JP5923408B2 - Vehicle transmission - Google Patents

Description

  The present invention relates to a vehicle transmission.

  2. Description of the Related Art Conventionally, a vehicular transmission that shifts rotation of an input element to which power of an internal combustion engine is transmitted to a plurality of stages and outputs it from an output element connected to drive wheels, and locks the output element on a non-moving portion. One having a lock mechanism is known.

  In this case, when the output element is locked to the non-moving portion by the parking lock mechanism (parking lock state), when a shift range other than the parking range such as the drive range is selected by operating the shift lever or the like, the parking lock state is Canceled.

  Patent Document 1 describes a vehicle transmission in which an input member and an output member are connected by two gear trains having different speed ratios when a shift operation is performed to a parking range. According to this, when torque is input to the drive wheel of the vehicle in the parking lock state, the input member and the output member are locked to each other by the circulating torque generated by this torque, so that the drive wheel is locked and the vehicle is It does not move and the effect of parking lock is obtained.

Japanese Patent No. 4012759

  However, when the vehicle is parked on a slope, a torsion occurs particularly between the differential and the drive wheel, and when the parking lock mechanism is unlocked, a vibration is generated due to a reaction force due to the recovery of the torsion. A rattling sound (tooth rattling sound) is generated by rattling of each part.

  In addition, if a wet friction clutch in which drag friction exists is used as the main clutch of the transmission, it is possible to suppress the hitting sound. However, wet friction clutches are used in vehicles with heavy vehicle weight, and in such vehicles, the torsion itself is large. Even if the torsional reaction force is absorbed by the wet friction clutch, the hitting sound increases. On the other hand, when a dry friction clutch is employed as the main clutch of the transmission, there is almost no dragging friction in the dry friction clutch, and the torsional reaction force cannot be absorbed, so that the hitting sound increases.

  Further, particularly in the case of a hybrid vehicle having a planetary mechanism, the backlash element is often supported by a ball bearing that has a large amount of backlash elements and that places importance on transmission efficiency and has low frictional resistance.

  The present invention has been made in view of the above-described problems of the prior art, and it is an object of the present invention to provide a vehicle transmission capable of suppressing the occurrence of a hitting sound at a backlash when the parking lock state is released.

  The present invention is a vehicular transmission that shifts the rotation of an input element to which power of an internal combustion engine is transmitted in a plurality of stages and outputs it from an output element connected to drive wheels, the input element and the output element And a plurality of gear trains that establish a plurality of different gear stages, and are provided corresponding to the plurality of gear trains, respectively, and the corresponding gear trains are confirmed, and the input element and the output element A parking lock mechanism that locks the output element to a non-moving portion, range detection means that detects whether a parking range or a parking release range is selected, and a vehicle tilt angle. In the state where the output sensor is locked to the non-moving portion by the inclination sensor to be detected and the parking lock mechanism, the range detection is confirmed that the parking release range is selected. When the means detects, when the detected angle of the tilt sensor exceeds a predetermined threshold, the corresponding gear train is established by any one of the plurality of coupling mechanisms, and then the parking lock mechanism is locked. And a control unit for releasing.

  According to the present invention, in the parking lock state, when the parking release range is selected and the parking lock state is released, when the inclination of the parking path of the vehicle is large and the detection angle of the inclination sensor exceeds a predetermined threshold, After the gear train is established, the parking lock mechanism is unlocked. Therefore, when the parking lock state is released when the vehicle parking road has a large inclination and a large twist is generated between the drive wheel and the output element, the reaction force (hereinafter referred to as the twist) Reaction force) is reduced by the friction of the established gear train. Therefore, when the parking lock state is released, it is possible to suppress a hitting sound generated in a rattle portion in the transmission such as a bearing portion of the input element or the output element.

  The parking cancellation range is a general term for a shift range that cancels the parking range. The shift range includes, for example, a drive range (forward range), a reverse range (reverse range), a neutral range, a parking range, and the like, but these ranges are exclusive. When another range, for example, a drive range is selected in the parking range state, the parking range state is canceled and the state shifts to the drive range state.

In the present invention, a friction engagement element capable of transmitting the power of the internal combustion engine to the input element is provided, and the control unit detects that the parking release range is selected in the parking lock state. When detected, when the detected angle of the tilt sensor exceeds the predetermined threshold, the corresponding gear train is established by any one of the plurality of coupling mechanisms, and the friction engagement element is engaged. after, Ru to release the lock of the parking lock mechanism.

Thereby, in addition to the established friction of the gear train, the torsional reaction force is also reduced by dragging friction due to the engagement of the friction engagement elements. Therefore, when the parking lock state is released, it is possible to more effectively suppress the hitting sound generated in the backlash portion in the transmission, such as the bearing portion of the input element and the output element.

  By the way, the greater the inclination of the parking path of the vehicle, the greater the torsional reaction force generated when the parking lock state is released, and the greater the hitting sound. Therefore, it is preferable to increase the engagement torque by the friction engagement element before the parking lock state is released as the inclination of the parking path of the vehicle increases.

  If the engagement torque at the friction engagement element is large, the vehicle may travel when the parking lock mechanism is unlocked. Here, considering the case where the inclination of the parking path of the vehicle is an upward inclination (uphill road), when the forward range is selected, even if the engagement torque at the friction engagement element is somewhat large, the vehicle weight The vehicle does not start, offsetting the reverse due to. Furthermore, even if the vehicle moves forward, its speed is slow. On the other hand, when the reverse range is selected on the uphill road, if the engagement torque at the friction engagement element is large, coupled with the reverse due to the vehicle weight, the friction between the drive wheel and the road surface is overcome, and the vehicle moves backward. There is a risk that the speed will increase.

Therefore, in the first aspect of the present invention, the parking release range includes at least a forward range and the reverse range, the control unit is in the parking lock state, a large engagement in accordance with the magnitude of the detected angle of the tilt sensor When the range detecting means detects that the forward range is selected when a combined torque is generated in the friction engagement element, and the detected angle of the tilt sensor is tilted upward, the detected angle and the absolute value The friction detection element generates an engagement torque larger than the engagement torque generated when the inclination sensor detects the downward inclination detection angle, and the reverse range is selected. If the detection angle of the inclination sensor is downward, the inclination sensor detects the upward detection angle with the same absolute value as the detection angle. And Ru is generated a large engaging torque to the frictional engagement elements than engaging torque generated when.

  In addition, when the range detection unit detects that the forward range is selected, the predetermined threshold when the detection angle of the tilt sensor is tilted upward is that the detection angle of the tilt sensor is tilted downward. The predetermined threshold value when the detection angle of the tilt sensor is downward when the absolute value is larger than the predetermined threshold value and the range detection means detects that the reverse range is selected. It is also preferable to make the absolute value larger than the predetermined threshold value when the detection angle of the tilt sensor is tilted upward.

