JP2021092305A - Control unit of vehicle power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a power transmission device for a vehicle, which suppresses the generation of rattling noise without deteriorating fuel consumption. According to a control device 120 of a vehicle power transmission device 16, when it is estimated that rattling noise is generated between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54, the sleeve The sleeve hydraulic control unit 134 is provided to move the sleeve 56 in the opening direction opposite to the meshing direction in the axis C direction while maintaining the meshed state between the inner peripheral teeth 56s of 56 and the outer peripheral teeth 54s of the gear piece 54. .. As a result, the amount of play between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 can be reduced. Therefore, it is possible to prevent a decrease in engine efficiency due to an increase in the engine rotation speed Ne, and to suppress the occurrence of rattling noise without deteriorating fuel efficiency. [Selection diagram] Fig. 5

Description

The present invention relates to a control device for a vehicle power transmission device, and more particularly to a control device for a vehicle power transmission device including a meshing clutch.

A sleeve that is movable in the uniaxial direction and rotatable around the uniaxial line and a sleeve that is rotatably provided around the uniaxial line with respect to the sleeve, and the sleeve is moved to the meshing direction side in the uniaxial line direction. Including the inner peripheral teeth formed on the inner peripheral surface of the sleeve and the gear piece having outer peripheral teeth formed on the outer peripheral surface, the inner peripheral teeth and the outer peripheral teeth become thicker as they approach each other. A control device for a vehicle power transmission device including a meshing clutch having an inclined tooth surface is known.

In the vehicle power transmission device, when the inner peripheral teeth and the outer peripheral teeth of the meshing clutch are engaged, for example, due to the play provided between the inner peripheral teeth and the outer peripheral teeth of the meshing clutch, the engine The rotation fluctuation causes a collision between parts, which causes rattling noise. Further, in the vehicle power transmission device, for example, the vehicle travels with the meshing clutch engaged in order to quickly respond to the driver's acceleration request. Therefore, the meshing clutch idles even in the belt traveling mode, for example, and rattling noise is generated in the meshing clutch. A vehicle that executes control to increase the engine rotation speed when it is determined that the prerequisites for the generation of rattling noise are satisfied based on the engine torque and engine rotation speed in order to suppress the generation of rattling noise. A control device for a power transmission device is known. For example, the control device for the vehicle power transmission device described in Patent Document 1 is that. In the control device for the vehicle power transmission device described in Patent Document 1, when it is determined that the precondition for the generation of rattling noise is satisfied, the engine rotation speed is increased to increase the engine rotation speed and rattling based on the engine torque and engine rotation speed. The generation of rattling noise is suppressed by controlling so as to be outside the region where rattling noise is generated, which is a prerequisite for the generation of rattling noise.

JP-A-2017-193276

However, in the control device for the vehicle power transmission device described in Patent Document 1, in order to increase the engine rotation speed in order to suppress the generation of rattling noise, for example, the engine rotation speed in the region where the engine efficiency is good may be used. It could not be done and the engine efficiency could be reduced. Therefore, in the control device for the vehicle power transmission device described in Patent Document 1, there is a possibility that the fuel consumption may be deteriorated by suppressing the generation of rattling noise.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a control device for a vehicle power transmission device that suppresses the generation of rattling noise without deteriorating fuel consumption. It is in.

The gist of the present invention is a sleeve that is movable in the uniaxial direction and is rotatably provided around the uniaxial line, and a sleeve that is rotatably provided around the uniaxial line with respect to the sleeve. The inner peripheral teeth include a gear piece in which an outer peripheral tooth that meshes with an inner peripheral tooth formed on the inner peripheral surface of the sleeve when moved to the meshing direction side in the uniaxial direction is formed on the outer peripheral surface. And the outer peripheral teeth are control devices of a vehicle power transmission device including a meshing clutch having inclined tooth surfaces whose tooth thickness increases as they approach each other, and the inner peripheral teeth of the sleeve and the outer peripheral teeth. When the generation of rattling noise between the outer peripheral teeth of the gear piece is presumed or the generation of the rattling noise is detected, the meshing state between the inner peripheral teeth of the sleeve and the outer peripheral teeth of the gear piece is maintained. At the same time, the sleeve is provided with a control unit for moving the sleeve in the opening direction opposite to the meshing direction in the uniaxial direction.

According to the control device of the power transmission device for a vehicle of the present invention, it is presumed that a rattling noise is generated between the inner peripheral teeth of the sleeve and the outer peripheral teeth of the gear piece, or the rattling noise is detected. In this case, the sleeve is provided with a control unit that moves the sleeve in the opening direction opposite to the meshing direction in the uniaxial direction while maintaining the meshed state between the inner peripheral teeth of the sleeve and the outer peripheral teeth of the gear piece. ing. As a result, it is possible to reduce the amount of play between the inner peripheral teeth of the sleeve and the outer peripheral teeth of the gear piece while maintaining the meshed state between the inner peripheral teeth of the sleeve and the outer peripheral teeth of the gear piece. Therefore, for example, the amount of play between the inner peripheral teeth of the sleeve and the outer peripheral teeth of the gear piece can be reduced without increasing the engine rotation speed. Therefore, it is possible to prevent a decrease in engine efficiency due to an increase in engine rotation speed and suppress the generation of rattling noise between the inner peripheral teeth of the sleeve and the outer peripheral teeth of the gear piece without deteriorating fuel efficiency.

It is a figure explaining the schematic structure of the vehicle to which the meshing clutch of this invention is applied. It is an enlarged view which shows the main part of the meshing clutch of FIG. 1 enlarged. It is an enlarged view which shows the meshing behavior of the inner peripheral tooth of the sleeve of FIG. 1 and the outer peripheral tooth of a gear piece. It is a functional block diagram explaining the control function of the electronic control device provided in the vehicle of FIG. It is a flowchart explaining the main part of the control operation of the electronic control device for moving a sleeve in the area where the occurrence of rattling noise is a concern. It is a flowchart explaining the main part of the control operation of the electronic control device for moving a sleeve when a rattling noise is generated which is another Example of this invention. A main part of the control operation of the electronic control device for moving the sleeve when the sleeve is in a region where rattling noise is a concern and when rattling noise is generated, which is another embodiment of the present invention. Is a flowchart for explaining the above, and is a flowchart different from the flowchart shown in FIG.

