JP2019182078A - Controller of power transmission device - Google Patents

Abstract

To provide a controller of power transmission device capable of determining properly, occurrence of positional deviation in a circumferential direction between parts of a synchronizer.SOLUTION: The invention is configured to perform first positioning for bringing a protrusion (33c) of a blocking ring (33) into contact with one end surface (L end surface) in a circumferential direction on a slot (31b) of a hub (31) which is provided on a synchronizer (SL), then, determine a first balk position (L1) when in-gear operation of the synchronizer (SL) is performed in the state, then, perform second positioning for bringing the protrusion (33c) into contact with the other end surface (R end surface) in a circumferential direction on the slot (31b), then, determine a second balk position (L2) when in-gear operation of the synchronizer (SL) is performed in the state, then, compare difference between the first balk position (L1) and the second balk position (L2) and a preset one or plurality of threshold values, for determining presence or degree of wear on one end surface (L end surface) or the other end surface (R end surface) of the slot (31b).SELECTED DRAWING: Figure 15

Description

  The present invention relates to a control device for a power transmission device such as a transmission mounted on a vehicle, and more particularly to a control device for controlling a synchronization device (synchromesh device) included in the power transmission device.

  A transmission, which is one of the power transmission devices mounted on a vehicle, is configured to change the gear position by changing the meshing of the gears of each gear according to a shift operation. Regarding such a transmission, for example, Patent Document 1 has proposed.

  A transmission for a vehicle proposed in Patent Document 1 includes a planetary gear mechanism provided at one axial end of an input shaft that is rotationally driven by a drive source, and ON / OFF of the ring gear of the planetary gear mechanism to be fixed to a housing. A synchronizer that is turned off, a transmission drive gear that is rotatably provided on the input shaft and rotates together with the carrier of the planetary gear mechanism, and a transmission driven gear that is fixed to the output shaft and meshes with the transmission drive gear. ing. For example, when the first speed is selected as the gear position, the ring gear is fixed to the housing by the synchronization device. Thus, the rotation of the input shaft is transmitted to the speed change drive gear via the sun gear, the planetary gear and the carrier of the planetary gear mechanism, and the rotation of the speed change drive gear is transmitted to the output shaft via the speed change driven gear. .

  As for the synchronization device provided in the transmission, for example, as shown in Patent Document 2, a hub, a sleeve that is spline-fitted to the outer periphery of the hub and slidable in the axial direction, a dog gear fixed to the housing, And a blocking ring disposed between the dog gear and the hub in the axial direction. Then, a protrusion formed on the outer periphery of the blocking ring is brought into contact with any one end surface in the circumferential direction (rotation direction) of the notch-shaped slot formed on the outer periphery of the hub. It is configured to perform circumferential positioning.

Japanese Patent No. 5480248 JP2013-181612A

  However, in the synchronization device having the above-described configuration, for example, when the end surface of the hub slot that contacts the projection of the blocking ring is excessively worn due to many years of use, the circumferential positional displacement between the hub and the blocking ring is difficult. May occur. Then, there is a possibility that the synchronization engagement operation of the synchronization device cannot be performed smoothly due to the position shift. Accordingly, the synchronization engagement operation by the synchronization device can be performed by appropriately determining that a circumferential positional deviation has occurred between the hub and the blocking ring due to the wear of the end face as described above. It is desirable that appropriate measures such as replacement of parts and maintenance can be taken in advance before the smooth operation cannot be performed.

  The present invention has been made in view of the above problems, and an object of the present invention is to make it possible to appropriately determine whether or not there is a circumferential positional shift between the components of the synchronization device. It is an object of the present invention to provide a control device for a power transmission device that can prevent an engagement operation from being hindered in advance.

  In order to achieve the above object, a control device for a power transmission device according to the present invention includes a first member (15r) installed to be rotatable and a first member (15r) installed to be rotatable relative to the first member (15r). Synchronizing device for synchronously engaging the first member (15r) and the second member (30) disposed between the two members (30), the first member (15r) and the second member (30) (SL), a power transmission device (1) including at least a motor (3) capable of rotating the first member (15r) with the generated rotational power, and a control for controlling the power transmission device (1). The synchronization device (SL) includes a hub (31) fixed to the first member (15r), and can be slid in the axial direction by spline fitting to the outer periphery of the hub (31). Sleeve (32) and doggie fixed to second member (30) (34) and a blocking ring (33) disposed between the dog gear (34) and the hub (31) in the axial direction, and a notch-like slot (31b) formed in the hub (31). By bringing the protrusion (33c) formed on the blocking ring (33) into contact with any one end surface in the circumferential direction (for example, the L end surface or the R end surface of the embodiment described later), the hub (31) and the blocking ring ( 33) is positioned in the circumferential direction, and the control device (100) performs first positioning in which the protrusion (33c) is brought into contact with one circumferential end surface (L end surface) of the slot (31b), In this state, the first boke position (L1), which is the boke position when the in-gear operation of the synchronizer (SL) is performed, is determined, and the circumference in the slot (31b) is determined. Second position (L2), which is the boke position when the in-gear operation of the synchronizer (SL) is performed in this state by performing the second positioning in which the projection (33c) is brought into contact with the other end face (R end face) in the direction. ) And comparing the difference between the first balk position (L1) and the second balk position (L2) with one or more preset threshold values, one end face (L end face) or the other The present invention is characterized in that it is configured to determine whether or not the end face (R end face) is worn or not.

  According to the control device for a power transmission device according to the present invention, the first boke position when positioning is performed on one end face of the slot of the hub, and the second boke position when positioning is performed on the other end face. By comparing, it is possible to determine the presence / absence of the wear between the one end face and the other end face, or the degree of wear, so that the peripheral surface between the hub and the blocking ring is caused by the wear of the end face of the slot of the hub. It becomes possible to appropriately determine that the positional deviation of the direction has occurred. Therefore, it is possible to take appropriate measures such as replacement of parts and maintenance before the synchronization engagement operation by the synchronization device cannot be performed smoothly.

