as a stroke position of the hub sleeve 67, a position where the mesh clutch D1 is released (a position where the hub sleeve 67 is not fitted to the second gear 66) and a position where it engages ( The position of the hub sleeve 67 with respect to the second gear 66 is detected, and a signal corresponding to the stroke position of the hub sleeve 67 is output to the ECU 100.

  Further, the ECU 100 sequentially calculates an actual speed ratio γ (= Nin / Nout) established in the power transmission device 1 based on, for example, the output shaft rotational speed Nout and the input shaft rotational speed Nin.

  Further, from the ECU 100, an engine output control command signal Se for output control of the engine 2, a hydraulic control command signal Sccv for hydraulic control related to the shift of the continuously variable transmission 5, and switching of the power transmission path of the power transmission device 1. The hydraulic control command signal Sswt to the forward / reverse switching device 4 (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 and closing of the throttle valve of the engine 2, an injection signal for controlling the amount of fuel injected from the injector, An ignition timing signal or the like for controlling the ignition timing is output.

  Further, as the hydraulic control command signal Sccv, a command signal for driving an SLP solenoid valve (not shown) that regulates the primary hydraulic pressure supplied to the primary hydraulic actuator 52c, and a secondary hydraulic pressure supplied to the secondary hydraulic actuator 53c are adjusted. A command signal for driving an SLS solenoid valve (not shown) to be pressed is output to the hydraulic control circuit 12.

  The primary hydraulic pressure is a hydraulic pressure for adjusting the gear ratio of the continuously variable transmission 5. The secondary hydraulic pressure is a hydraulic pressure for adjusting the belt clamping pressure. That is, the speed ratio control of the continuously variable transmission 5 is such that the speed ratio γ of the continuously variable transmission 5 is controlled so as to be a target speed ratio calculated based on the accelerator opening Acc, the vehicle speed V, the brake signal Bon, and the like. The At this time, the primary hydraulic pressure and the secondary hydraulic pressure are adjusted so as to achieve the target gear ratio of the continuously variable transmission 5 in which the operating point of the engine 2 is on the optimum fuel consumption line while preventing belt slippage of the continuously variable transmission 5. Pressed. From the ECU 100, a command signal for primary command oil pressure for achieving the target primary oil pressure and a command signal for secondary command oil pressure for achieving the target secondary oil pressure are output to the hydraulic pressure control circuit 12. Then, the SLP solenoid valve is operated according to the command signal for the primary command oil pressure, and the SLS solenoid valve is operated according to the command signal for the secondary command oil pressure.

  Further, as the hydraulic control command signal Sswt, each linear solenoid valve for controlling the hydraulic pressure supplied to the hydraulic actuators of the forward clutch C1, the reverse brake B1, the belt traveling clutch C2, the meshing clutch D1, and the synchromesh mechanism S1. A command signal or the like for driving is output to the hydraulic control circuit 12.

−Matching clutch switching control−
Next, switching control of the meshing clutch D1, which is a feature of the present embodiment, will be described. This switching control is switching control of the meshing clutch D1 when the OFF operation and ON operation of the ignition switch 118 are performed in a short time.

  The power transmission device 1 according to the present embodiment is configured to release the meshing clutch D1 when the vehicle stops from the traveling state in the gear traveling and the engine 2 is stopped by turning off the ignition switch 118. That is, the hub sleeve 67 is moved so as to release the engagement between the hub sleeve 67 and the second gear 66 by reducing the hydraulic pressure (meshing clutch hydraulic pressure) adjusted by the SLG solenoid valve. This is for the purpose of preventing the vehicle from popping out at the next engine start, for example.

  However, it takes time until the release of the meshing clutch D1 is completed after the ignition switch 118 is turned off. For this reason, until now, when the ON operation of the ignition switch 118 is performed between the time when the ignition switch 118 is turned OFF and the release of the meshing clutch D1 is completed, the release of the meshing clutch D1 is completed. Previously, the meshing clutch D1 may be operated to the engagement side. In particular, in a situation where the operation time of the engine 2 is short and the hydraulic oil temperature (transmission oil temperature) is low, the response time of the hydraulic equipment is low, and thus the time until the release of the meshing clutch D1 is long. It was easy to invite the situation described above.