The present invention is applied to a hybrid vehicle having a traveling rotary machine, that is, a driving motor as a driving force source for traveling, an electric vehicle, and the like. The vehicle to which the present invention is applied may be provided with, for example, an FF (front engine / front drive) type, FR (front engine / rear drive) type, or a four-wheel drive type power transmission device.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or deformed, and the dimensional ratios and shapes of each part are not necessarily drawn accurately.

FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the meshing clutch D1 of the vehicle power transmission device 16 of the present invention is applied. In FIG. 1, the vehicle 10 includes an engine 12 that functions as a driving force source for traveling, a driving wheel 14, and a vehicle power transmission device 16 provided between the engine 12 and the driving wheel 14. .. The vehicle power transmission device 16 is connected to a torque converter 20 as a fluid transmission device connected to an engine 12, an input shaft 22 connected to the torque converter 20, and an input shaft 22 in a housing 18 as a non-rotating member. A belt-type continuously variable transmission 24 (hereinafter referred to as a continuously variable transmission 24) as a continuously variable transmission mechanism, a forward / backward switching device 26 connected to an input shaft 22, and an input shaft 22 via a forward / backward switching device 26. It is provided with a gear mechanism 28 as a reduction gear mechanism connected to the continuously variable transmission 24 and provided in parallel with the continuously variable transmission 24. Further, the vehicle power transmission device 16 is relative to the second rotation shaft, that is, the output shaft 30, the counter shaft 32, the output shaft 30 and the counter shaft 32, which are common output rotation members of the stepless transmission 24 and the gear mechanism 28, respectively. A reduction gear device 34 composed of a pair of gears that are non-rotatably provided and mesh with each other, a differential gear 38 connected to a gear 36 that is non-rotatably provided on a counter shaft 32, a pair of axles 40 connected to the differential gear 38, and the like are provided. ing. In the vehicle power transmission device 16 configured in this way, the power of the engine 12 is the torque converter 20, the continuously variable transmission 24 or the forward / backward switching device 26 and the gear mechanism 28, the reduction gear device 34, the differential gear 38, and the axle. It is transmitted to the pair of drive wheels 14 sequentially via 40 and the like.

The vehicle power transmission device 16 is a parallel type power transmission device including a continuously variable transmission 24 and a gear mechanism 28 provided in parallel between the engine 12 and the drive wheels 14. The vehicle power transmission device 16 inputs the power of the engine 12 and the first power transmission path PT1 that transmits the power of the engine 12 from the input shaft 22 to the drive wheel 14 side, that is, the output shaft 30 via the stepless transmission 24. It includes a second power transmission path PT2 that transmits from the shaft 22 to the drive wheel 14 side, that is, the output shaft 30 via the gear mechanism 28. Therefore, the vehicle power transmission device 16 is configured so that the first power transmission path PT1 and the second power transmission path PT2 can be switched according to the traveling state of the vehicle 10. Therefore, in the vehicle power transmission device 16, the power transmission path for transmitting the power of the engine 12 to the drive wheel 14 side has a gear ratio larger than that of the first power transmission path PT1 and the first power transmission path PT1, that is, a shift on the low speed side. As a clutch mechanism that selectively switches between the second power transmission path PT2 that transmits power by ratio, the CVT traveling clutch C2 as the first clutch that connects and disconnects the first power transmission path PT1 and the second power transmission path PT2 are used. It includes a forward clutch C1 as a second clutch to be engaged and disengaged, a reverse brake B1, and a meshing clutch D1 with a synchro mesh mechanism described later. That is, the vehicle power transmission device 16 transmits the power of the engine 12 to the drive wheels 14 side in the gear traveling mode via the gear mechanism 28 and the belt traveling mode via the continuously variable transmission 24.

The torque converter 20 is provided around the input shaft 22 concentrically with respect to the input shaft 22, and includes a pump impeller 20p connected to the engine 12 and a turbine impeller 20t connected to the input shaft 22. There is. The pump impeller 20p is connected to, for example, a mechanical hydraulic pump 41 that generates a hydraulic pressure for controlling the supply of lubricating oil to each part of the power transmission path of the vehicle power transmission device 16. A lockup clutch (not shown) is provided between the pump impeller 20p and the turbine impeller 20t, and the pump impeller 20p and the turbine impeller 20t rotate integrally by fully engaging the lockup clutch (not shown). The power of the engine 12 is directly transmitted to the forward / backward switching device 26 side.

The forward / backward switching device 26 is provided concentrically with respect to the input shaft 22 around the input shaft 22 in the second power transmission path PT2, and is a double pinion type planetary gear device 26p, a forward clutch C1, and a reverse movement. It is equipped with a brake B1. The planetary gear device 26p is a differential mechanism having three rotating elements, a carrier 26c as an input element, a sun gear 26s as an output element, and a ring gear 26r as a reaction force element. The carrier 26c is integrally connected to the input shaft 22, the ring gear 26r is selectively connected to the housing 18 via the reverse brake B1, and the sun gear 26s is concentrically relative to the input shaft 22 around the input shaft 22. It is connected to a small diameter gear 42 that is rotatably provided. Further, the carrier 26c and the sun gear 26s are selectively connected via the forward clutch C1.

The gear mechanism 28 includes a small diameter gear 42 and a large diameter gear 46 that meshes with the small diameter gear 42. The large-diameter gear 46 is provided so as not to rotate relative to the first rotating shaft, that is, the gear mechanism counter shaft 44, which is rotatably provided around one axis, that is, the axis C, on the axis C of the gear mechanism counter shaft 44. There is. Further, the gear mechanism 28 has a first gear, that is, an idler gear 48, which is a transmission gear that is concentrically and relative to the gear mechanism counter shaft 44 around the gear mechanism counter shaft 44, and a second rotation shaft, that is, an output. A second gear, that is, an output gear 50, which is provided around the shaft 30 so as to be concentrically non-rotatable with respect to the output shaft 30 and always meshes with the idler gear 48 is provided. The output gear 50 has a larger diameter than the idler gear 48.