  Moreover, in this invention of the said structure, a power transmission device (1) is a transmission mounted in a hybrid vehicle provided with an internal combustion engine (2) and an electric motor (3) as a drive source, and by internal combustion engine (2) The planetary gear mechanism (15) provided on the input shaft (4) to be rotationally driven and the carrier (15c) of the planetary gear mechanism (15) provided integrally with the planetary gear mechanism (15) so as to be relatively rotatable on the input shaft (4). A rotating transmission gear (16) that rotates, and a transmission driven gear (22) that is fixed to the output shaft (6) and meshes with the transmission driving gear (16). The first member (15r) is a planetary gear mechanism. The ring gear (15r) of (15), the second member (30) is the housing (30) of the transmission (1), and the input shaft to which the sun gear (15s) of the planetary gear mechanism (15) is fixed ( 4) Connect one end of the axial direction of the motor (3) The controller (100) controls the rotational speeds of the rotor (3a) and the sun gear (15s) of the electric motor (3) and controls the hub (31) when performing the first positioning. ) Is rotated forward to bring one end face (L end face) of the slot (31b) of the hub (31) into contact with the protrusion of the blocking ring (33), while the second positioning is performed. By controlling the rotational speeds of the rotor (3a) and the sun gear (15s) of the electric motor (3) to reverse the hub (31), the other end face (R end face) of the slot (31b) of the hub (31) You may make it contact the processus | protrusion of a blocking ring (33).

  In a transmission in which an electric motor is installed on an input shaft, it is possible to control the sun gear on the input shaft to rotate at a desired number of rotations in both forward and reverse rotations by the rotation of the electric motor. Therefore, in the control according to the present invention, it is possible to easily perform positioning on one end face of the slot and positioning on the other end face by controlling the rotation speed of the electric motor.

  In the present invention configured as described above, when the first speed is selected as the shift speed, the transmission (1) fixes the ring gear (15r) to the housing (30) by the synchronization device (SL), and the input shaft The rotation of (4) is transmitted to the transmission drive gear (16) through the sun gear (15s), planetary gear (15p) and carrier (15c) of the planetary gear mechanism (15), and the rotation of the transmission drive gear (16). May be transmitted to the output shaft (6) through the transmission driven gear (22).

  According to the control device for a power transmission device according to the present invention, since it is possible to appropriately determine whether or not there is a circumferential positional shift between the components of the synchronization device, it is possible to prevent trouble in the synchronous engagement operation in advance. Can be prevented.

It is the schematic which shows the structural example of the hybrid vehicle provided with the control apparatus concerning one Embodiment of this invention. It is a skeleton figure which shows typically the basic composition of the transmission provided with the synchronizer. FIG. 3 is a half-sectional view of a ring gear synchronization device for a transmission. It is a figure explaining the case where a processus | protrusion contacts the L end surface of a slot, and is the sectional view on the AA line of FIG. It is a figure explaining the case where a protrusion contact | abuts to the L end surface of a slot, and is the BB sectional drawing of FIG. It is a figure explaining the case where a processus | protrusion contacts the R end surface of a slot, and is the sectional view on the AA line of FIG. It is a figure explaining the case where a processus | protrusion contacts the R end surface of a slot, and is the DD sectional view taken on the line of FIG. It is a velocity diagram of the planetary gear mechanism when the protrusion comes into contact with the L end surface of the slot. FIG. 6 is a velocity diagram of the planetary gear mechanism when the protrusion comes into contact with the R end surface of the slot. It is a figure similar to FIG. 4 which shows operation | movement of a ring gear synchronizer in the operation | movement order. It is a figure similar to FIG. 4 which shows the state which the problem generate | occur | produced. It is CC sectional view taken on the line of FIG. It is a figure for demonstrating the relationship between the grade of abrasion of the end surface (L end surface) of a slot, and a boke position (sleeve contact position). It is a figure for demonstrating the reason a difference arises in a boke position by positioning by L end surface, and positioning by R end surface. It is a flowchart which shows the procedure of the control concerning this invention. It is a graph which shows the change of the motor rotation speed at the time of performing control concerning the present invention, and a shift stroke.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. As shown in FIG. 1, the vehicle according to this embodiment is a hybrid vehicle equipped with an engine (internal combustion engine) 2 and an electric motor (motor / generator) 3 as drive sources, and further controls the electric motor 3. Inverter (electric motor control means) 200, a battery 300, a transmission (transmission) 1, a differential mechanism 50, left and right drive shafts 60R, 60L, and left and right drive wheels WR, WL. Here, the electric motor 3 includes a motor generator, and the battery 300 is a capacitor and includes a capacitor. The engine 2 is an internal combustion engine and includes a diesel engine and a turbo engine. The rotational driving force of the engine 2 and the electric motor 3 is transmitted to the left and right drive wheels WR, WL via the transmission 1, the differential mechanism 50, and the drive shafts 60R, 60L.

  The vehicle also includes an electronic control unit (ECU) 100 for controlling the engine 2, the electric motor 3, the transmission 1, the differential mechanism 50, the inverter (electric motor control means) 200, and the battery 300, respectively. The electronic control unit 100 is a control device according to the present invention and is not only configured as a single unit, but also, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the electric motor 3 and the inverter 200, You may comprise from several ECU, such as battery ECU for controlling the battery 300, and AT-ECU for controlling the transmission 1. FIG. The electronic control unit 100 of the present embodiment controls the engine 2 and also controls the electric motor 3, the battery 300, and the transmission 1.

  The electronic control unit 100 performs control so that the motor runs alone (EV running) using only the electric motor 3 as a power source, or runs the engine alone using only the engine 2 as a power source according to various operating conditions. Control is performed so as to perform cooperative traveling (HEV traveling) using both the engine 2 and the electric motor 3 as power sources. Further, the electronic control unit 100 performs protection control for the inverter 200 in a stalled state of the electric motor 3 to be described later, and other control necessary for various operations, according to various known control parameters.