  As described above, in the synchromesh mechanism S1, the key 67a is moved toward the synchronizer ring 67b in accordance with the movement of the hub sleeve 67, and synchronous rotation is performed by bringing them into contact with each other. However, during the releasing operation of the engagement clutch D1, the hub sleeve 67 may be moved to the engagement side (the hub sleeve 67 may be moved to the engagement side in accordance with the ON operation of the ignition switch 118). ), The key 67a may not follow it. For example, since the key 67a is disengaged from the key groove formed on the inner peripheral surface of the hub sleeve 67 during the releasing operation of the engagement clutch D1, the key 67a is not moved even if the hub sleeve 67 is moved to the engagement side. There was a possibility that the synchronous rotation could not be performed without the follow-up, and an abnormal noise was generated when the meshing clutch D1 was engaged, or a poor engagement could occur.

  In view of this point, the present embodiment causes a malfunction of the synchromesh mechanism S1 even if the ON operation of the ignition switch 118 (starting request of the engine 2) occurs before the release of the meshing clutch D1 is completed. Switching control of the meshing clutch D1 that is not performed is performed.

  Specifically, first, an OFF signal is output from the ignition switch 118 by an OFF operation of the ignition switch 118 (pressing operation of the ignition switch 118 during operation of the engine 2) while the meshing clutch D1 is engaged. When the engine 2 is requested to stop, the release operation of the meshing clutch D1 is started. Further, it is detected whether or not the engagement clutch D1 has been released by the release operation of the engagement clutch D1. Then, during the release operation of the engagement clutch D1 (before the release of the engagement clutch D1 is completed), an ON signal is output from the ignition switch 118 by an ON operation of the ignition switch 118 (an operation of pushing the ignition switch 118 again). When the engine 2 is requested to start, the engagement operation of the engagement clutch D1 is started on the condition that the release of the engagement clutch D1 is detected based on the output signal from the stroke sensor 119. Let These operations are executed by the ECU 100.

  For this reason, in ECU 100, when the engagement clutch D1 is engaged, when a request to stop the engine 2 is generated due to the OFF operation of the ignition switch 118, a functional portion that executes an operation for starting the release operation of the engagement clutch D1. Is configured as a clutch release control unit in the present invention. In addition, a functional part that performs an operation of detecting whether or not the engagement clutch D1 has been released by the operation of releasing the engagement clutch D1 is configured as a clutch release detection unit referred to in the present invention. Further, during the release operation of the engagement clutch D1, when a request for starting the engine 2 is generated by turning on the ignition switch 118, it is detected that the release of the engagement clutch D1 is detected. The functional part that executes the operation for starting the engagement operation is configured as a clutch engagement control unit in the present invention.

  Hereinafter, a specific procedure of the above-described meshing clutch switching control will be described with reference to the flowchart of FIG. This flowchart is repeatedly executed every predetermined time after the engine 2 is started.

  First, in step ST1, it is determined whether or not the meshing clutch D1 is currently engaged. That is, it is determined whether or not the power transmission state in the power transmission device 1 is a power transmission state by the first power transmission path.

  Specifically, as described above, since the gear traveling is selected in the low vehicle speed region, the lever position Psh of the shift lever detected by the lever position sensor 117 is at the D (drive) position, and the output shaft rotation speed sensor If the output shaft rotational speed Nout detected by the motor 113 corresponds to a predetermined vehicle speed (for example, 10 km / h) or less, it is determined that the meshing clutch D1 is in an engaged state. This value is not limited to this. Further, it is monitored whether or not the hydraulic pressure command signal output to the SLG solenoid valve is to engage the meshing clutch D1, and this hydraulic pressure command signal causes the meshing clutch D1 to be engaged. If it is, it may be determined that the meshing clutch D1 is in an engaged state. Further, the mesh clutch hydraulic pressure supplied to the mesh clutch D1 is detected by a hydraulic pressure sensor, and when the mesh clutch hydraulic pressure (actual hydraulic pressure) is equal to or higher than a predetermined value, it is determined that the mesh clutch D1 is in an engaged state. You may do it.

  The meshing clutch D1 is in a disengaged state, that is, for example, when the current power transmission state in the power transmission device 1 is a power transmission state (belt running) by the second power transmission path, or when the meshing clutch D1 has already been released. If it is completed (for example, the release of the meshing clutch D1 is completed by a release operation performed in step ST3 described later), and if NO is determined in step ST1, it is determined that the switching control of the meshing clutch is not necessary, and Returned. That is, the disengaged state of the meshing clutch D1 is maintained.