The continuously variable transmission 24 is provided in the first power transmission path PT1 between the input shaft 22 and the output shaft 30. The continuously variable transmission 24 includes a primary pulley 64 having a variable effective diameter provided on the input shaft 22, a secondary pulley 68 having a variable effective diameter provided on a rotating shaft 66 concentric with the output shaft 30, and a pair thereof. A transmission belt 70 wound between the pulleys 64 and 68 is provided, and power transmission is performed via a frictional force between the pair of pulleys 64 and 68 and the transmission belt 70. The CVT traveling clutch C2 is provided on the drive wheel 14 side of the continuously variable transmission 24, that is, between the secondary pulley 68 and the output shaft 30, and is between the secondary pulley 68, that is, the rotating shaft 66 and the output shaft 30. Selectively disconnect. In the vehicle power transmission device 16, the first power transmission path PT1 is established by engaging the CVT traveling clutch C2, and the power of the engine 12 passes from the input shaft 22 via the continuously variable transmission 24. Is transmitted to the output shaft 30. In the vehicle power transmission device 16, when the CVT traveling clutch C2 is released, the first power transmission path PT1 is set to the neutral state.

Around the gear mechanism counter shaft 44, a meshing clutch D1 with a synchromesh mechanism (hereinafter referred to as a meshing clutch D1) that selectively connects between the large diameter gear 46 and the idler gear 48 based on, for example, a speed change operation. ) Is provided. The meshing clutch D1 is a meshing clutch that connects and disconnects the second power transmission path PT2 between the sun gear 26s and the output shaft 30, and is provided on the output shaft 30 side of the forward clutch C1. It functions as a third clutch that connects and disconnects PT2.

FIG. 2 is an enlarged view showing a main part of the meshing clutch D1 of FIG. 1 in an enlarged manner. The meshing clutch D1 includes a clutch hub 52 provided around the gear mechanism counter shaft 44 so as not to rotate relative to the gear mechanism counter shaft 44 on the coaxial line. Further, the meshing clutch D1 is spline-fitted to the clutch hub 52 with the gear piece 54 arranged between the idler gear 48 and the clutch hub 52 and fixed to the idler gear 48, so that the gear mechanism counter shaft 44 It is provided with an annular sleeve 56 provided so as to be relatively non-rotatable around the axis C and relatively movable in a direction parallel to the axis C. The sleeve 56 is provided so as to be rotatable around the axis C and rotatable relative to the gear piece 54. The arrow A in FIG. 2 indicates the meshing direction of the sleeve 56, that is, the meshing direction of the inner peripheral teeth 56s. By moving the sleeve 56 in the arrow A direction, that is, in the meshing direction, the sleeve 56 and the gear piece 54 mesh with each other. The arrow B in FIG. 2 indicates an opening direction opposite to the meshing direction in the axis C direction.

In the meshing clutch D1, the outer peripheral teeth (not shown) parallel to the axis C formed on the outer peripheral surface of the clutch hub 52 and the inner peripheral teeth 56s on the inner peripheral surface of the sleeve 56 formed in an annular shape are spline-fitted. There is. The inner peripheral teeth 56s of the sleeve 56 are formed to have dimensions that allow them to mesh with the outer peripheral teeth 54s of the gear piece 54, which will be described later, for example.

The gear piece 54 is formed in an annular shape. The inner peripheral portion of the gear piece 54 is spline-fitted to the idler gear 48 which is fitted to the outer peripheral surface of the gear mechanism counter shaft 44 so as to be idle, that is, to be relatively rotatable. Therefore, the gear piece 54 is rotated integrally with the idler gear 48. Outer peripheral teeth 54s that can be fitted with the inner peripheral teeth 56s are formed on the outer peripheral portion of the gear piece 54 on the meshing direction side in the axis C direction. The outer peripheral teeth 54s are formed parallel to the axis C, and have dimensions that allow spline fitting with the inner peripheral teeth 56s of the sleeve 56 when the sleeve 56 is moved to the meshing direction side, that is, to the idler gear 48 side. Further, on the outer peripheral portion of the gear piece 54 on the opening direction side in the axis C direction, a tapered outer peripheral surface 76 whose outer diameter decreases toward the opening direction side is formed.

The meshing clutch D1 has a synchronizer ring 58 that synchronizes the rotation of the sleeve 56 with the rotation of the gear piece 54 prior to the meshing of the inner peripheral teeth 56s and the outer peripheral teeth 54s when the sleeve 56 and the gear piece 54 are meshed with each other. It is provided with a synchromesh mechanism S1 as a rotation synchronization mechanism.

The synchronizer ring 58 is formed in an annular shape, and outer peripheral teeth 58s that can mesh with the inner peripheral teeth 56s of the sleeve 56 are formed on the outer peripheral surface of the synchronizer ring 58. Further, on the inner peripheral surface of the synchronizer ring 58, a tapered inner peripheral surface 78 that makes surface contact with the tapered outer peripheral surface 76 of the gear piece 54 is formed. The inner diameter of the tapered inner peripheral surface 78 becomes smaller as the distance from the outer peripheral teeth 54s of the gear piece 54 increases in the axis C direction. The synchronizer ring 58 is supported by the gear piece 54 so as to be relatively rotatable. The inner peripheral teeth 56s of the sleeve 56 are meshed with the outer peripheral teeth 54s of the gear piece 54 through the outer peripheral teeth 58s of the synchronizer ring 58. As a result, the rotation of the gear mechanism counter shaft 44 is transmitted to the gear piece 54 via the meshing clutch D1.