  Further, the electronic control unit 100 includes a brake for detecting an accelerator pedal opening from an accelerator pedal opening sensor (accelerator opening detecting means) 71 for detecting an accelerator pedal depression amount and a brake pedal depression amount as control parameters. The brake pedal opening from the pedal sensor 72, the shift position from the shift position sensor 73 that detects the gear stage (shift stage), the motor rotation speed from the rotation speed sensor 74 that detects the rotation speed of the electric motor 3, and the inclination of the vehicle. An inclination angle from an inclination angle sensor (gradient detection means) 75 to detect, a remaining capacity from a remaining capacity detector (remaining capacity detection means) 79 that measures the remaining capacity (SOC) of the battery 300, and a vehicle speed sensor ( Various signals such as the vehicle speed from the vehicle speed detecting means 76 are input. Further, although not shown, the electronic control unit 100 further includes a situation of a road on which the vehicle is currently traveling (for example, whether it is a flat road, an uphill, or a downhill) from a car navigation system mounted on the vehicle. Etc.) may be input. The vehicle is also provided with a brake (braking means) 77 for braking the drive wheels WR and WL.

  Next, the configuration of the transmission 1 will be described. FIG. 2 is a skeleton diagram schematically showing the basic configuration of the transmission 1. The transmission 1 shown in the figure is a dual-clutch transmission that includes two clutches, a first clutch C1 and a second clutch C2. In this embodiment, the transmission has seven forward speeds and one reverse speed. Can be set.

  The engine 2 includes an output shaft 2a for outputting generated power to the outside. Further, the electric motor 3 is constituted by a three-phase brushless motor in the present embodiment, and is fixed around the rotor 3a and a hollow rotor 3a rotatably accommodated in the housing (not shown). The stator 3b is provided. Here, a plurality of permanent magnets (not shown) are built in the rotor 3a, and coils 3ba for three phases are wound around the stator 3b.

  The transmission 1 includes a first input shaft 4 connected to the output shaft 2a of the engine 2 via a first clutch C1 for odd-numbered stages so as to be connectable and disengaged, and an engine 2 via a second clutch C2 for even-numbered stages. A second input shaft 5 connected to the output shaft 2a of the first and second output shafts 2a, a counter shaft (output shaft) 6 arranged in parallel to the first input shaft 4 and the second input shaft 5, and a reverse shaft. 7 and an idle shaft 8. The counter shaft 6 transmits the rotation to the left and right axles 60L and 60R via the differential mechanism (differential mechanism) 50, and rotationally drives the drive wheels WL and WR fixed to the left and right axles 60L and 60R.

  A hollow outer main shaft 9 connected to the second clutch C2 is rotatably supported on the outer periphery of the first input shaft 4 on the engine 2 side (right side in FIG. 2). A gear 10 is fixed on the outer main shaft 9, and the gear 10 meshes with a gear 11 fixed on the idle shaft 8. The gear 11 meshes with a gear 12 fixed on the second input shaft 5 and also meshes with a gear 13 fixed on the reverse shaft 7. Further, the gear 12 fixed on the second input shaft 5 meshes with the gear 14 fixed on the counter shaft 6. Accordingly, the outer main shaft 9 is always connected to the reverse shaft 7 and the second input shaft 5 via the idle shaft 8 and is always connected to the counter shaft 6 via the idle shaft 8 and the second input shaft 5. Yes.

  By the way, the transmission 1 includes a planetary gear mechanism 15 disposed inside the electric motor 3. The planetary gear mechanism 15 includes a sun gear 15s fixed to one axial end (left end in FIG. 2) of the first input shaft 4, and a ring gear (first member) 15r disposed concentrically around the sun gear 15s. A plurality of planet gears 15p (only two are shown in FIG. 2) revolving around the sun gear 15s while meshing with the sun gear 15s and the ring gear 15r, and carriers 15c that rotatably support the planet gears 15p. It is constituted by. Here, the sun gear 15s, the ring gear 15r, and the carrier 15c can transmit power to each other, and rotate while maintaining a constant collinear relationship between the respective rotation speeds (rotational speeds) (see FIG. (See the velocity diagram shown in Fig. 8).

  On the 1st input shaft 4, the 3rd speed drive gear 16, the 7th speed drive gear 17, and the 5th speed drive gear 18 are each arrange | positioned so that relative rotation is possible and concentric. A synchronizer (synchromesh mechanism) S1 is provided between the third speed drive gear 16 and the seventh speed drive gear 17, and in the vicinity of the fifth speed drive gear 18, the synchronizer (synchromesh mechanism). S2 is provided. The third speed drive gear 16 is connected to the carrier 15c of the planetary gear mechanism 15, and both rotate integrally on the first input shaft 4. The synchronizers S1 and S2 on the first input shaft 4 are referred to as a first transmission mechanism.

  On the second input shaft 5, a second speed drive gear 19, a sixth speed drive gear 20, and a fourth speed drive gear 21 are disposed so as to be relatively rotatable and concentric with each other. A synchronizer (synchromesh mechanism) S3 is provided between the second speed drive gear 19 and the sixth speed drive gear 20, and in the vicinity of the fourth speed drive gear 21, the synchronizer (synchromesh mechanism). S4 is provided. Synchronizers S3 and S4 on second input shaft 5 are referred to as a second transmission mechanism.

  Three driven gears 22, 23, and 24 having different diameters are fixed on the counter shaft 6, and the driven gear 22 includes a third speed drive gear 16 on the first input shaft 4 and a second input shaft. 5 is always meshed with the second speed drive gear 19 on the upper side. The driven gear 23 is always meshed with the 7-speed drive gear 17 on the first input shaft 4 and the 6-speed drive gear 20 on the second input shaft 5, and the driven gear 24 is 5 on the first input shaft 4. The speed drive gear 18 and the fourth speed drive gear 21 on the second input shaft 5 are always meshed with each other. The gear 25 fixed on the counter shaft 6 is a parking gear that meshes with a gear of a parking mechanism (not shown).

  In the above configuration, the rotation of the first input shaft 4 is caused by the action of the synchronizers (synchromesh mechanisms) S1 and S2 so that the third speed drive gear 16 and the driven gear 22, the seventh speed drive gear 17 and the driven gear 23 or the fifth speed drive gear. 18 and the passive gear 24 are transmitted to the counter shaft 6.