  On the other hand, if the meshing clutch D1 is in the engaged state and a YES determination is made in step ST1, the process proceeds to step ST2 to determine whether or not a stop request for the engine 2 has been generated. Specifically, it is determined whether or not the ignition switch 118 is pushed and an OFF signal is output from the ignition switch 118.

  If the engine 2 stop request has not been made and the determination in step ST2 is NO, the control is returned as it is because the switching control of the meshing clutch is not necessary. That is, the engagement state of the meshing clutch D1 is maintained. In this case, since the operation of the engine 2 is continued and the meshing clutch D1 is engaged, the gear traveling or the belt traveling (medium vehicle speed) is performed.

  On the other hand, when a stop request for the engine 2 is generated and YES is determined in step ST2, the process proceeds to step ST3, and the disengagement operation of the meshing clutch D1 is started. That is, the hydraulic pressure adjusted by the SLG solenoid valve releases the mesh clutch D1, that is, the hydraulic pressure is applied to the SLG solenoid valve so as to retract the hub sleeve 67 from the second gear 66 (release the mesh). A command signal is output.

  The operation of the steps ST1 to ST3 is “operation by the clutch release control unit” in the present invention, and when the drive force source stop request is generated in the state where the first clutch is engaged, the first clutch Corresponds to the operation of starting the release operation.

  After the release operation of the meshing clutch D1 is thus started, the process proceeds to step ST4, and it is determined whether or not the release operation of the meshing clutch D1 is completed. Specifically, it is determined whether or not the stroke position of the hub sleeve 67 detected by the stroke sensor 119 has reached the stroke position at which the meshing clutch D1 is released. As an example of the stroke position at which the engagement clutch D1 is in the released state (the stroke position at which it is determined that the release operation is completed), the position of the hub sleeve 67 is formed on the inner peripheral surface of the hub sleeve 67. It is defined as a position where the key 67a is fitted in the key groove. Alternatively, the position of the hub sleeve 67 is the position most retracted from the second gear 66 in the stroke range (the position where the hub sleeve 67 does not mesh with either the spline teeth of the second gear 66 or the spline teeth of the synchronizer ring 67b). You may prescribe.

  The determination as to whether or not the disengagement operation of the meshing clutch D1 has been completed may be made by detecting the meshing clutch hydraulic pressure supplied to the meshing clutch D1 using a hydraulic pressure sensor. That is, it is determined that the disengagement operation of the meshing clutch D1 is completed when the meshing clutch hydraulic pressure (actual hydraulic pressure) becomes a predetermined value or less.

  At the time when the release operation of the meshing clutch D1 is started, the release operation of the meshing clutch D1 has not yet been completed, so a NO determination is made in step ST4, and the process proceeds to step ST5. In step ST5, it is determined whether or not a start request for the engine 2 has occurred. Specifically, it is determined whether or not the ignition switch 118 is pushed and an ON signal is output from the ignition switch 118.

  If no start request for the engine 2 is generated and NO is determined in step ST5, the process returns to step ST4 to determine whether or not the disengagement operation of the meshing clutch D1 is completed as described above.

  If the release operation of the meshing clutch D1 is completed without a request for starting the engine 2 (without being determined YES in step ST5), the determination is YES in step ST4, and the meshing clutch is disengaged. Switching control (switching control to the engagement side) is not necessary, and the process returns as it is. That is, the disengaged state of the meshing clutch D1 is maintained. In this case, the engine 2 is stopped and the meshing clutch D1 is released accordingly.

  On the other hand, if the start request of the engine 2 is generated without completing the disengagement operation of the meshing clutch D1 (without YES determination in step ST4), YES determination is made in step ST5, and step ST6. Move on.

  In step ST6, similarly to the operation in step ST4, it is determined whether or not the releasing operation of the meshing clutch D1 is completed. This determination operation also determines whether or not the stroke position of the hub sleeve 67 detected by the stroke sensor 119 has reached the stroke position at which the meshing clutch D1 is released. Alternatively, the engagement clutch hydraulic pressure supplied to the engagement clutch D1 is detected by a hydraulic pressure sensor, and it is determined whether or not the engagement clutch hydraulic pressure has become a predetermined value or less.