Further, in the second invention, the frictional engagement elements is constituted by first and second clutches, the input element, first the power of the internal combustion engine is inputted through the first clutch The input element includes a second input element to which power of the internal combustion engine is input via the second clutch, and the plurality of gear trains are provided between the first input element and the output element. A first gear train group, and a second gear train group provided between the second input element and the output element, wherein the parking release range includes at least a start range, and the start range The shift stage established when is selected is present in the shift stage established by the gear train in the first gear train group, and the control unit has the start range in the parking lock state. Selected When the range detection means detects, when the detected angle of the tilt sensor exceeds the predetermined threshold, the coupling mechanism corresponding to any gear train in the second gear train group corresponds to the gear train. in after established, Ru is unlock the parking lock mechanism.

  In this case, before releasing the parking lock state, by establishing a gear train in the second gear train group that is not established in the start range state, and reducing the torsional reaction force due to the friction of the gear train, The hitting sound generated at the backlash portion in the transmission can be suppressed. Then, after releasing the parking lock state, establishing a gear train (hereinafter referred to as a start gear train) in the first gear train group, which is established in the start range state, and engaging the first clutch. Thus, the vehicle can be started.

  Therefore, the starting gear train can be established (pre-shifted) in advance before releasing the parking lock state, so that the vehicle can be started quickly.

  The start range is a forward range and a reverse range, and the gear train group to which the start gear train in the forward range belongs may be different from the gear train group to which the start gear train in the reverse range belongs.

  Furthermore, in addition to establishing any one gear train in the second gear train group by the coupling mechanism corresponding to the gear train, the parking lock mechanism after engaging the second clutch The lock may be released. In this case, the torsional reaction force is also reduced by drag friction caused by the engagement of the second clutch.

The figure which shows schematic structure of the transmission for vehicles which concerns on embodiment of this invention. The flowchart which shows the cancellation process of the parking lock mechanism by the control part of the transmission for vehicles which concerns on the 1st Embodiment of this invention. The flowchart which shows the cancellation process of the parking lock mechanism by the control part of the transmission for vehicles which concerns on the 2nd Embodiment of this invention. The graph which shows the relationship between an inclination angle and engagement torque.

  Hereinafter, an automatic transmission 31 according to an embodiment of a vehicle transmission of the present invention will be described with reference to the drawings. As shown in FIG. 1, the automatic transmission 31 is mounted on a hybrid vehicle.

  The hybrid vehicle has an engine ENG as an internal combustion engine, a motor MG as an electric motor, a storage battery 1 including a secondary battery that exchanges electric power with the motor MG, and a 12V power supply that supplies electric power to in-vehicle devices of the vehicle. A battery 2, a DC / DC converter 3 that converts voltage from the storage battery 1 to the battery 2 and supplies electric power, an automatic transmission 31, an engine ENG, a motor MG, an automatic transmission 31, a DC / DC converter 3, etc. An electronic control unit ECU (Electronic Control Unit) 21 to be controlled is provided.

  Furthermore, the hybrid vehicle includes a shift selector 22 for selecting a shift range, and an inclination sensor 23 for detecting the inclination angle θ of the hybrid vehicle, that is, the inclination angle θ of the traveling road.

  The ECU 21 includes a CPU 21a that executes various arithmetic processes, and a storage device (memory) 21b that includes a ROM and a RAM that store various arithmetic programs executed by the CPU 21a, various tables, calculation results, and the like, and inputs various electric signals. In addition, a drive signal is output to the outside based on the calculation result.

  The ECU 21 controls the automatic transmission 31 based on vehicle information such as the accelerator opening, the charging rate (SOC) in the battery 2, and the shift range selected by the driver using the shift selector 22. The CPU 21a of the ECU 21 functions as a control unit in the present invention.

  Here, the shift selector 22 is connected to the automatic transmission 31 in a shift-by-wire manner. Although not shown in detail in the shift selector 22, there are a drive range (D range), a neutral range (N range), a reverse range (R range), and a parking range (P range) as shift ranges. Each range of the D range, the N range, and the R range is selected by operating the shifter positioned at the home position and moving the shifter to a position corresponding to each range. The P range is selected by the driver pressing the parking button.

  Note that each range is exclusive, and when another range, for example, the D range is selected while the vehicle is in the P range, the P range state is canceled and the state shifts to the D range state. The parking cancellation range in the present invention corresponds to the D range, N range, or R range for canceling the P range state. The start range in the present invention corresponds to the D range or R range, the forward range corresponds to the D range, and the reverse range corresponds to the R range.

  The electric signal generated by the operation of the shift selector 22 is transmitted to the CPU 21a, and the CPU 21a drives and controls the shift actuator, whereby the shift control of the automatic transmission 31 is performed. The CPU 21a functions as range detection means in the present invention.

  The inclination sensor 23 detects the inclination angle θ of the hybrid vehicle and transmits a detection signal corresponding to the detection angle θ to the CPU 21a.

  The automatic transmission 31 includes an engine output shaft 32 to which the driving force (output torque) of the engine ENG is transmitted, and an output including an output gear that outputs power to the left and right front wheels as drive wheels via a differential gear (not shown). A member 33 and a plurality of gear trains G2 to G7 having different gear ratios are provided.

  The automatic transmission 31 includes a first input shaft 34 that rotatably supports the drive gears G3a, G5a, and G7a of the gear trains G3, G5, and G7 that establish odd-numbered gear positions in the gear ratio order; A second input shaft 35 that rotatably supports the drive gears G2a, G4a, and G6a of the gear trains G2, G4, and G6 that establish even-numbered gear positions in the gear ratio order, and a reverse gear GR that is rotatably supported The reverse shaft 36 is provided.

  The gear trains G3, G5, and G7 constitute the first gear train group in the present invention. The gear trains G2, G4, and G6 constitute a second gear train group in the present invention. The first input shaft 34 is disposed on the same axis as the engine output shaft 32, and the second input shaft 35 and the reverse shaft 36 are disposed in parallel with the first input shaft 34.

  The automatic transmission 31 includes an idle drive gear Gia rotatably supported on the first input shaft 34, a first idle driven gear Gib fixed to the idle shaft 37 and meshed with the idle drive gear Gia, A second idle driven gear Gic fixed to the two input shaft 35 and meshed with the first idle driven gear Gib, and a third idle driven gear Gid fixed to the reverse shaft 36 and meshed with the first idle driven gear Gib The idle gear train Gi is provided. The idle shaft 37 is arranged in parallel with the first input shaft 34.

  Although not shown in detail, the first input shaft 34, the second input shaft 35, the reverse shaft 36, and the idle shaft 37 are supported using ball bearings.