  That is, in the state where the synchronization device S2 is in the neutral position, the synchronization device S1 slides the sleeve in the axial direction of the first input shaft 4 by an actuator (not shown) and a shift fork, thereby driving the three-speed drive gear 16 or 7. The fast drive gear 17 is selectively connected to the first input shaft 4. Specifically, when the sleeve slides from the neutral position shown in FIG. 2 to the left side, the third speed drive gear 16 and the first input shaft 4 are connected. When the sleeve slides from the neutral position to the right side, the seventh speed drive gear 17 and the first input shaft 4 are connected.

  In the state where the synchronization device S1 is in the neutral position, the synchronization device S2 moves the fifth-speed drive gear 18 to the first position when the sleeve slides to the right from the neutral position shown in FIG. One input shaft 4 is connected.

  The rotation of the outer main shaft 9 is transmitted to the second input shaft 5 through the gears 10, 11 and 12, but the rotation of the second input shaft 5 is driven by the second speed drive gear 19 by the action of the synchronizers S3 and S4. And the driven gear 22, the sixth speed drive gear 20 and the driven gear 23, or the fourth speed drive gear 21 and the driven gear 24, are transmitted to the counter shaft 6.

  That is, in a state where the synchronization device S4 is in the neutral position, the synchronization device S3 slides the sleeve in the axial direction of the second input shaft 5 by an actuator (not shown) and a shift fork, thereby driving the second speed drive gear 19 or 6. It functions to selectively connect the fast drive gear 20 to the second input shaft 5. Specifically, when the sleeve slides from the neutral position shown in FIG. 2 to the left side, the second speed drive gear 19 and the second input shaft 5 are connected. When the sleeve slides from the neutral position to the right side, the sixth speed drive gear 20 and the second input shaft 5 are connected.

  In the state where the synchronization device S3 is in the neutral position, the synchronization device S4 moves the fourth-speed drive gear 21 to the first position when the sleeve slides to the right from the neutral position shown in FIG. 2 Connect to the input shaft 5.

  On the outer periphery of the reverse shaft 7, a hollow reverse idle shaft 26 is disposed so as to be relatively rotatable and concentric. Here, a reverse drive gear 27 is fixed on the reverse idle shaft 26. The reverse drive gear 27 is connected to a gear 28 fixed to the first input shaft 4 and a gear 11 fixed to the idle shaft 8. Meshed. And the gear 13 and the gear 29 are being fixed on the reverse shaft 7, and the reverse drive gear 27 is selectively connected with the reverse shaft 7 by the reverse synchronizer SR.

  That is, the reverse synchronizer SR selectively connects the reverse drive gear 27 to the reverse shaft 7 by sliding the sleeve in the axial direction of the reverse idle shaft 26 by an actuator (not shown) and a shift fork.

  In the planetary gear mechanism 15, as shown in FIG. 2, the sun gear 15 s is fixed to one end portion (left end portion in FIG. 2) of the first input shaft 4 on the electric motor 3 side. One end of the motor 3 side (the left end in FIG. 2) is connected to the rotor 3 a of the motor 3. For this reason, the sun gear 15s, the first input shaft 4, and the rotor 3a rotate together in an integrated manner.

  Then, the ring gear 15r of the planetary gear mechanism 15 is fixed to the housing (second member) 30 that is a non-moving portion by the ring gear synchronization device (synchromesh mechanism) SL (ON state), and non-rotatable. It is configured to be switched to a fixed state (OFF state). The details of the configuration and operation of the ring gear synchronizer SL will be described later.

  In the hybrid vehicle including the transmission 1 according to the present embodiment, an engine travel mode in which only the engine 2 is driven as a drive source, an EV travel mode in which only the electric motor 3 is driven as a drive source, an engine 2 and an electric motor 3 It is possible to select a HEV travel mode in which both travel as drive sources. The HEV travel mode includes an assist travel mode in which the output of the electric motor 3 is added to the output of the engine 2 and a regenerative operation in which the output of the engine 2 is distributed to the electric motor 3 and the electric motor 3 performs a regenerative operation. There is a mode. In the regenerative travel mode, a battery (not shown) is charged by the regenerative operation of the electric motor 3, and in the EV travel mode, the electric energy accumulated in the battery is consumed and the electric motor 3 outputs power.

  Next, details of the configuration of the ring gear synchronization device SL will be described below with reference to FIGS.

  FIG. 3 is a half-sectional view of the ring gear synchronizer of the transmission. 4 and 6 are sectional views taken along line AA in FIG. 3, and FIGS. 5 and 7 are sectional views taken along line BB in FIG. 4 and DD line in FIG. 6, respectively. is there. 4 and 5 show a state in which a projection 33c of a blocking ring 33, which will be described later, is in contact with the L end surface of the slot 31b of the hub 31, and FIGS. 6 and 7 show a projection 33c of the blocking ring 33 in the hub 31. The state which contact | abutted to the R end surface of the slot 31b is shown. The ring gear synchronizer SL includes a hub 31, a sleeve 32, a blocking ring 33, and a dog gear 34. The sleeve 32 slides (advances and retreats) along the axial direction of the first input shaft 4 by the driving force of the actuator 110 (see FIG. 2) based on the control of the ECU 100.

  The hub 31 is configured so that its outer periphery is fitted to the inner periphery of the ring gear 15r of the planetary gear mechanism 15 and rotates integrally with the ring gear 15r. As shown in FIG. 4, a plurality of spline teeth 31 a extending in the axial direction are formed on the outer peripheral surface of the hub 31 at equal angular pitches in the circumferential direction. The hub 31 has an inner peripheral portion rotatably supported by a carrier 15c of the planetary gear mechanism 15 by a ball bearing 35, and the hub 31 and the carrier 15c are relatively rotatable. Further, as shown in FIGS. 4 and 5, a plurality of (three in this embodiment) slots 31 b (three in the present embodiment) having a rectangular notch shape are formed on one end surface in the axial direction of the hub 31 (the right end surface in FIG. 4). 5 is formed at an equiangular pitch in the circumferential direction.

  The sleeve 32 is spline-fitted to the outer periphery of the hub 31 and can be slid in the axial direction (left-right direction in FIG. 3). As shown in FIG. The same number of spline teeth 32a as the spline teeth 31a formed on the outer peripheral surface of the hub 31 are formed at an equiangular pitch in the circumferential direction, and the spline teeth 32a and the spline teeth 31a of the hub 31 mesh with each other. The hub 31 and the sleeve 32 rotate together. As shown in FIG. 4, a triangular chamfer surface 32a1 having a sharp tip is formed by chamfering at one end (right end in FIG. 4) of each spline tooth 32a formed on the sleeve 32 in the axial direction. ing.