  The operation of step ST6 corresponds to the “operation by the clutch release detection unit, which detects that the release of the first clutch is completed by the release operation of the first clutch” in the present invention.

  If the release operation of the meshing clutch D1 is not completed and NO is determined in step ST6, it waits for the completion of the release operation of the meshing clutch D1. That is, even if a start request for the engine 2 is generated, the start of the engagement operation of the engagement clutch D1 is delayed by waiting for the completion of the release operation of the engagement clutch D1.

  When the release operation of the mesh clutch D1 is completed and YES is determined in step ST6, the process proceeds to step ST7, and the engagement operation of the mesh clutch D1 is started. That is, the hydraulic pressure adjusted by the SLG solenoid valve engages the meshing clutch D1, that is, moves the hub sleeve 67 toward the second gear 66 (moves in the direction meshing with the second gear 66). Thus, a hydraulic pressure command signal is output to the SLG solenoid valve.

  The operation of this step ST7 is the “operation by the clutch engagement control unit” according to the present invention, and when the driving force source start request is generated during the release operation of the first clutch by the clutch release control unit, This corresponds to “operation for starting the engagement operation of the first clutch on the condition that the release of the clutch has been detected by the clutch release detector”.

  After the engagement operation of the meshing clutch D1 is started in this way, the process proceeds to step ST8, and it is determined whether or not the engagement operation of the meshing clutch D1 is completed. This determination is also made based on the stroke position of the hub sleeve 67 detected by the stroke sensor 119. That is, it is determined whether or not the stroke position of the hub sleeve 67 detected by the stroke sensor 119 has reached the stroke position at which the engagement clutch D1 is engaged. As an example of the stroke position at which the engagement clutch D <b> 1 is engaged here, the position of the hub sleeve 67 is defined as a position where the spline teeth of the hub sleeve 67 mesh with the spline teeth of the second gear 66. Further, a meshing clutch hydraulic pressure (actual hydraulic pressure) supplied to the meshing clutch D1 is detected by a hydraulic pressure sensor, and based on the meshing clutch hydraulic pressure, it is determined whether or not the engagement operation of the meshing clutch D1 is completed. Also good.

  If the engagement operation of the meshing clutch D1 has not been completed and a NO determination is made in step ST8, it waits for the engagement operation of the meshing clutch D1 to be completed.

  When the engagement operation of the meshing clutch D1 is completed and a YES determination is made in step ST8, the gear travel is enabled and the process returns. In this case, the meshing clutch D1 is engaged as the engine 2 is restarted, so that the gear traveling is performed.

  Since such switching control of the meshing clutch D1 is performed, the control device for the power transmission device according to the present invention is configured by the ECU 100 (more specifically, by each functional part in the ECU 100 described above). This control device is configured to receive signals from the output shaft rotation speed sensor 113, the ignition switch 118, the stroke sensor 119, and the like as input signals. In addition, this control device is configured to output a hydraulic pressure command signal or the like to the SLG solenoid valve as an output signal.

  FIG. 5 shows an ignition switch signal, an engine speed, a stroke position of the hub sleeve 67, a release determination flag of the engagement clutch D1 (a flag that becomes 1 when the engagement clutch D1 is released), an engagement clutch in the present embodiment. It is a timing chart figure showing an example of change of each oil pressure.

  In the example shown in FIG. 5, an OFF signal is output from the ignition switch 118 at the timing T1, and the engine rotation speed decreases accordingly. Further, in response to the engine stop request, the target value (target hydraulic pressure) of the mesh clutch hydraulic pressure supplied to the mesh clutch D1 is set to 0 at timing T2. Thereafter, the actual hydraulic pressure of the meshing clutch hydraulic pressure decreases with a predetermined time delay.

  An ON signal is output from the ignition switch 118 at timing T3 before the stroke position of the hub sleeve 67 moves toward the clutch release side. At this time, the release operation of the mesh clutch D1 is not completed (the stroke position of the hub sleeve 67 is not the clutch release position, and the release determination flag is 0), so the target hydraulic pressure of the mesh clutch hydraulic pressure is set. Is kept low, and the disengagement operation of the meshing clutch D1 is continued.