  The automatic transmission 31 includes a first clutch C1 and a second clutch C2 that are hydraulically operated dry friction clutches or wet friction clutches. The first clutch C1 switches between a transmission state in which the driving force of the engine ENG transmitted to the engine output shaft 32 can be transmitted to the first input shaft 34 by changing the transmission degree, and an open state in which this transmission is cut off. Freely configured. The second clutch C2 switches between a transmission state in which the driving force of the engine ENG transmitted to the engine output shaft 32 can be transmitted to the second input shaft 35 by changing the transmission degree and an open state in which this transmission is cut off. Freely configured. When the second clutch C2 is engaged and the transmission state is established, the engine output shaft 32 is connected to the second input shaft 35 via the first idle driven gear Gib and the second idle driven gear Gic.

  Both clutches C1 and C2 are preferably operated by an electric actuator so that the state can be quickly switched. Both clutches C1 and C2 may be operated by a hydraulic actuator.

  Further, the automatic transmission 31 is provided with a planetary gear mechanism PG which is a differential rotation mechanism and is positioned coaxially with the engine output shaft 32. The planetary gear mechanism PG is configured as a single pinion type that includes a sun gear Sa, a ring gear Ra, and a carrier Ca that pivotally supports a pinion Pa that meshes with the sun gear Sa and the ring gear Ra.

  Three rotational elements including the sun gear Sa, the carrier Ca, and the ring gear Ra of the planetary gear mechanism PG correspond to the gear ratios in the speed diagram (the relative rotational speed of each rotational element can be expressed by a straight line). If the first rotation element, the second rotation element, and the third rotation element are respectively arranged from the sun gear Sa side in the order in which they are arranged at intervals, the first rotation element is the sun gear Sa, the second rotation element is the carrier Ca, and the third rotation element is the ring gear. Ra.

  Then, with the gear ratio of the planetary gear mechanism PG (the number of teeth of the ring gear Ra / the number of teeth of the sun gear Sa) as g, the distance between the sun gear Sa as the first rotating element and the carrier Ca as the second rotating element, The ratio between the carrier Ca as the rotating element and the interval between the ring gear Ra as the third rotating element is g: 1.

  The sun gear Sa as the first rotation element is fixed to the first input shaft 34. The carrier Ca as the second rotation element is connected to the third speed drive gear G3a of the third speed gear train G3. The ring gear Ra, which is the third rotating element, is releasably fixed to a stationary part such as a transmission case by a lock mechanism R1.

  The lock mechanism R1 is configured by a synchromesh mechanism that can be switched between a fixed state in which the ring gear Ra is fixed to the stationary portion and an open state in which the ring gear Ra is rotatable.

  The lock mechanism R1 is not limited to the synchromesh mechanism, and includes a friction engagement release mechanism such as a sleeve, a wet multi-plate brake, a hub brake, a band brake, a one-way clutch, a two-way clutch, and the like. May be. The planetary gear mechanism PG is a double gear comprising a sun gear, a ring gear, and a carrier that pivotally supports a pair of pinions Pa and Pa ′ that are meshed with each other and one meshed with the sun gear and the other meshed with the ring gear. You may comprise a pinion type.

  In this case, for example, the sun gear (first rotating element) is fixed to the first input shaft 34, the ring gear (second rotating element) is connected to the third speed drive gear G3a of the third speed gear train G3, and the carrier (third The rotating element) may be configured to be releasably fixed to the non-moving portion by the lock mechanism R1.

  The motor MG includes a stator MGa and a rotor MGb. The motor MG is controlled via the power drive unit 4 based on an instruction signal from the ECU 21. The ECU 21 generates the power drive unit 4 by driving the motor MG by consuming the power of the storage battery 1 and suppressing the rotational force of the rotor MGb, and the generated power is stored in the storage battery 1 via the power drive unit 4. Switch to the regenerative state where the battery is charged.

  The battery 2 supplies power to the in-vehicle device of the vehicle and outputs a voltage of 12V. Further, the battery 2 can be charged with the electric power of the storage battery 1 via the DC / DC converter 3 by the control signal of the ECU 21.

  The output shaft 33a that supports the output member 33 has a first driven gear Go1 that meshes with the second speed drive gear G2a and the third speed drive gear G3a, and a second driven gear that meshes with the fourth speed drive gear G4a and the fifth speed drive gear G5a. The third driven gear Go3 that meshes with the gear Go2, and the sixth speed drive gear G6a and the seventh speed drive gear G7a is fixed.

  Thus, the driven gears of the second gear train G2 and the third gear train G3, the driven gear of the fourth gear train G4 and the fifth gear train G5, and the driven gear of the sixth gear train G6 and the seventh gear train G7 are provided. By constituting each with one gear Go1, Go2, and Go3, the axial length of the automatic transmission 31 can be shortened, and the mountability to the FF (front wheel drive) type vehicle can be improved.

  A reverse driven gear GRa that meshes with the reverse gear GR is fixed to the first input shaft 34.

  The first input shaft 34 is composed of a synchromesh mechanism and is connected to the third speed drive state in which the third speed drive gear G3a and the first input shaft 34 are connected. The seventh speed drive gear G7a and the first input shaft 34 are connected to each other. There is provided a meshing mechanism SM1 that can be switched to any one of a neutral state in which the connection between the 7th speed side connection state, the 3rd speed drive gear G3a and the 7th speed drive gear G7a and the first input shaft 34 is disconnected.

  Further, the first input shaft 34 is connected to the fifth speed drive gear G5a and the first input shaft 34 in the fifth speed side connection state, the parking lock state in which the output shaft 33a is fixed to a stationary part such as a transmission case, There is provided a meshing mechanism SM2 that can be switched between the fifth speed side connected state and the neutral state in which the parking lock state is released.

  The lock mechanism R1 for releasably fixing the ring gear Ra to the transmission case or the like, the meshing mechanism SM1, and the meshing mechanism SM2 constitute a first meshing mechanism in the present invention. The first meshing mechanism switches the first input shaft 34 and the output shaft 33a between a connected state connected to each other via a first transmission gear train (gear trains G3, G5, G7) and a non-connected state not connected.

  The meshing mechanism SM2 constitutes a parking lock mechanism together with a parking gear GoP fixed to the output shaft 33a. When the meshing mechanism SM2 is switched to the above-described parking lock state, the parking lock mechanism causes the parking ball to be engaged with the parking gear GoP by the meshing mechanism SM2 and fixes the output shaft 33a to the transmission case or the like.

  The second input shaft 35 is composed of a synchromesh mechanism, and is connected to the second speed drive state in which the second speed drive gear G2a and the second input shaft 35 are connected. The sixth speed drive gear G6a and the second input shaft 35 are connected. There is provided a meshing mechanism SM3 that can be switched to any one of a neutral state in which the second input shaft 35 is disconnected from the second input shaft 35 and the second speed drive gear G2a and the sixth speed drive gear G6a.