  The blocking ring 33 is a ring-shaped member having a predetermined width, and is disposed between the hub 31 and the dog gear 34 in the axial direction. As shown in FIG. 4, a plurality of dog teeth 33 a protruding radially outward are formed on the outer peripheral surface of the blocking ring 33 at a predetermined pitch in the circumferential direction. Further, as shown in FIG. 3, a tapered cone surface 33 b composed of a conical inclined surface is formed on the inner periphery of the blocking ring 33. Note that a triangular chamfer surface 33a1 with a sharp tip is formed by chamfering at one end of each dog tooth 33a (one end of the sleeve 32 facing the spline teeth 32a (left end in FIG. 4)). .

  4 and 5, a plurality of rectangular projections 33c (three in the present embodiment) are provided on one end surface (the left end surface in FIG. 4) facing the hub 31 of the blocking ring 33. 4 and 5 are formed with an equiangular pitch in the circumferential direction. Here, the width of each projection 33c is set smaller than the width of each slot 31b formed in the hub 31, and the blocking ring 33 moves in the circumferential direction in each slot 31b of the hub 31. It can rotate relative to the hub 31 within a possible range.

In the state in which the hub 31 is rotating (forward rotation) in the direction of the arrow in FIGS. 4 and 5, each projection 33 c of the blocking ring 33 is in contact with the L end surface of each slot 31 b of the hub 31. In this state, the hub 31, the sleeve 32, and the blocking ring 33 rotate together. At this time, the dog teeth 33a of the blocking ring 33 and the spline teeth 32a of the sleeve 32 are accurately positioned in the circumferential direction.

  On the other hand, in a state where the hub 31 is rotated (reversely rotated) in the direction of the arrow in FIGS. 6 and 7, each projection 33 c of the blocking ring 33 is in contact with the R end surface of each slot 31 b of the hub 31. Also, the hub 31, the sleeve 32, and the blocking ring 33 rotate together, and at this time, the dog teeth 33a of the blocking ring 33 and the spline teeth 32a of the sleeve 32 are accurately positioned in the circumferential direction.

  The dog gear 34 is a ring-shaped member and is fixed to the housing 30. On the outer peripheral surface of the dog gear 34, as shown in FIG. 4, a plurality of dog splines 34a extending in the axial direction (the same number as the hub 31 and the spline teeth 31a, 32a of the sleeve 32) are equiangularly spaced in the circumferential direction. When the dog splines 34a and the spline teeth 31a of the hub 31 mesh with each other, the hub 31, the sleeve 32, and the blocking ring 33 stop rotating and become fixed. Here, as shown in FIG. 4, a triangular chamfer surface 34a1 having a sharp tip is formed by chamfering at one axial end (left end in FIG. 4) of each dog spline 34a formed in the dog gear 34. ing.

  A tapered cone surface 34b made of a conical inclined surface is formed on the outer periphery of the flange portion 34A of the dog gear 34. The tapered cone surface 34b and the tapered cone surface 33b formed on the inner periphery of the blocking ring 33 are mutually connected. In contact. 3 to 7 show a neutral state in which the sleeve 32 is not fitted to either the blocking ring 33 or the dog gear 34 in the ring gear synchronization device SL. In this neutral state, the ring gear 15r is connected to the hub 31. And the sleeve 32 can rotate freely.

  Incidentally, in the planetary gear mechanism 15, as described above, the sun gear 15s is fixed to one end of the first input shaft 4 in the axial direction (left end in FIG. 3), and a plurality (see FIG. 3) meshes with the sun gear 15s and the ring gear 15r. Each planetary gear 15p (only one is shown in FIG. 3) is supported by a carrier 15c via a support shaft 36 and a needle bearing 37 so as to be capable of rotating (spinning). The third speed drive gear 16 having a carrier 15c connected to the outer periphery thereof is rotatably supported by the housing 30 by a ball bearing 38 and is also rotatably supported by the first input shaft 4 by a needle bearing 39. .

  Next, the operation of the transmission 1 will be described below with reference to FIG. 2, FIG. 8, and FIG. 8 and 9 are velocity diagrams of the planetary gear mechanism, and FIG. 8 shows a case where the hub 31 is rotated forward as shown in FIGS. 4 and 5 (the projection 33c of the blocking ring 33 is formed by the hub 33). FIG. 9 is a velocity diagram in the case of abutting the L end surface of the slot 31b of the 31), and FIG. 9 is a case where the hub 31 is reversed as shown in FIGS. The velocity diagram in the case of contact with the R end surface of 31b is shown.

  The control according to the present invention (slot wear determination control, which will be described later) is a control that is performed on the ring gear synchronizer SL that is engaged when the first speed (1st) is selected as the shift speed. Therefore, hereinafter, only the operation of the transmission 1 when the first speed is selected as the shift speed will be described, and descriptions of the other shift speeds (second speed to seventh speed and reverse speed) will be omitted.

  When the first gear (1st) is selected as the gear position, the ring gear 15r of the planetary gear mechanism 15 is fixed to the housing 30 by the ring gear synchronizer SL (ON state), and reversely synchronized with the synchronizers S1 and S2. Synchronizer SR is set to a neutral state. In this case, for example, when the hybrid vehicle travels only with the power output from the engine 2, the first clutch C1 is set in the connected state (ON state) and the second clutch C2 is set in the disconnected state (OFF state).

  Then, the power output from the engine 2 is transmitted from the first input shaft 4 to the sun gear 15s, and the sun gear 15s rotates in the forward direction. Since the plurality of planetary gears 15p revolve around the sun gear 15s by the normal rotation of the sun gear 15s, the carrier 15c that rotatably supports the planetary gear 15p is decelerated together with the three-speed drive gear 16 connected thereto. In this state, it rotates on the first input shaft 4.