  At timing T4, the stroke position of the hub sleeve 67 reaches a position at which the release operation of the meshing clutch D1 is completed. At this time, the release determination flag of the meshing clutch D1 is set from 0 to 1. That is, even if the ON signal is output from the ignition switch 118, the target hydraulic pressure of the meshing clutch hydraulic pressure is set to 0 until this timing T4 (until the disengagement operation of the meshing clutch D1 is completed). Then, when the stroke position of the hub sleeve 67 reaches a position at which the disengagement operation of the engagement clutch D1 is completed (timing T4), the target oil pressure of the engagement clutch oil pressure is set high. That is, the engagement operation of the meshing clutch D1 is started. Along with this, the actual hydraulic pressure of the meshing clutch hydraulic pressure increases with a predetermined delay. Then, the stroke position of the hub sleeve 67 moves toward the clutch engagement side, and the engagement operation of the meshing clutch D1 is completed at timing T5.

  The two-dot chain line in the figure indicates that the target hydraulic pressure of the mesh clutch hydraulic pressure is set high before the release operation of the mesh clutch D1 is completed when the ON signal is output from the ignition switch 118 during the release operation of the mesh clutch D1. Thus, the engagement operation of the meshing clutch D1 is started. In this case, the rotation synchronization action by the synchromesh mechanism S1 cannot be obtained satisfactorily, and the hub sleeve 67 cannot be smoothly moved.

  As described above, in the present embodiment, when the start request of the engine 2 is generated during the releasing operation of the meshing clutch D1, the release of the meshing clutch D1 is completed based on the output signal from the stroke sensor 119. The engagement operation of the meshing clutch D1 is started on the condition that it is detected. In other words, when the engagement operation of the mesh clutch D1 is started in a state where the release of the mesh clutch D1 is not completed, there is a possibility that the rotation synchronization action of the synchromesh mechanism S1 may not be obtained satisfactorily. The engagement operation of the engagement clutch D1 is started on the condition that the release of the engagement clutch D1 is detected. Thus, the engagement operation of the mesh clutch D1 is not started in a state where the release of the mesh clutch D1 is not completed. As a result, it is possible to satisfactorily obtain the rotational synchronization action by the synchromesh mechanism S1 when the engagement operation of the meshing clutch D1 is started, and avoid the occurrence of abnormal noise and poor engagement when the meshing clutch D1 is engaged. be able to.

-Other embodiments-
In the embodiment described above, the situation in which the stop request for the engine 2 is generated has been described by taking as an example a case where an OFF signal is output from the ignition switch 118 by a pressing operation of the ignition switch 118. The present invention is not limited to this, and can also be applied to a vehicle that performs so-called idling stop control for stopping the engine when the vehicle is stopped, when a stop request for the engine 2 is generated when the vehicle stops. That is, when the brake pedal depression operation is released within a short period of time after the vehicle stops and the engine 2 is requested to start, the engagement of the engagement clutch D1 is waited until the release of the engagement clutch D1 is completed. The joint operation is started.

  In the embodiment, the case where the present invention is applied to a vehicle in which only an engine is mounted as a driving force source has been described. The present invention is not limited to this, and can also be applied to a hybrid vehicle in which an engine and an electric motor are mounted as driving force sources, and an electric vehicle in which only an electric motor is mounted as a driving force source.

  The present invention can be applied to a power transmission device in which a first power transmission path that transmits power by meshing gears and a second power transmission path that transmits power by a belt-type continuously variable transmission are provided in parallel. It is.

1 Power transmission device 2 Engine (drive power source)
100 ECU
118 Ignition switch 119 Stroke sensor D1 Engagement clutch (first clutch)
C2 Belt travel clutch (second clutch)
S1 Synchromesh mechanism

Claims (1)

A first power transmission path and a second power transmission path are provided in parallel as power transmission paths for transmitting power from the driving force source, and are engaged when power is transmitted through the first power transmission path. In a control device applied to a power transmission device including a first clutch with a synchromesh mechanism and a second clutch engaged when transmitting power through the second power transmission path,
A clutch release control unit for starting a release operation of the first clutch when a request to stop the driving force source is generated in a state where the first clutch is engaged;
A clutch release detector for detecting that the release of the first clutch is completed by the releasing operation of the first clutch;
During the release operation of the first clutch by the clutch release control unit, the release of the first clutch is detected by the clutch release detection unit when a request for starting the driving force source is generated. And a clutch engagement control section for starting the engagement operation of the first clutch on the condition of the above.

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