  Further, the second input shaft 35 is configured by a synchromesh mechanism, and is connected to the fourth speed drive gear G4a and the second input shaft 35. The fourth speed drive gear G4a and the second input shaft 35 are connected. There is provided a meshing mechanism SM4 that can be switched to any one of the neutral states to disconnect the connection.

  The meshing mechanism SM3 and the meshing mechanism SM4 constitute a second meshing mechanism in the present invention. The second meshing mechanism switches the second input shaft 35 and the output shaft 33a between a connected state and a non-connected state in which the second input shaft 35 and the output shaft 33a are connected to each other via the second transmission gear train (gear train G2, G4, G6).

  The reverse shaft 36 includes a synchromesh mechanism, and is provided with a meshing mechanism SM5 that can be switched between a connected state in which the reverse gear GR and the reverse shaft 36 are connected and a neutral state in which the connection is cut off. .

  Next, the operation of the automatic transmission 31 configured as described above will be described. In the automatic transmission 31, the engine ENG can be started using the driving force of the motor MG by engaging the first clutch C1.

  When the first gear is established using the driving force of the engine ENG, the ring gear Ra of the planetary gear mechanism PG is fixed by the lock mechanism R1, and the first clutch C1 is engaged to establish the transmission state. Travel using only the driving force of the engine ENG is referred to as ENG travel.

  The driving force of the engine ENG is input to the sun gear Sa of the planetary gear mechanism PG via the engine output shaft 32, the first clutch C1, and the first input shaft 34, and the rotational speed of the engine ENG input to the engine output shaft 32. Is decelerated to 1 / (g + 1) and transmitted to the third speed drive gear G3a via the carrier Ca.

  The driving force transmitted to the third-speed drive gear G3a is the gear ratio of the third-speed gear train G3 composed of the third-speed drive gear G3a and the first driven gear Go1 (number of teeth of the third-speed drive gear G3a / first driven gear). The number of teeth of Go1) is i, and the gear is shifted to 1 / i (g + 1) and output from the output member 33 via the first driven gear Go1 and the output shaft 33a, and the first gear is established.

  Thus, in the automatic transmission 31, since the first gear can be established by the planetary gear mechanism PG and the third gear train, there is no need for a meshing mechanism dedicated to the first gear, so that the axial length of the automatic transmission 31 can be reduced. Shortening can be achieved.

  When the vehicle is in a decelerating state at the first speed, the ECU 21 performs a decelerating regenerative operation in which power is generated by applying a brake with the motor MG in accordance with the storage amount SOC of the storage battery 1. Further, according to the storage amount SOC of the storage battery 1, the motor MG is driven to drive HEV (Hybrid Electric Vehicle) that assists the driving force of the engine ENG, or EV (Electric Vehicle) that travels only by the driving force of the motor MG. It is possible to run.

  Further, when the vehicle is traveling in EV and the vehicle is allowed to decelerate and the vehicle speed is equal to or higher than a certain speed, the driving force of the motor MG is used by gradually engaging the first clutch C1. Without this, the engine ENG can be started using the kinetic energy of the vehicle.

  Further, when the ECU 21 predicts from the vehicle information such as the vehicle speed and the accelerator opening that the upshift to the second speed during traveling at the first speed is performed, the meshing mechanism SM3 is connected to the second speed drive gear G2a and the second speed. A second-speed side connected state in which the input shaft 35 is connected or a pre-shift state approaching this state is set.

  When the second speed is established using the driving force of the engine ENG, the meshing mechanism SM3 is set to the second speed side coupling state in which the second speed driving gear G2a and the second input shaft 35 are coupled, and the second clutch C2 is engaged. Fasten to the transmission state. When the second speed is established, the driving force of the engine ENG is output from the output member 33 via the second clutch C2, the idle gear train Gi, the second input shaft 35, the second gear train G2, and the output shaft 33a. Is done.

  When the ECU 21 predicts an upshift at the second speed, the meshing mechanism SM1 is connected to the third speed drive state in which the third speed drive gear G3a and the first input shaft 34 are connected, or a preshift that approaches this state. State. On the other hand, when the ECU 21 predicts a downshift, the meshing mechanism SM1 is set to a neutral state in which the connection between the third speed drive gear G3a and the seventh speed drive gear G7a and the first input shaft 34 is disconnected.

  As a result, the upshift or the downshift can be performed only by setting the first clutch C1 in the transmission state and the second clutch C2 in the disengaged state, and smoothly switching the shift stage without interrupting the driving force. Can do.

  Even at the second speed, when the vehicle is in a decelerating state, the ECU 21 performs a decelerating regenerative operation in accordance with the storage amount SOC of the storage battery 1. When performing the deceleration regenerative operation in the second speed stage, it differs depending on whether the meshing mechanism SM1 is in the third speed side connected state or in the neutral state.

  When the meshing mechanism SM1 is in the third speed side connected state, the third speed drive gear G3a rotated by the first driven gear Go1 rotated by the second speed drive gear G2a is connected to the rotor of the motor MG via the first input shaft 34. In order to rotate the MGb, the rotation of the rotor MGb is suppressed and a brake is applied to generate electricity and perform regeneration.

  When the meshing mechanism SM1 is in the neutral state, the rotation speed of the ring gear Ra is set to “0” by setting the lock mechanism R1 to the fixed state, and the gear mechanism SM1 rotates together with the third-speed drive gear G3a that meshes with the first driven gear Go1. Regeneration is performed by applying a brake by causing the motor MG connected to the sun gear Sa to generate the rotational speed of the carrier Ca.

  Further, when HEV traveling is performed at the second speed, for example, the meshing mechanism SM1 is set to the third speed side connection state in which the third speed drive gear G3a and the first input shaft 34 are connected, and the lock mechanism R1 is set to the open state. As a result, the planetary gear mechanism PG can be made in a state in which the rotating elements cannot be rotated relative to each other, and the driving force of the motor MG can be transmitted to the output member 33 via the third-speed gear train G3.

  Alternatively, the mesh mechanism SM1 is in the neutral state, the lock mechanism R1 is in the fixed state, the rotation speed of the ring gear Ra is set to “0”, and the driving force of the motor MG is transmitted to the first driven gear Go1 through the first-speed path. Also, it is possible to perform HEV traveling at the second gear.

  When establishing the third speed stage using the driving force of the engine ENG, the meshing mechanism SM1 is set to the third speed side connected state in which the third speed drive gear G3a and the first input shaft 34 are connected, and the first clutch C1 is set. Fasten to the transmission state. When the third speed is established, the driving force of the engine ENG is transmitted to the output shaft 33a via the engine output shaft 32, the first clutch C1, the first input shaft 34, the meshing mechanism SM1, and the third speed gear train G3. And output at a rotation speed of 1 / i.

  At the third speed, the meshing mechanism SM1 is in the third speed side connected state in which the third speed drive gear G3a and the first input shaft 34 are connected, so the sun gear Sa of the planetary gear mechanism PG and the carrier Ca are the same. It becomes rotation.