The sleeve 56 has a direction parallel to the axis C via the shift fork 104 fixed to the fork shaft 100 by operating the fork shaft 100 by the actuator 102, that is, the meshing direction and the arrow shown by the arrow A in FIG. It is slid in the opening direction shown in B. The actuator 102 is a hydraulic device as a hydraulic actuator that is hydraulically controlled. For example, when the pressure-adjusted hydraulic oil is supplied to the actuator 102, the sleeve 56 is moved in the meshing direction by generating a thrust that is a pressing force that opposes the urging force of the return spring 106. Further, when the hydraulic pressure supplied to the actuator 102 becomes less than the predetermined hydraulic pressure, that is, when the hydraulic pressure is reduced, the return spring 106 is moved in the opening direction by the urging force.

FIG. 3 is an enlarged view showing the meshing behavior of the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54. The outer peripheral teeth 54s have a first tooth surface 60 which is a pair of inclined tooth surfaces formed in a tapered shape in which the tooth thickness increases toward the end portion on the sleeve 56 side in the tooth width direction. Further, the inner peripheral tooth 56s has a second tooth surface 62 which is a pair of inclined tooth surfaces formed in a tapered shape in which the tooth thickness increases toward the end portion of the gear piece 54 on the outer peripheral tooth 54s side in the tooth width direction. doing. That is, the outer peripheral teeth 54s and the inner peripheral teeth 56s have a pair of inclined tooth surfaces 60 and 62 whose tooth thickness increases as they approach each other. When the sleeve 56 is moved in the meshing direction and the first tooth surface 60 and the second tooth surface 62 come into contact with each other, the outer peripheral teeth 54s and the inner peripheral teeth 56s are in an meshed state. For example, when the sleeve 56 is moved in the meshing direction, the range of contact between the first tooth surface 60 and the second tooth surface 62 increases. That is, when the sleeve 56 is moved in the meshing direction, the meshing length between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 is increased, and the sleeve 56 is moved in the opening direction. The meshing length between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 is reduced.

The angle θ in FIG. 3 indicates the contact angle θ formed by the contact surface between the first tooth surface 60 and the second tooth surface 62 in the engagement between the sleeve 56 and the gear piece 54 with respect to the surface passing through the axis C. That is, a thrust force is input to the inner peripheral teeth 56s of the sleeve 56 in the meshing direction based on the contact angle θ according to an input torque such as a transmission torque. Therefore, when the thrust force is input in the meshing direction of the inner peripheral teeth 56s, the occurrence of so-called gear disengagement in which the sleeve 56 is disengaged from the gear piece 54 is suppressed. That is, the contact angle θ is a retaining angle for preventing gear disengagement.

Since the sleeve 56 and the gear piece 54 are spline-fitted and usually provided with a predetermined play from the viewpoint of assembling property or the like, rattling noise is generated due to the rotation fluctuation of the engine 12 due to the play. The rattling noise is generated by transmitting the rotational fluctuation of the engine 12 to the CVT when the CVT, that is, the continuously variable transmission 24 is in the idle state with the lockup clutch (not shown) fully engaged, for example. Causes a collision. Further, in the vehicle 10 of the present embodiment, for example, even when the belt is driven, that is, in the belt traveling mode, the vehicle travels while the output shaft 30 and the meshing clutch D1 are engaged in order to quickly respond to the driver's acceleration request. Therefore, the meshing clutch D1 idles even in the belt traveling mode, and a rattling noise is generated between the spline fitting portion of the meshing clutch D1, that is, the sleeve 56 and the gear piece 54.

Da and Db in FIG. 3 indicate the backlash amounts Da and Db between the outer peripheral teeth 54s and the inner peripheral teeth 56s in the tooth thickness direction of the outer peripheral teeth 54s and the inner peripheral teeth 56s. Specifically, the amount of play Da is when the sleeve 56 is at the position Pa in the tooth width direction indicated by the alternate long and short dash line, that is, the end of the sleeve 56 on the gear piece 54 side of the second tooth surface 62 is at the position Pa in the tooth width direction. Indicates the amount of play between the outer peripheral teeth 54s and the inner peripheral teeth 56s in the case of. Further, the backlash amount Db is obtained when the sleeve 56 is at the position Pb in the tooth width direction indicated by the solid line, that is, when the end of the sleeve 56 on the gear piece 54 side of the second tooth surface 62 is at the position Pb in the tooth width direction. The amount of play between the outer peripheral teeth 54s and the inner peripheral teeth 56s is shown. The sleeve 56 at the position Pa is located on the meshing direction side as compared with the case where the sleeve 56 is at the position Pb. The stroke position of the sleeve 56, that is, the position of the sleeve 56 in the tooth width direction parallel to the axis C direction is detected by, for example, a stroke position detection mechanism (not shown) or a stroke position detection sensor (not shown).

Since the first tooth surface 60 and the second tooth surface 62 are formed so that the tooth thickness increases as they approach each other, the backlash amount Da is larger than the backlash amount Db. Therefore, when the sleeve 56 is at the position Pa, the contact energy between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 is larger than when the sleeve 56 is at the position Pb, so that the sleeve The rattling noise between the inner peripheral teeth 56s of 56 and the outer peripheral teeth 54s of the gear piece 54 becomes louder.

FIG. 4 is a functional block diagram illustrating a control function of the electronic control device 120 provided in the vehicle 10 of FIG. The vehicle 10 includes an electronic control device 120 which is a control device for controlling each part related to the traveling of the vehicle 10. The electronic control device 120 includes, for example, a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing.

Various input signals detected by various sensors included in the vehicle 10 are supplied to the electronic control device 120. For example, the electronic control device 120 includes detection signals from an engine rotation speed sensor 80, an input shaft rotation speed sensor 82, an output shaft rotation speed sensor 84, an accelerator opening sensor 86, a throttle opening sensor 88, an engine torque sensor 90, and the like. Based on, engine rotation speed Ne (rpm), turbine rotation speed Nt (rpm) input shaft rotation speed Nin (rpm), output shaft rotation speed Nout (rpm) corresponding to vehicle speed V (km / h), accelerator open Degree θacc (%), throttle valve opening degree θth (%), engine torque Te (Nm), etc. are supplied, respectively. Further, the electronic control device 120 is supplied with ^{the vehicle acceleration G (km / h 2} ) based on the detection signal by the vehicle acceleration sensor 92. Further, in the electronic control device 120, the rotation speed of the idle gear, for example, the sleeve rotation speed Ns (rpm) of the sleeve 56 and the gear piece rotation speed Ng (rpm) of the gear piece 54, based on the detection signal by the idle gear rotation speed sensor 94. Is supplied. Further, the electronic control device 120 is supplied with the rotation speed of the CVT internal element such as the primary rotation speed Npri (rpm) and the secondary rotation speed Nsec (rpm) based on the detection signal by the CVT rotation speed sensor 96.