  When the third-speed drive gear 16 rotates as described above, the rotation is transmitted to the counter shaft 6 via the driven gear 22 and the counter shaft 6 rotates. Then, the rotation of the counter shaft 6 is transmitted to the left and right axles 60R and 60L via the differential mechanism 50, and the left and right drive wheels WR and WL fixed to the left and right axles 5R and 5L are rotationally driven at a predetermined speed. Therefore, the hybrid vehicle travels at the first speed.

  Although a detailed description is omitted, when the third speed (3rd) is selected as the gear position, the ring gear synchronization device SL releases the fixation of the ring gear 15r to the housing 30 (OFF). In the planetary gear mechanism 15, the sun gear 15 s, the carrier 15 c, and the ring gear 15 r rotate together at the same speed, but the speed diagram of the third speed is shown by broken lines in FIGS. 8 and 9 for reference. .

  Here, the operation of the ring gear synchronizer SL will be described with reference to FIG. 10 and the velocity diagrams of FIGS. 10 (a) to 10 (d) are similar to FIG. 4 showing the operation of the ring gear synchronizer in the order of operation.

  When the hub 31 is rotating (forward rotation) in the direction of the arrow in FIGS. 4 and 5, the protrusion 33 c of the blocking ring 33 is formed on the L end surface of the slot 31 b of the hub 31 as shown in FIGS. 4 and 5. In this state, the dog teeth 33a of the blocking ring 33 and the spline teeth 32a of the sleeve 32 are accurately positioned in the circumferential direction.

  When the hub 31 is rotated (reversely rotated) in the direction of the arrow in FIGS. 6 and 7, the projection 33 c of the blocking ring 33 is formed on the R end surface of the slot 31 b of the hub 31 as shown in FIGS. 6 and 7. Even in this state, the dog teeth 33a of the blocking ring 33 and the spline teeth 32a of the sleeve 32 are accurately positioned in the circumferential direction. Therefore, normally (referring to a normal state in which the L end surface or the R end surface of the slot 31b is not worn), as described above, the protrusion 33c of the blocking ring 33 is either the L end surface or the R end surface of the slot 31b. , The dog teeth 33a of the blocking ring 33 and the spline teeth 32a of the sleeve 32 are positioned in the circumferential direction.

  When the sleeve 32 is in the neutral state shown in FIG. 10A, the spline teeth 32 a of the sleeve 32 are not engaged with the dog teeth 33 a of the blocking ring 33 and the dog splines 34 a of the dog gear 34. Therefore, in this neutral state, the hub 31 and the sleeve 32 can freely rotate together with the ring gear 15r.

  When the sleeve 32 slides to the right in the axial direction from the neutral state, as shown in FIG. 10B, the chamfer surface in which the tip of the spline tooth 32 a of the sleeve 32 is formed at the tip of the dog tooth 33 a of the blocking ring 33. In order to contact the (slope) 33 a 1, the blocking ring 33 is scraped by the spline teeth 32 a of the sleeve 32. At this time, braking is applied to the rotation of the ring gear 15r and the sleeve 32 by the frictional resistance caused by the sliding contact between the tapered cone surface 33b of the blocking ring 33 and the tapered cone surface 34b of the dog gear 34, so that their rotational speed gradually decreases. The blocking ring 33 is scraped by the protrusions 33 c of the blocking ring 33 moving in the circumferential direction within the slots 31 b of the hub 31.

  When the sleeve 32 further slides to the right in the axial direction from the above state, the spline teeth 32a of the sleeve 32 mesh with the dog teeth 33a of the blocking ring 33 and the tip thereof is the dog spline of the dog gear 34 as shown in FIG. It contacts the chamfer surface (slope) 34a1 formed at the tip of 34a. Thus, the position (the stroke position of the sleeve 32) where the sleeve 32 (spline teeth 32a) that slides in the in-gear direction in the in-gear operation of the ring gear synchronizer SL comes into contact with the dog gear 34 (dog spline 34a) is referred to as a “boke position”. By the above contact, the dog gear 34 is scraped by the spline teeth 32 a of the sleeve 32. In this state, the rotational speed of the ring gear 15r that rotates together with the hub 31 and the blocking ring 33 is such that the frictional resistance caused by the contact between the spline teeth 32a of the sleeve 32 and the chamfer surface 34a1 of the dog spline 34a and the tapered cone surface 33b of the blocking ring 33. And the taper cone surface 34b of the dog gear 34 are gradually decelerated by frictional resistance.

  Thereafter, when the sleeve 32 further slides to the right in the axial direction, the spline teeth 32a of the sleeve 32 are securely engaged with the dog teeth 33a of the blocking ring 33 and the dog splines 34a of the dog gear 34, as shown in FIG. Therefore, the rotation of the ring gear 15r, the hub 31, and the blocking ring 33 is stopped, and the first gear (1st) in-gear is completed. As a result, the ring gear 15r and the housing 30 are connected (ON state) by the ring gear synchronization device SL, so that the gear position is set to the first speed (1st) as described above.

  By the way, the following problems may occur in the first-speed in-gear operation by the ring gear synchronization device SL at the first speed described above. Hereinafter, this problem will be described with reference to FIGS. 11 is a view similar to FIG. 4 showing a state where a problem has occurred, and FIG. 12 is a cross-sectional view taken along the line CC of FIG.

  The contact and separation between the protrusion 33c of the blocking ring 33 and the L end surface of the slot 31b of the hub 31 are frequently repeated, so that, for example, as shown in FIGS. As a result of wear, when a circumferential positional shift occurs between the hub 31 and the blocking ring 33, a circumferential positional shift occurs between the dog teeth 33 a of the blocking ring 33 and the spline teeth 32 a of the sleeve 32. When such misalignment occurs, the chamfer surfaces 32a1 formed on the spline teeth 32a of the sleeve 32 and the chamfer surfaces 33a1 formed on the dog teeth 33a of the blocking ring 33, as shown in FIG. May cause a phenomenon called “self-lock”. When such a self-lock occurs, normal in-gear operation cannot be performed, and the gear position may not be set to the first speed.