  Accordingly, each rotating element of the planetary gear mechanism PG becomes a state in which relative rotation is impossible, and if the sun gear Sa is braked by the motor MG, deceleration regeneration is performed, and if the driving force is transmitted to the sun gear Sa by the motor MG, HEV traveling is performed. be able to. Further, EV traveling is also possible in which the first clutch C1 is opened and the vehicle travels only with the driving force of the motor MG.

  In the third speed, the ECU 21 connects the meshing mechanism SM3 to the second speed drive gear G2a and the second input shaft 35 when a downshift is predicted based on vehicle information such as the vehicle speed and the accelerator pedal opening. The second-speed side connected state, or the pre-shift state approaching this state and when the upshift is predicted, the meshing mechanism SM4 is connected to the fourth-speed drive gear G4a and the second input shaft 35. Or a pre-shift state approaching this state.

  As a result, it is possible to change the gear position simply by engaging the second clutch C2 and setting it to the transmission state, and releasing the first clutch C1 so that the shift can be smoothly performed without interrupting the driving force. It can be carried out.

  Similarly, when the fourth to seventh gears are established using the driving force of the engine ENG, the meshing mechanism SM4, the meshing mechanism SM2, the meshing mechanism SM3, and the meshing mechanism SM1 are connected to the 4-speed drive gear G4a and the second input shaft. 35 is connected to the fourth speed side connection state, the fifth speed drive gear G5a is connected to the first input shaft 34, the sixth speed drive gear G6a is connected to the second input shaft 35. The sixth speed side connected state is set to the seventh speed side connected state in which the seventh speed drive gear G7a and the first input shaft 34 are connected.

  And when establishing the 4th speed stage or the 6th speed stage, the 2nd clutch C2 is fastened and it is set as the transmission state. When establishing the fifth gear or the seventh gear, the first clutch C1 is engaged and the transmission state is established.

  When the fourth speed stage or the sixth speed stage is established, the driving force of the engine ENG is determined by the second clutch C2, the idle gear train Gi, the second input shaft 35, the fourth gear train G4 or the sixth gear train G6, And output from the output member 33 via the output shaft 33a. When the fifth speed stage or the seventh speed stage is established, the driving force of the engine ENG causes the first clutch C1, the first input shaft 34, the fifth speed gear train G5 or the seventh speed gear train G7, and the output shaft 33a. Via the output member 33.

  When the ECU 21 is predicting a downshift from the vehicle information during traveling at the 4th to 7th gears, the 3rd to 6th gears are connected to each other, or the preshift state is approached to each state. When the ECU 21 predicts an upshift from the vehicle information while traveling at the 4th to 6th speed, the 5th to 7th speed connected state or a preshift state approaching this state is set.

  As a result, from the fourth or sixth gear, the first clutch C1 is engaged to be in the transmission state, and the second clutch C2 is only released to be in the released state, so that the downshift or upshift is interrupted by the driving force. Can be done without. Further, from the fifth or seventh speed, the driving force can be interrupted for the downshift or the upshift only by releasing the first clutch C1 and disengaging the second clutch C2. Can be done without.

  As in the case of traveling at the second speed, when performing deceleration regeneration or HEV traveling while traveling at the fourth or sixth speed, when the power transmission device ECU21 predicts a downshift, the meshing mechanism SM1 is set. If the third speed side is connected, or if the meshing mechanism SM2 is in the fifth speed side connected state and the brake is applied by the motor MG, deceleration regeneration can be performed, and HEV traveling can be performed if the driving force is transmitted.

  When the ECU 21 predicts an upshift, the meshing mechanism SM2 is set to the fifth speed side connected state, or the meshing mechanism SM1 is set to the seventh speed side connected state, and if the brake is applied by the motor MG, the deceleration regeneration is performed and the driving force is applied from the motor MG. If transmitted, HEV traveling can be performed.

  As in the case of the third speed, at the fifth or seventh speed, the engine ENG and the motor MG are directly connected when the first clutch C1 is in the transmission state, so that the driving force is applied from the motor MG. If output, HEV traveling can be performed, and if the motor MG brakes and generates power, deceleration regeneration can be performed. When EV traveling is performed, the first clutch C1 may be in an open state. Further, the engine ENG can be started by gradually engaging the first clutch C1 during EV traveling.

  When the reverse speed is established using the driving force of the engine ENG, the lock mechanism R1 is fixed, the meshing mechanism SM5 is connected to the reverse gear GR and the reverse shaft 36, and the second clutch C2 is engaged. Let the transmission state. As a result, the driving force of the engine output shaft 32 moves backward via the second clutch C2, the idle gear train Gi, the reverse gear GR, the reverse driven gear GRa, the sun gear Sa, the carrier Ca, the third gear train G3, and the output shaft 33a. As the rotation of the direction, it is output from the output member 33, and the reverse gear is established.

(Release processing of the parking lock mechanism according to the first embodiment)
Hereinafter, the releasing process of the parking lock mechanism according to the first embodiment of the present invention will be described with reference to FIG. This release process is executed by the CPU 21a.

  First, the CPU 21a determines whether or not a parking lock mechanism release operation has occurred (step S1). The release operation of the parking lock mechanism corresponds to the fact that the CPU 21a has received a shifter signal indicating that a range other than the P range of the shift selector 22, the D range, the R range, and the N range has been selected. The D shifter signal is received when the D range is selected, the R shifter signal is received when the R range is selected, and the N shifter signal is received when the N range is selected.

  When it is determined that the D shifter signal has been received (step S1: D), the CPU 21a determines whether or not the detected angle θ of the tilt sensor 23 exceeds a predetermined threshold θth (step S2). The predetermined threshold θth is, for example, 5 degrees.

  When it is determined that the detected angle θ of the tilt sensor 23 does not exceed the predetermined threshold θth (step S2: NO), the CPU 21a releases the parking lock mechanism (step S3). The parking lock mechanism is released by switching the meshing mechanism SM2 in the parking lock state to the neutral state.

  On the other hand, when it is determined that the detected angle θ of the tilt sensor 23 exceeds the threshold θth (step S2: YES), the CPU 21a places at least one of the meshing mechanisms SM1, SM3, SM4 in a connected state (step S4). . For example, the meshing mechanism SM3 is set to the sixth speed side connected state. This is preferable because the friction is larger than when the meshing mechanism SM3 is in the second speed side connected state. However, the meshing mechanism SM3 may be in the second speed side connected state. Further, in addition to the connected state of the meshing mechanism SM3, or instead of the connected state of the meshing mechanism SM3, the meshing mechanisms SM1 and SM4 may be in the connected state.

  Thereafter, the CPU 21a releases the parking lock mechanism (step S3).