The electronic control device 120 outputs a hydraulic control command signal Sp for hydraulic control such as shifting of the continuously variable transmission 24. The hydraulic control command signal Sp is, for example, an engagement command signal for engaging a predetermined friction clutch, and is an engagement command signal for controlling the pressure adjustment of each hydraulic pressure supplied to the hydraulic actuator of the friction clutch. , Is output to the hydraulic control circuit 72. The hydraulic control command signal Sp is, for example, an engagement command signal for controlling the engaged state or the disengaged state of the meshing clutch D1 provided in the vehicle power transmission device 16.

As shown in FIG. 4, the electronic control device 120 has a rattling sound estimation means, that is, a rattling sound estimation unit 122, a rattling sound generation area determination means, that is, a rattling sound generation area determination unit 124, and rattling sound generation area determination unit 124 as the main parts of the control function. The tapping sound detecting means, that is, the rattling sound detecting unit 126, the rattling sound generation determining means, that is, the rattling sound generation determining unit 128, the steady running prediction means, that is, the steady running prediction unit 130, and the steady running prediction determining means, that is, the steady running prediction determination unit 132 , The sleeve hydraulic control means, that is, the sleeve hydraulic control unit 134 is functionally provided.

The rattling noise estimation unit 122 estimates the occurrence of rattling noise based on the signal supplied from the engine rotation speed sensor 80 and the signal supplied from the engine torque sensor 90. Specifically, the rattling noise estimation unit 122 sequentially determines the engine rotation speed Ne based on the signal supplied from the engine rotation speed sensor 80 and the engine torque Te based on the signal supplied from the engine torque sensor 90. In addition to memorizing the engine, it is estimated that the rattling noise of the meshing clutch D1 is generated from the predetermined relationship between the engine speed Ne and the engine torque Te. The rattling sound estimation unit 122 estimates the generation of rattling sound by using, for example, an experimentally predetermined engine rotation speed Ne and a rattling sound generation map based on the relationship between the engine torque Te.

The rattling sound generation region determination unit 124 determines whether or not the meshing clutch D1 is in a region where rattling noise is a concern. For example, the rattling noise generation region determination unit 124 determines whether or not the rattling noise generation region determination unit 124 is in a region where rattling noise is estimated to be generated in the meshing clutch D1 by the rattling noise estimation unit 122 based on the engine rotation speed Ne and the engine torque Te. To do. The rattling noise generation region determination unit 124 determines, for example, the explosion fluctuation of the engine 12, that is, the region of the engine 12 in which the engine rotation speed Ne is smaller than the predetermined threshold and the engine torque Te is larger than the predetermined threshold. It is set as a region where the rotation fluctuation is large and rattling noise is likely to occur, and the meshing clutch D1 rattles based on the engine rotation speed Ne and the engine torque Te that are sequentially determined and stored by the rattling noise estimation unit 122. It is determined whether or not the engine is in an area where sound is likely to be generated, that is, in an area where rattling noise is a concern.

The rattling sound generation area determination unit 124 may include, for example, a rattling sound estimation unit 122. That is, the rattling noise generation region determination unit 124 sequentially determines and stores the engine rotation speed Ne and the engine torque Te, and the backlash of the meshing clutch D1 is determined by the predetermined relationship between the engine rotation speed Ne and the engine torque Te. It may be used to estimate the generation of tapping sound. Further, the engine rotation speed Ne may be sequentially determined and stored by an engine rotation speed detection unit (not shown), and the engine torque Te may be sequentially determined and stored by an engine torque detection unit (not shown). May be good.

The rattling sound detection unit 126 sequentially determines and stores the generation of rattling sound based on the signal supplied from the CVT rotation speed sensor 96 and the signal supplied from the idle gear rotation speed sensor 94. Specifically, the rattling sound detection unit 126 sequentially determines and stores the primary rotation speed Npri and the secondary rotation speed Nsec based on the signal supplied from the CVT rotation speed sensor 96, and the amount of change per time thereof. That is, the rate of change dNpri / dt of the primary rotation speed Npri and the rate of change dNsec / dt of the secondary rotation speed Nsec are sequentially determined and stored. Further, the rattling sound detection unit 126 sequentially determines and stores the sleeve rotation speed Ns and the gear piece rotation speed Ng based on the signal supplied from the idle gear rotation speed sensor 94, and the amount of change per time, that is, The rate of change dNs / dt of the sleeve rotation speed Ns and the rate of change dNg / dt of the gear piece rotation speed Ng are sequentially determined and stored. The rattling sound detection unit 126 may, for example, experimentally determine the rotational speeds of the CVT internal elements Npri, Nsec, the rate of change of the rotational speeds of the CVT internal elements dNpri / dt, dNsec / dt, and the rotational speed Ns of the idler gear. , Ng and the rate of change in the rotational speed of the idling gear dNs / dt, the occurrence of rattling noise is detected by using a rattling noise generation map based on the relationship of dNg / dt.

The rattling sound generation determination unit 128 determines whether or not a rattling sound is generated. For example, the rattling sound generation determination unit 128 sequentially determines and stores the change rate of the rotation speed of the CVT internal element, that is, the change rate dNpri / dt of the primary rotation speed Npri and the change of the secondary rotation speed Nsec. Whether the occurrence of rattling noise was detected based on the rate dNsec / dt, or the rate of change in the rotation speed of the idler gear, that is, the rate of change in the sleeve rotation speed Ns, dNs / dt, or the rate of change in the gear piece rotation speed Ng, dNg / dt. Whether or not, that is, whether or not a rattling noise is generated in the meshing clutch D1 is determined.