  In the ring gear synchronizer SL of the present embodiment, the problem of positional deviation due to wear of the end surface of the slot 31b is that the projection 31c of the blocking ring 33 abuts in the rotational direction of the hub 31 when the vehicle is accelerated. Most often occurs at the L end face. That is, particularly when the vehicle is traveling at a high speed and the engine 2 has a low rotation speed, the structure of the planetary gear mechanism 15 causes the hub 31 to rotate at a high speed. When the hub 31 collides with the blocking ring 33 due to rotational fluctuations, the L end surface of the slot 31b is easily worn. Here, only the L end face of the slot 31b is illustrated and the problem of wear has been described, but the wear problem itself can also occur on the R end face of the slot 31b. However, since the protrusion 33c contacts the L end surface of the slot 31b during normal acceleration traveling of the vehicle, the L end surface is relatively easy to wear and the R end surface is relatively hard to wear.

  Therefore, in the control according to the present invention, it is appropriately determined that the positional deviation in the circumferential direction is generated between the hub 31 and the blocking ring 33 due to the wear of the L end surface or the R end surface of the slot 31b as described above. The following control is performed as control for determination. That is, first positioning is performed in which the projection 33c of the blocking ring 33 is brought into contact with the L end surface of the slot 31b, and the first balk position, which is the boke position when the in-gear operation of the ring gear synchronization device SL is performed in this state, is determined. At the same time, the second positioning is performed such that the projection 33c of the blocking ring 33 is brought into contact with the R end surface of the slot 31b, and the second balk position, which is the boke position when the in-gear operation of the ring gear synchronizer SL is performed, is determined. . Then, a control for comparing the difference between the first balk position and the second boke position with one or more preset threshold values (hereinafter referred to as “slot wear determination control”) is performed. . Hereinafter, this slot wear determination control will be described.

  FIG. 13 is a view for explaining the relationship between the degree of wear of the end face (L end face) of the slot 31b and the boke position (contact position of the sleeve 32). FIG. 13 (a) shows the wear on the end face of the slot. The figure which shows a state which does not exist, the same figure (b) is a figure which shows the state in which abrasion has arisen in the end surface of a slot. When there is no wear on the L end surface of the slot 31b shown in FIG. 5A, the chamfer surface 32a1 of the spline teeth 32a of the sleeve 32 and the chamfer surface 33a1 of the dog teeth 33a of the blocking ring 33 are properly (normally). In this case, the boke position LA in this case is a position on the back side (the back side with respect to the traveling direction of the sleeve 32). On the other hand, when the L end face shown in FIG. 5B is worn, the chamfer surface 32a1 of the spline teeth 32a and the chamfer surface 33a1 of the dog teeth 33a cannot be properly (normally) contacted. Therefore, the boke position LB in that case is a position closer to the front (shallow position) than the boke position LA when the slot 31b is not worn.

  FIG. 14 is a diagram for explaining the reason why the boke position is different between the positioning by the L end face of the slot and the positioning by the R end face. In the figure, there is no wear on the R end face of the slot 31b (FIG. 1A), and wear (amount of wear δ) is produced on the L end face of the slot 31b (FIG. 2B). In this case, in comparison with the case where the end face (R end face) of the slot 31b where wear is not generated is used for positioning, the end face (L end face) of the slot 31b where wear is used is used for positioning. The boke position in the operation is a shallower position (front position). Thus, even in a state in which the blocking ring 33 can be scraped, the boke position is different depending on whether or not the end face of the slot 31b is worn or the degree of wear.

  By utilizing this fact, in the slot wear determination control of the present embodiment, by comparing the boke position when positioning is performed on the R end surface of the slot 31b and the boke position when positioning is performed on the L end surface, Whether or not the L end face and the R end face of the slot are worn or not can be determined. In particular, how much the bokeh position is shifted when positioning is performed on the L end surface where wear is likely to occur (how much the difference is) with respect to the balk position when positioning is performed on the R end surface that is usually not worn much. It is possible to determine the degree of wear of the L end face of the slot 31b.

  FIG. 15 is a flowchart showing a procedure of the above-described slot wear determination control, and FIG. 16 is a graph showing changes in the rotation speed and shift stroke (sleeve stroke) (changes with respect to elapsed time) of the electric motor 3 in the slot wear determination control. It is. Hereinafter, the procedure of the slot wear determination control will be described based on the flowchart of FIG. 15 and the graph of FIG. Here, first, both the first clutch C1 and the second clutch C2 of the transmission 1 are in the disconnected state (OFF state), and the synchronization devices S1 and S2 on the first input shaft 4 are both engaged (in-gear). ) And the synchronization devices S3 and S4 on the second input shaft 5 are not engaged (in gear) (that is, the first transmission mechanism and the second input shaft on the first input shaft 4). 5 is confirmed that both of the second speed change mechanisms on the vehicle 5 are in the neutral state) and the brakes of the vehicle are in an activated state, for example, when a brake pedal (not shown) is depressed by the driver. S1). And slot wear determination control is started by the input of the start signal based on operation of a start button (not shown) etc. (step S2). This slot wear determination control is performed by the following procedures [1] to [8]. Note that the numbers [1] to [8] shown in FIGS. 15 and 16 correspond to the explanations for the following numbers.

  That is, [1] The motor 3 is driven in the normal rotation, and when the rotation speed of the motor 3 reaches the specified rotation speed N1 (see FIG. 16), the driving of the motor 3 is stopped (step S3). Immediately after that, [2] the first gear in-gear is instructed, and the first gear (ring gear synchronizer SL) in-gear operation is started by the actuator 110 (actuator for stroking the sleeve 32) of the ring gear synchronizer SL (step) S4). [3] The first boke position L1 (see FIG. 16), which is the boke position (stroke position of the sleeve 32) in the in-gear operation when the motor 3 is rotating forward, is determined, and the first boke position L1 is stored. (Step S5). [4] The first speed (ring gear synchronization device SL) is then off-geared (step S6).

  Next, [5] the electric motor 3 is driven in reverse rotation, and when the rotational speed of the electric motor 3 reaches the specified rotational speed N2 (see FIG. 16), the driving of the electric motor 3 is stopped (step S7). Immediately after that, [6] the first gear in-gear is instructed, and the first gear (synchronizer SL) in-gear operation is started by the actuator 110 of the ring gear synchronizer SL (step S8). [7] A second balk position L2 (see FIG. 16), which is a boke position in the in-gear operation when the electric motor 3 is rotating in reverse, is determined, and the second boke position L2 is stored (step S9). Thereafter, [8] the ring gear synchronizer SL (first gear) is turned off (step S10).