  Further, thereafter, the CPU 21a places the automatic transmission 31 in the D range state in preparation for starting in the D range of the vehicle (step S5). Specifically, the CPU 21a fixes the ring gear Ra of the planetary gear mechanism PG by the lock mechanism R1 and fastens the first clutch C1. As a result, it is possible to start the vehicle in ENG traveling at the first speed.

  However, when the meshing mechanism SM1 is in the connected state in step S4, it is necessary to engage the first clutch C1 after switching the meshing mechanism SM1 to the neutral state. Therefore, in step S3, it is preferable that at least one of the meshing mechanisms SM3 and SM4 be in a coupled state without bringing the meshing mechanism SM1 into a coupled state.

  Further, when the meshing mechanism SM3 is brought into the second speed side connected state in step S4, the second clutch C2 may be engaged in step S5, and the vehicle may start in the second speed ENG traveling.

  When it is determined that the N shifter signal has been received (step S1: N), the CPU 21a determines whether or not the detected angle θ of the tilt sensor 23 exceeds a predetermined threshold θth (step S6).

  When it is determined that the detected angle θ of the inclination sensor 23 does not exceed the predetermined threshold θth (step S6: NO), the CPU 21a releases the parking lock mechanism (step S7). The parking lock mechanism is released by switching the meshing mechanism SM2 in the parking lock state to the neutral state.

  On the other hand, when it is determined that the detection angle θ of the inclination sensor 23 exceeds the threshold θth (step S6: YES), the CPU 21a places at least one of the meshing mechanisms SM1, SM3, SM4 in a connected state (step S8). . For example, the meshing mechanism SM1 is set to a seventh speed side coupling state in which the seventh speed driving gear G7a and the first input shaft 34 are coupled. Note that the meshing mechanism SM1 may be in a third speed side connected state in which the third speed drive gear G3a and the first input shaft 34 are connected.

  Thereafter, the CPU 21a releases the parking lock mechanism (step S7).

  Further, thereafter, the CPU 21a places the automatic transmission 31 in the N range state (step S9). Specifically, in step S9, the CPU 21a switches the meshing mechanisms SM1, SM3, and SM4 in the connected state to the neutral state. As described above, when it is determined that the N shifter signal has been received (step S1: N), the meshing mechanisms SM1, SM3, and SM4 that are connected in step S8 are switched to the neutral state in step S9. The meshing mechanisms SM1, SM3, and SM4 may be connected.

  When it is determined that the R shifter signal has been received (step S1: R), the CPU 21a determines whether or not the detected angle θ of the tilt sensor 23 exceeds a predetermined threshold θth (step S10).

  When it is determined that the detection angle θ of the tilt sensor 23 does not exceed the predetermined threshold θth (step S10: NO), the CPU 21a releases the parking lock mechanism (step S11). The parking lock mechanism is released by switching the meshing mechanism SM2 in the parking lock state to the neutral state.

  On the other hand, when it is determined that the detection angle θ of the inclination sensor 23 exceeds the predetermined threshold θth (step S10: YES), the CPU 21a places at least one of the meshing mechanisms SM1, SM3, SM4 in a connected state (step S10). S12). For example, the meshing mechanism SM3 is set to the sixth speed side connected state. This is preferable because the friction is larger than when the meshing mechanism SM3 is in the second speed side connected state. However, the meshing mechanism SM3 may be in the second speed side connected state. Further, in addition to the connected state of the meshing mechanism SM3, or instead of the connected state of the meshing mechanism SM3, the meshing mechanisms SM1 and SM4 may be in the connected state.

  Thereafter, the CPU 21a releases the parking lock mechanism (step S11).

  Further, thereafter, the CPU 21a places the automatic transmission 31 in the R range state in preparation for starting in the R range of the vehicle (step S13). Specifically, the CPU 21a causes the lock mechanism R1 to fix the ring gear Ra of the planetary gear mechanism PG, and causes the meshing mechanism SM5 to be in a connected state in which the reverse gear GR and the reverse shaft 36 are connected, and the second clutch C2 Is concluded. As a result, it is possible to start in the ENG traveling at the rear speed stage.

  However, when the meshing mechanisms SM3 and SM4 are in the connected state in step S12, the second clutch C2 needs to be engaged after the meshing mechanisms SM3 and SM4 are switched to the neutral state. Therefore, in step S12, it is preferable to set the meshing mechanism SM1 to the coupled state without bringing the meshing mechanisms SM3 and SM4 to the coupled state.

  According to the first embodiment, in the parking lock state, when the D range, the N range, or the R range is selected and the parking lock state is released (step S1: YES), the inclination of the parking path of the vehicle is large. When the detected angle θ of the tilt sensor 23 exceeds the predetermined threshold θth, after at least one of the gear trains G2 to G4, G6 or G7 is established (steps S4, S8, S12). Then, the parking lock mechanism is unlocked (steps S3, S7, S11).

  Therefore, when the parking path of the vehicle is large and a large twist is generated between the drive wheel and the output shaft 33a, when the parking lock state is released, the reaction force due to the release of the twist (hereinafter, The torsional reaction force) is reduced by the established friction of the gear train. Therefore, when the parking lock state is released, the hitting sound generated in the backlash portion in the automatic transmission 31 such as the bearing portions of the first input shaft 34, the second input shaft 35, the reverse shaft 36, and the idle shaft 37 is suppressed. can do.

(Release processing of the parking lock mechanism according to the second embodiment)
Hereinafter, the release process of the parking lock mechanism according to the second embodiment of the present invention will be described with reference to FIG. This release process is executed by the CPU 21a.

  First, the CPU 21a determines whether or not a parking lock mechanism release operation has occurred (step S21).

  When it is determined that the D shifter signal has been received (step S21: D), the CPU 21a determines whether or not the detected angle θ of the tilt sensor 23 exceeds a predetermined threshold θth (step S22). The predetermined threshold θth is θth1 when the detection angle θ is downward (downhill), for example, 7 degrees, and is θth2 when the detection angle θ is upward (uphill), for example, 3 degrees. . Thus, the absolute value of the threshold value θth1 when the detection angle θ is inclined downward is set larger than the threshold value θth2 when the detection angle θ is inclined upward.

  When it is determined that the detected angle θ of the inclination sensor 23 does not exceed the predetermined threshold θth (step S22: NO), the CPU 21a releases the parking lock mechanism (step S23). The parking lock mechanism is released by switching the meshing mechanism SM2 in the parking lock state to the neutral state.

  On the other hand, when it is determined that the detection angle θ of the tilt sensor 23 exceeds the predetermined threshold θth (step S22: YES), the CPU 21a places at least one of the meshing mechanisms SM3 and SM4 in a connected state (step S24). . For example, the meshing mechanism SM3 is set to the sixth speed side connected state. This is preferable because the friction is larger than when the meshing mechanism SM3 is in the second speed side connected state. However, the meshing mechanism SM3 may be in the second speed side connected state. Further, in addition to the connected state of the meshing mechanism SM3, or instead of the connected state of the meshing mechanism SM3, the meshing mechanism SM4 may be in the connected state.