The rattling sound generation determination unit 128 may include, for example, a rattling sound detecting unit 126. That is, the rattling noise generation determination unit 128 determines the rotation speeds Npri, Nsec of the CVT internal element, the rate of change of the rotation speed of the CVT internal element dNpri / dt, dNsec / dt, the rotation speed Ns, Ng of the idle gear, and the idle gear. The rate of change of the rotational speed dNs / dt and dNg / dt may be sequentially determined and stored, and the occurrence of rattling noise of the meshing clutch D1 may be detected by these predetermined relationships. Further, the rotation speeds Npri and Nsec of the CVT internal elements may be sequentially determined and stored by a CVT rotation speed detection unit (not shown), and the rotation speeds Ns and Ng of the idle gear are idle gears (not shown). It may be one that is sequentially determined and stored by the rotation speed detection unit. Further, the change rates dNpri / dt and dNsec / dt of the rotation speed of the CVT internal element may be calculated by a CVT rotation speed change rate calculation unit (not shown), or the change rate dNs of the rotation speed of the idle gear. / Dt, dNg / dt It may be calculated by a free-wheeling gear rotation speed change rate calculation unit (not shown).

The steady running prediction unit 130 predicts steady running based on a signal supplied from the accelerator opening sensor 86, a signal supplied from the vehicle acceleration sensor 92, a signal supplied from the output shaft rotation speed sensor 84, and the like. Specifically, the steady running prediction unit 130 sequentially determines and stores the accelerator opening θacc based on the signal supplied from the accelerator opening sensor 86, and the amount of change in the accelerator opening θacc per hour, that is, the accelerator opening. The rate of change dθacc / dt of degree θacc is sequentially determined and stored. Further, the steady running prediction unit 130 sequentially determines and stores the vehicle acceleration G based on the signal supplied from the vehicle acceleration sensor 92. Further, the steady running prediction unit 130 sequentially determines and stores the output shaft rotation speed Nout based on the signal supplied from the output shaft rotation speed sensor 84, and also outputs the amount of change in the output shaft rotation speed Nout per time, that is, the output. The rate of change dNout / dt of the shaft rotation speed Nout is sequentially determined and stored. The steady running prediction unit 130 performs steady running based on an experimentally predetermined relationship of, for example, the accelerator opening degree θacc, the rate of change of the accelerator opening degree dθacc / dt, the rate of change of the vehicle acceleration G and the output shaft rotation speed dNout / dt. Predict steady running using a prediction map or the like. Steady driving means, for example, traveling on a flat road where the vehicle speed V is constant.

The steady running prediction determination unit 132 determines whether or not steady running is predicted. For example, the steady-state running prediction determination unit 132 sequentially determines and stores the accelerator opening degree θacc, the rate of change of the accelerator opening degree dθacc / dt, the vehicle acceleration G, and the rate of change of the output shaft rotation speed dNout / dt. Based on, it is determined whether or not steady running is predicted. Since it is easy to detect the rattling noise in steady running, it is easy to detect the rattling noise when steady running is predicted.

The steady running prediction determination unit 132 may include, for example, the steady running prediction unit 130. That is, the steady-state running prediction determination unit 132 sequentially determines and stores the accelerator opening degree θacc, the rate of change of the accelerator opening degree dθacc / dt, the vehicle acceleration G, and the rate of change of the output shaft rotation speed dNout / dt, and determines these in advance. Based on the relationship, it may be one that predicts steady running. Further, the accelerator opening degree θacc may be sequentially determined and stored by a C accelerator opening degree detection unit (not shown), and the accelerator opening degree change rate dθacc / dt may be an accelerator opening degree change rate calculation unit (not shown). It may be calculated by. Further, the vehicle acceleration G may be sequentially determined and stored by a vehicle acceleration detection unit (not shown), and the output shaft rotation speed Nout may be sequentially determined and stored by an output shaft rotation speed detection unit (not shown). There may be. Further, the rate of change dNout / dt of the output shaft rotation speed may be calculated by an output shaft rotation speed change rate calculation unit (not shown).

The sleeve hydraulic control unit 134 hydraulically controls the sliding of the sleeve 56 of the meshing clutch D1 in the vehicle power transmission device 16 based on the hydraulic control command signal Sp. Specifically, the sleeve hydraulic control unit 134 controls the hydraulic pressure supplied to the actuator 102 that slides the sleeve 56 in the axis C direction.

The sleeve hydraulic control unit 134 executes control for moving the sleeve 56 in the opening direction by reducing the hydraulic pressure supplied to the actuator 102, for example. Specifically, the sleeve hydraulic control unit 134 reduces the hydraulic pressure supplied to the actuator 102 to maintain the meshing state between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54, while maintaining the meshing state of the sleeve 56. The end of the second tooth surface 62 on the gear piece 54 side is moved to the position Pb at the position Pa shown in FIG. That is, the sleeve hydraulic control unit 134 reduces the hydraulic pressure supplied to the actuator 102 to reduce the amount of play between the outer peripheral teeth 54s and the inner peripheral teeth 56s in the tooth thickness direction. The sleeve hydraulic control unit 134 executes control to move the sleeve 56 in the opening direction while maintaining the meshed state between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54.

FIG. 5 is a flowchart illustrating a main part of the control operation of the electronic control device 120 for moving the sleeve 56 when the sleeve 56 is in a region where rattling noise is a concern, and is repeatedly executed.

In the step corresponding to the rattling sound generation area determination unit 124 (hereinafter, the step is omitted) S10, the rattling noise generation area determination unit 124 causes the meshing clutch D1 to rattle based on the engine rotation speed Ne and the engine torque Te. It is determined whether or not the sound is in an area of concern. When the determination in S10 is affirmed, that is, when it is determined that the engine is in a region where rattling noise is a concern based on the engine rotation speed Ne and the engine torque Te, it corresponds to the steady running prediction determination unit 132. S20 is executed. If the determination in S10 is denied, that is, if it is determined that the meshing clutch D1 is not in the region where rattling noise is a concern based on the engine rotation speed Ne and the engine torque Te, this routine is terminated. Be done.