  After that, the difference between the first balk position L1 which is the boke position during forward in-gear stored in the previous step S5 and the second boke position L2 which is the boke position during reverse in-gear stored in step S9. Calculate the value. Further, the degree of difference is determined by comparing a plurality of preset threshold values with the difference value. (Step S11). That is, for example, if the value of the difference is equal to or greater than a predetermined threshold value, it can be determined that the wear amount of the slot 31b exceeds the allowable amount, and it is determined that replacement of parts or maintenance is necessary. Note that a display means such as a warning may be displayed at an appropriate timing according to the determined degree of difference, so that the driver of the vehicle may be informed about the necessity of parts replacement or maintenance.

  The above-described slot wear determination control is performed in the transmission 1 (ring gear synchronization device SL) when the wear of the hub 31 (slot 31b) has already progressed to a considerable extent and the in-gear failure due to the self-lock has occurred. Is used as a method for confirming whether or not the hub 31 (slot 31b) is worn in the transmission 1 (ring gear synchronizer SL) that can normally perform in-gear at present or the degree of progress thereof. It is something that can be done.

  As described above, according to the slot wear determination control of the present embodiment, the first balk position L1 and the R end face (the other end face) when positioning is performed on the L end face (one end face) of the slot 31b. The second balk position L2 when the positioning is performed can be compared to determine whether or not the L end surface and the R end surface are worn, or the degree of wear, so that the hub is caused by the wear of the end surface of the slot 31b. It is possible to appropriately determine whether or not there is a displacement in the circumferential direction between 31 and the blocking ring 33. Therefore, it becomes possible to take appropriate measures such as replacement of parts and maintenance in advance before the speed change operation by the transmission 1 (first gear in-gear operation by the ring gear synchronization device SL) cannot be performed smoothly. .

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible. For example, in the above-described embodiment, the case where the first member of the present invention is the ring gear 15r of the planetary gear mechanism 15 and the second member is the housing of the transmission 1 has been described. As long as the first member is rotatable and the second member is rotatable relative to the first member, the member is not limited to that shown in the above embodiment, and in particular, the second member is a rotating shaft or the like. It may be a rotating member.

1 Transmission (power transmission device)
2 Engine (Internal combustion engine)
3 Electric motor 3a Rotor 3b Stator 4 First input shaft 5 Second input shaft 6 Counter shaft (output shaft)
7 Reverse shaft 8 Idle shaft 9 Outer main shaft 10-14 Gear 15 Planetary gear mechanism 15c Carrier 15p Planetary gear 15r Ring gear 15s Sun gear 16-21 Drive gear 22-24 Drive gear 25 Parking gear 26 Reverse idle shaft 27 Reverse drive gear 28, 29 gear 30 housing 31 hub 31a spline tooth 31b slot 32 sleeve 32a spline tooth 33 blocking ring 33a dog tooth 33b taper cone surface 33c protrusion 34 dog gear 34a dog spline 35 ball bearing 36 spindle 37 needle bearing 38 ball bearing 39 needle bearing 50 differential mechanism 60L, 60R Axle 100 ECU (control device)
C1 1st clutch C2 2nd clutch S1-S4 Synchronizer SL Ring gear synchronizer SR Reverse synchronizer WL, WR Drive wheel

Claims (3)

A first member installed rotatably, a second member installed rotatably relative to the first member, and the first member disposed between the first member and the second member A power transmission device comprising at least a synchronization device for synchronously engaging the second member with the second member, and an electric motor capable of rotating the first member with the generated rotational power,
A control device for controlling the power transmission device,
The synchronization device includes: a hub fixed to the first member; a sleeve that is spline-fitted around the hub and slidable in the axial direction; a dog gear fixed to the second member; A dog ring and a blocking ring disposed between the hub, and a protrusion formed on the blocking ring is brought into contact with one end surface in a circumferential direction of a notch-shaped slot formed on the hub. And configured to position the hub and the blocking ring in a circumferential direction,
The controller is
First positioning is performed to bring the protrusion into contact with one end surface in the circumferential direction of the slot, and a first boke position that is a boke position when the in-gear operation of the synchronization device is performed in that state is determined.
Second positioning is performed by bringing the protrusion into contact with the other end surface in the circumferential direction of the slot, and a second balk position that is a boke position when the in-gear operation of the synchronization device is performed in that state is determined.
By comparing the difference between the first balk position and the second boke position with one or more preset threshold values, it is determined whether or not the one end surface or the other end surface is worn or the degree of wear. A control device for a power transmission device, characterized in that the control device is configured as described above. The power transmission device is a transmission mounted on a hybrid vehicle including an internal combustion engine and the electric motor as drive sources,
A planetary gear mechanism provided on an input shaft that is rotationally driven by the internal combustion engine;
A variable speed drive gear provided on the input shaft so as to be relatively rotatable and rotating integrally with a carrier of the planetary gear mechanism;
A shift driven gear fixed to the output shaft and meshing with the shift drive gear,
The first member is a ring gear of the planetary gear mechanism; the second member is a housing of the transmission;
One end of the input shaft to which the sun gear of the planetary gear mechanism is fixed is fixed to the rotor of the electric motor,
When the first positioning is performed, the control device controls the rotational speed of the rotor and the sun gear of the electric motor to rotate the hub in the forward direction so that one end face of the slot of the hub is blocked. While contacting the ring protrusion,
When performing the second positioning, the other end face of the slot of the hub is brought into contact with the projection of the blocking ring by controlling the rotational speed of the rotor of the electric motor and the sun gear to reverse the hub. The control device for a power transmission device according to claim 1. In the transmission, when the first speed is selected as the shift speed, the ring gear is fixed to the housing by the synchronization device, the rotation of the input shaft, the sun gear of the planetary gear mechanism, the planetary gear and the carrier are fixed. 3. The control device for a power transmission device according to claim 2, wherein the control device is configured to transmit to the speed change drive gear via the speed change gear and to transmit the rotation of the speed change drive gear to the output shaft via the speed change driven gear. .