  Further, the CPU 21a engages the second clutch C2 (step S25). At this time, the CPU 21a generates the engagement torque T according to the detection angle θ of the inclination sensor 23 based on the graph of the relationship between the inclination angle θ and the engagement torque T as shown in FIG. Then, the degree of engagement is adjusted to engage the second clutch C2. In FIG. 4, the case where the inclination angle θ is downward is indicated by a dotted line, and the case where the detection angle θ is upward is indicated by a solid line. Thus, the engagement torque T when the detection angle θ is tilted downward is set smaller than the engagement torque T when the detection angle θ is tilted upward.

  Specifically, a table or map in which the inclination angle θ and the engagement torque T are associated with each other is stored in the memory 21b, and the CPU 21a determines the table or map according to the detection angle θ of the inclination sensor 23. The engagement torque T is acquired with reference to the above.

  Thereafter, the CPU 21a releases the parking lock mechanism (step S26). The parking lock mechanism is released by switching the meshing mechanism SM2 in the parking lock state to the neutral state. Then, the CPU 21a releases the engagement of the second clutch C2 (step S27).

  Further, thereafter, the CPU 21a places the automatic transmission 31 in the D range state in preparation for starting in the D range of the vehicle (step S28). Specifically, the CPU 21a fixes the ring gear Ra of the planetary gear mechanism PG by the lock mechanism R1 and fastens the first clutch C1. As a result, it is possible to start the vehicle in ENG traveling at the first speed.

  In addition, when the meshing mechanism SM3 is set to the second speed side connected state in step S24, the second clutch C2 may be engaged in step S27, and the vehicle may be started in the second speed ENG traveling.

  When it is determined that the N shifter signal has been received (step S21: N), the CPU 21a determines whether or not the detected angle θ of the tilt sensor 23 exceeds a predetermined threshold θth (step S29). Here, the predetermined threshold value θth is constant regardless of whether it is inclined downward or upward, and is, for example, 5 degrees.

  When it is determined that the detection angle θ of the tilt sensor 23 does not exceed the predetermined threshold θth (step S29: NO), the CPU 21a releases the parking lock mechanism (step S30). The parking lock mechanism is released by switching the meshing mechanism SM2 in the parking lock state to the neutral state.

  On the other hand, when it is determined that the detection angle θ of the tilt sensor 23 exceeds the threshold θth (step S29: YES), the CPU 21a places at least one of the meshing mechanisms SM1, SM3, SM4 in a connected state (step S31). . For example, the meshing mechanism SM1 is set to a seventh speed side coupling state in which the seventh speed driving gear G7a and the first input shaft 34 are coupled. Note that the meshing mechanism SM1 may be in a third speed side connected state in which the third speed drive gear G3a and the first input shaft 34 are connected.

  Thereafter, the CPU 21a releases the parking lock mechanism (step S30). The parking lock mechanism is released by switching the meshing mechanism SM2 in the parking lock state to the neutral state.

  Further, thereafter, the CPU 21a places the automatic transmission 31 in the N range state (step S32). Specifically, the CPU 21a switches the meshing mechanisms SM1, SM3, and SM4, which are connected in step S31, to the neutral state. As described above, when it is determined that the N shifter signal has been received (step S21: N), the meshing mechanisms SM1, SM3, and SM4 that are connected in step S31 are switched to the neutral state in step S32. The meshing mechanisms SM1, SM3, and SM4 may be connected.

  Note that the first clutch C1 or the second clutch C2 may be semi-engaged after step S31. However, in this case, when the parking lock mechanism is released in step S31, it is not preferable because the vehicle may start against the driver's intention. .

  When it is determined that the R shifter signal has been received (step S21: R), the CPU 21a determines whether or not the detection angle θ of the tilt sensor 23 exceeds a predetermined threshold θth (step S33). The predetermined threshold θth is θth1 when the detection angle θ is upward (uphill), for example, 7 degrees, and is θth2 when the detection angle θ is downward (downhill), for example, 3 degrees. . Thus, the absolute value of the threshold value θth1 when the detection angle θ is inclined upward is set larger than the threshold value θth2 when the detection angle θ is inclined downward.

  When it is determined that the detected angle θ of the inclination sensor 23 does not exceed the predetermined threshold θth (step S33: NO), the CPU 21a releases the parking lock mechanism (step S34). The parking lock mechanism is released by switching the meshing mechanism SM2 in the parking lock state to the neutral state.

  On the other hand, when it is determined that the detection angle θ of the tilt sensor 23 exceeds the predetermined threshold θth (step S33: YES), the CPU 21a places the meshing mechanism SM1 in a connected state (step S35). For example, the meshing mechanism SM1 is in the seventh speed side connected state. This is preferable because the friction becomes larger than when the meshing mechanism SM1 is in the third speed side connected state. However, the meshing mechanism SM1 may be in the third speed side connected state.

  Further, the CPU 21a half-engages the first clutch C1 (step S36). At this time, the CPU 21a generates the engagement torque T according to the detection angle θ of the inclination sensor 23 based on the graph of the relationship between the inclination angle θ and the engagement torque T as shown in FIG. The first clutch C1 is engaged by adjusting the degree of engagement. In FIG. 4, the case where the inclination angle θ is upward is indicated by a dotted line, and the case where the detection angle θ is downward is indicated by a solid line. Thus, the engagement torque T when the detection angle θ is tilted upward is set smaller than the engagement torque T when the detection angle θ is tilted downward.

  Specifically, a table or map in which the inclination angle θ and the engagement torque T are associated with each other is stored in the memory 21b, and the CPU 21a determines the table or map according to the detection angle θ of the inclination sensor 23. The engagement torque T is acquired with reference to the above.

  Thereafter, the CPU 21a releases the parking lock mechanism (step S37). The parking lock mechanism is released by switching the meshing mechanism SM2 in the parking lock state to the neutral state. Then, the CPU 21a releases the engagement of the first clutch C1 (step S38).

  Further, thereafter, the CPU 21a places the automatic transmission 31 in the R range state in preparation for starting in the R range of the vehicle (step S39). Specifically, the CPU 21a causes the lock mechanism R1 to fix the ring gear Ra of the planetary gear mechanism PG, and causes the meshing mechanism SM5 to be in a connected state in which the reverse gear GR and the reverse shaft 36 are connected, and the second clutch C2 Is concluded. As a result, it is possible to start in the ENG traveling at the rear speed stage.