In S20 corresponding to the steady running prediction determination unit 132, the accelerator opening θacc, the rate of change of the accelerator opening dθacc / dt, the rate of change of the vehicle acceleration G and the output shaft rotation speed are sequentially determined and stored by the steady running prediction unit 130. Based on dNout / dt, it is determined whether or not steady running is predicted. If the determination of S20 is affirmed, and if it is determined that steady running is predicted, S30 corresponding to the sleeve hydraulic control unit 134 is executed. If the determination of S20 is denied, that is, if it is determined that steady running is not predicted, this routine is terminated.

In S30 corresponding to the sleeve hydraulic control unit 134, the hydraulic pressure supplied to the actuator 102 that slides the sleeve 56 in the axis C direction is reduced, and the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 mesh with each other. Control to move the sleeve 56 in the opening direction is executed while maintaining the state. This routine is terminated after the sleeve hydraulic control unit 134 executes control to move the sleeve 56 in the opening direction.

As described above, according to the control device 120 of the vehicle power transmission device 16, when it is estimated that a rattling noise is generated between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54, the sleeve The sleeve hydraulic control unit 134 is provided to move the sleeve 56 in the opening direction opposite to the meshing direction in the axis C direction while maintaining the meshed state between the inner peripheral teeth 56s of 56 and the outer peripheral teeth 54s of the gear piece 54. .. As a result, the amount of backlash between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 is reduced while maintaining the meshed state between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54. Can be done. Therefore, for example, the amount of backlash between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 can be reduced without increasing the engine rotation speed Ne. Therefore, it is possible to prevent a decrease in engine efficiency due to an increase in the engine rotation speed Ne, and suppress the generation of rattling noise between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 without deteriorating fuel efficiency. it can.

Next, another embodiment of the present invention will be described. The same reference numerals are given to the parts common to the above-described first embodiment, and the description thereof will be omitted.

FIG. 6 is a flowchart illustrating a main part of the control operation of the electronic control device 120 for moving the sleeve 56 when a rattling noise is generated, and is repeatedly executed.

In the step corresponding to the rattling sound generation determination unit 128 (hereinafter, the step is omitted), the rate of change of the rotation speed of the CVT internal element is dNpri / dt, dNsec / dt, or play by the rattling sound generation determination unit 128. It is determined whether or not rattling noise is generated in the meshing clutch D1 based on the rate of change dNs / dt and dNg / dt of the rotational speed of the rolling gear. When the determination of S110 is affirmed, that is, the meshing clutch D1 is based on the rate of change in the rotational speed of the CVT internal element dNpri / dt, dNsec / dt, or the rate of change in the rotational speed of the idle gear dNs / dt, dNg / dt. When it is determined that a rattling noise is generated, S120 corresponding to the steady running prediction determination unit 132 is executed. When the determination of S110 is denied, that is, the meshing clutch D1 is based on the rate of change in the rotational speed of the CVT internal element dNpri / dt, dNsec / dt, or the rate of change in the rotational speed of the idle gear dNs / dt, dNg / dt. If it is determined that no rattling noise is generated, this routine is terminated.

In S120 corresponding to the steady running prediction determination unit 132, the accelerator opening θacc, the rate of change of the accelerator opening dθacc / dt, the rate of change of the vehicle acceleration G and the output shaft rotation speed are sequentially determined and stored by the steady running prediction unit 130. Based on dNout / dt, it is determined whether or not steady running is predicted. If the determination of S120 is affirmed, and if it is determined that steady running is predicted, S130 corresponding to the sleeve hydraulic control unit 134 is executed. If the determination of S120 is denied, that is, if it is determined that steady running is not predicted, this routine is terminated.

In S130 corresponding to the sleeve hydraulic control unit 134, control is executed in which the hydraulic pressure supplied to the actuator 102 that slides the sleeve 56 in the axis C direction is reduced and the sleeve 56 is moved in the opening direction. This routine is terminated after the sleeve hydraulic control unit 134 executes control to move the sleeve 56 in the opening direction.

As described above, according to the control device 120 of the vehicle power transmission device 16 of the present embodiment, when the generation of rattling noise between the gear piece 54 and the outer peripheral teeth 54s is detected, the inner circumference of the sleeve 56 is detected. The sleeve hydraulic control unit 134 is provided to move the sleeve 56 in the opening direction opposite to the meshing direction in the axis C direction while maintaining the meshed state between the teeth 56s and the outer peripheral teeth 54s of the gear piece 54. As a result, the amount of backlash between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 is reduced while maintaining the meshed state between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54. Can be done. Therefore, for example, the amount of backlash between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 can be reduced without increasing the engine rotation speed Ne. Therefore, it is possible to prevent a decrease in engine efficiency due to an increase in the engine rotation speed Ne, and suppress the generation of rattling noise between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 without deteriorating fuel efficiency. it can.

FIG. 7 is a flowchart illustrating a main part of the control operation of the electronic control device 120 for moving the sleeve 56 when the sleeve 56 is in a region where rattling noise is a concern, and is repeatedly executed.

In the step corresponding to the rattling sound generation area determination unit 124 (hereinafter, the step is omitted), the rattling clutch D1 is rattled by the rattling sound generation area determination unit 124 based on the engine rotation speed Ne and the engine torque Te. It is determined whether or not the sound is in an area of concern. When the determination of S210 is affirmed, that is, when it is determined that the rattling noise is generated based on the engine rotation speed Ne and the engine torque Te, the rattling noise generation determination unit 128 is supported. S220 is executed. If the determination of S210 is denied, that is, if it is determined that the meshing clutch D1 is not in the region where rattling noise is a concern based on the engine rotation speed Ne and the engine torque Te, this routine is terminated. Be done.

In the step corresponding to the rattling sound generation determination unit 128 (hereinafter, the step is omitted), the rate of change of the rotation speed of the CVT internal element is dNpri / dt, dNsec / dt, or play by the rattling sound generation determination unit 128. It is determined whether or not rattling noise is generated in the meshing clutch D1 based on the rate of change dNs / dt and dNg / dt of the rotational speed of the rolling gear. When the determination of S220 is affirmed, that is, the meshing clutch D1 is based on the rate of change in the rotational speed of the CVT internal element dNpri / dt, dNsec / dt, or the rate of change in the rotational speed of the idle gear dNs / dt, dNg / dt. When it is determined that the rattling noise is generated, S230 corresponding to the steady running prediction determination unit 132 is executed. When the determination of S220 is denied, that is, the meshing clutch D1 is based on the rate of change in the rotational speed of the CVT internal element dNpri / dt, dNsec / dt, or the rate of change in the rotational speed of the idle gear dNs / dt, dNg / dt. If it is determined that no rattling noise is generated, this routine is terminated.

In S230 corresponding to the steady running prediction determination unit 132, the accelerator opening θacc, the rate of change of the accelerator opening dθacc / dt, the rate of change of the vehicle acceleration G and the output shaft rotation speed are sequentially determined and stored by the steady running prediction unit 130. Based on dNout / dt, it is determined whether or not steady running is predicted. If the determination of S230 is affirmed, and if it is determined that steady running is predicted, S240 corresponding to the sleeve hydraulic control unit 134 is executed. If the determination of S230 is denied, that is, if it is determined that steady running is not predicted, this routine is terminated.

In S240 corresponding to the sleeve hydraulic control unit 134, control is executed in which the hydraulic pressure supplied to the actuator 102 that slides the sleeve 56 in the axis C direction is reduced and the sleeve 56 is moved in the opening direction. This routine is terminated after the sleeve hydraulic control unit 134 executes control to move the sleeve 56 in the opening direction.

As described above, according to the control device 120 of the vehicle power transmission device 16 of the present embodiment, it is presumed that rattling noise is generated between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54. When the generation of rattling noise between the outer peripheral teeth 54s of the gear piece 54 is detected, the sleeve 56 is aligned with the sleeve 56 while maintaining the meshed state between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54. A sleeve hydraulic control unit 134 for moving the sleeve hydraulic control unit 134 in the opening direction opposite to the meshing direction in the C direction is provided. As a result, the amount of backlash between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 is reduced while maintaining the meshed state between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54. Can be done. Therefore, for example, the amount of backlash between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 can be reduced without increasing the engine rotation speed Ne. Therefore, it is possible to prevent a decrease in engine efficiency due to an increase in the engine rotation speed Ne, and suppress the generation of rattling noise between the inner peripheral teeth 56s of the sleeve 56 and the outer peripheral teeth 54s of the gear piece 54 without deteriorating fuel efficiency. it can.

In this embodiment, after it is determined based on the engine rotation speed Ne and the engine torque Te whether or not the meshing clutch D1 is in the region where rattling noise is a concern, the rate of change of the rotation speed of the CVT internal element is determined. Whether or not rattling noise is generated in the meshing clutch D1 is determined based on dNpri / dt, dNsec / dt, or the rate of change in the rotational speed of the idler gear, dNs / dt, dNg / dt, but it is not always the case. Not limited to this, the meshing clutch D1 makes a rattling noise based on the rate of change of the rotation speed of the CVT internal element dNpri / dt, dNsec / dt, or the rate of change of the rotation speed of the idle gear dNs / dt, dNg / dt. After it is determined whether or not it has occurred, it is determined whether or not the meshing clutch D1 is in a region where rattling noise is a concern based on the engine speed Ne and the engine torque Te. May be good.

Although a preferred embodiment of the present invention has been described in detail with reference to the drawings, the present invention is not limited to this, and is also carried out in still another embodiment.

For example, in the above-described embodiment, the electronic control device 120 is supplied with the rotation speed of the CVT internal element such as the primary rotation speed Npri and the secondary rotation speed Nsec based on the detection signal by the CVT rotation speed sensor 96. However, the rotation speed of the rotating member constituting the CVT, that is, the continuously variable transmission 24 may be supplied based on the detection signal by the CVT rotation speed sensor 96.

Further, the electronic control device 120 is a lockup clutch determining means for determining whether or not a lockup clutch (not shown) provided between the pump impeller 20p and the turbine impeller 20t is engaged, that is, a lockup clutch. The determination unit may be functionally provided. For example, the control for moving the sleeve 56 in the opening direction, which is executed by the sleeve hydraulic control unit 134, is executed after the lockup clutch determination unit determines that the lockup clutch (not shown) is engaged or released. It may be what is done.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the above is only one embodiment, and other examples are not given, but the present invention will be described by those skilled in the art without departing from the spirit of the present invention. It can be implemented with various changes and improvements based on knowledge.

16: Vehicle power transmission device 54: Gear piece 54s: Outer tooth 56: Sleeve 56s: Inner peripheral tooth 60: First tooth surface (tilted tooth surface)
62: Second tooth surface (inclined tooth surface)
120: Electronic control device (control device)
134: Sleeve hydraulic control unit (control unit)
D1: Engagement clutch C: Axis line (single axis line)

Claims (1)

A sleeve that is movable in the uniaxial direction and is rotatably provided around the uniaxial line, and a sleeve that is rotatably provided around the uniaxial line with respect to the sleeve, and the sleeve is provided on the meshing direction side in the uniaxial line direction. The inner peripheral teeth and the outer peripheral teeth are close to each other, including a gear piece having an outer peripheral tooth formed on the outer peripheral surface that meshes with the inner peripheral tooth formed on the inner peripheral surface of the sleeve when moved. It is a control device of a power transmission device for a vehicle provided with a meshing clutch having an inclined tooth surface having a tooth thickness that increases as the tooth thickness increases.
When the generation of rattling noise between the inner peripheral teeth of the sleeve and the outer peripheral teeth of the gear piece is presumed, or when the generation of rattling noise is detected, the inner peripheral teeth of the sleeve and the gear piece A control device for a vehicle power transmission device, characterized in that the sleeve is provided with a control unit that moves the sleeve in an opening direction opposite to the meshing direction in the uniaxial direction while maintaining a meshing state with the outer peripheral teeth.

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