  According to the second embodiment, in the parking lock state, when the D range or the R range is selected and the parking lock state is released (step S21: D or R), the inclination of the parking path of the vehicle is large, When the detected angle θ of the tilt sensor 23 exceeds the predetermined threshold θth, at least one of the gear trains G2 to G4, G6 or G7 is established (steps S24 and S35), and the first clutch After half-engaging C1 or the second clutch C2 (steps S25 and S36), the parking lock mechanism is unlocked (steps S26 and S37).

  Therefore, when the parking path of the vehicle is large and a large twist is generated between the drive wheel and the output shaft 33a, when the parking lock state is released, the torsional reaction force is compared with the established gear train and the half. It is reduced by the drag friction of the engaged clutch. Therefore, when the parking lock state is released, the hitting sound generated in the backlash portion in the automatic transmission 31 such as the bearing portions of the first input shaft 34, the second input shaft 35, the reverse shaft 36, and the idle shaft 37 is suppressed. can do.

  Further, when the D range is selected (step S21: D), the first mesh provided on the first input shaft 34 connected to the engine output shaft 32 by the first clutch C1 that is engaged when the vehicle starts. The second clutch is half-engaged after the third engagement mechanism SM3 or the fourth engagement mechanism SM4 provided on the second input shaft 35 is connected instead of the mechanism SM1 (step S24). S25). Therefore, after the parking lock mechanism is released (step S26), the third meshing mechanism SM3 or the fourth meshing mechanism SM4 can be shifted to the D range state without switching to the neutral state (step S28). It is possible to quickly shift to the D range state. The same applies when the R range is selected.

  In the present embodiment, the automatic transmission 31 has been described as an example, but the vehicle transmission according to the present invention is not limited to this.

  For example, although the automatic transmission 31 mounted on the hybrid vehicle has been described as an example, the vehicle transmission according to the present invention may be mounted on an engine vehicle or an electric vehicle. Further, the automatic transmission 31 capable of shifting to the seventh forward speed has been described as an example, but may be an automatic transmission capable of shifting to the sixth forward speed or lower or the eighth forward speed or higher, and the type thereof is not limited. .

  Furthermore, although the case where the shift range is selected by the shift selector 22 connected to the automatic transmission 31 by the shift-by-wire method has been described as an example, the shift range may be selected by a shift lever or the like.

  DESCRIPTION OF SYMBOLS 1 ... Storage battery, 2 ... Battery, 21 ... ECU, 21a ... CPU (control part, range detection means), 21b ... Memory, 22 ... Shift selector, 23 ... Inclination sensor, 31 ... Automatic transmission (vehicle transmission), 33a ... output shaft (output element), 34 ... first input shaft (input element, first input element), 35 ... second input shaft (input element, second input element), 36 ... reverse shaft, 37 ... idle shaft , C1 ... 1st clutch (friction engagement element), C2 ... 2nd clutch (friction engagement element), ENG ... Engine (internal combustion engine), G2 ... 2nd gear train (second gear train), G3a ... 3 Speed gear train (first gear train), G4 ... 4th gear train (second gear train), G5 ... 5th gear train (first gear train), G6 ... 6th gear train (second gear) Train), G7 ... 7-speed gear train (first gear train), GoP ... parking gear (parking) MG ... motor (electric motor), SM1 ... first engagement mechanism (connection mechanism), SM2 ... second engagement mechanism (parking lock mechanism), SM3 ... third engagement mechanism (connection mechanism), SM4 ... fourth. Meshing mechanism (coupling mechanism), SM5... Fifth meshing mechanism.

Claims (2)

A vehicle transmission that shifts the rotation of an input element to which power of an internal combustion engine is transmitted to a plurality of stages and outputs from an output element connected to drive wheels,
A plurality of gear trains provided between the input element and the output element and defining a plurality of different shift speeds;
A plurality of coupling mechanisms that are provided corresponding to the plurality of gear trains, determine the corresponding gear trains, and couple the input elements and the output elements;
A parking lock mechanism for locking the output element to a stationary part;
Range detection means for detecting whether the parking range or the parking release range is selected; and
A tilt sensor for detecting the tilt angle of the vehicle;
In the parking lock state in which the output element is locked to the non-moving portion by the parking lock mechanism, when the range detection unit detects that the parking release range is selected, a detection angle of the tilt sensor is a predetermined angle. When the threshold value is exceeded, after establishing the corresponding gear train with any one of the plurality of coupling mechanisms, a control unit that unlocks the parking lock mechanism ;
A friction engagement element capable of transmitting the power of the internal combustion engine to the input element;
When the range detection unit detects that the parking release range has been selected in the parking lock state, the control unit, when the detection angle of the tilt sensor exceeds the predetermined threshold, After establishing the corresponding gear train with any one of the coupling mechanisms and engaging the friction engagement elements, the parking lock mechanism is unlocked,
The parking cancellation range includes at least a forward range and a reverse range,
The control unit causes the friction engagement element to generate a large engagement torque in accordance with the magnitude of the detection angle of the tilt sensor in the parking lock state,
When the range detection unit detects that the forward range is selected, and the detection angle of the tilt sensor is upward, the absolute value is the same as the detection angle, and the detection angle of the downward inclination is set to the inclination sensor. Causing the friction engagement element to generate an engagement torque larger than an engagement torque to be generated when
When the range detecting means detects that the reverse range has been selected, if the detection angle of the inclination sensor is downward, the absolute value is the same as the detection angle, and the upward inclination is detected by the inclination sensor. A vehicular transmission characterized by causing the friction engagement element to generate an engagement torque that is greater than an engagement torque that is generated when the detection is detected .   A vehicle transmission that shifts the rotation of an input element to which power of an internal combustion engine is transmitted to a plurality of stages and outputs from an output element connected to drive wheels,
  A plurality of gear trains provided between the input element and the output element and defining a plurality of different shift speeds;
  A plurality of coupling mechanisms that are provided corresponding to the plurality of gear trains, determine the corresponding gear trains, and couple the input elements and the output elements;
  A parking lock mechanism for locking the output element to a stationary part;
  Range detection means for detecting whether the parking range or the parking release range is selected; and
  A tilt sensor for detecting the tilt angle of the vehicle;
  In the parking lock state in which the output element is locked to the non-moving portion by the parking lock mechanism, when the range detection unit detects that the parking release range is selected, a detection angle of the tilt sensor is a predetermined angle. When the threshold value is exceeded, after establishing the corresponding gear train with any one of the plurality of coupling mechanisms, a control unit that unlocks the parking lock mechanism;
  A friction engagement element capable of transmitting the power of the internal combustion engine to the input element;
  When the range detection unit detects that the parking release range has been selected in the parking lock state, the control unit, when the detection angle of the tilt sensor exceeds the predetermined threshold, After establishing the corresponding gear train with any one of the coupling mechanisms and engaging the friction engagement elements, the parking lock mechanism is unlocked,
  The friction engagement element is composed of a first clutch and a second clutch,
  The input element includes a first input element to which power of the internal combustion engine is input via the first clutch, and a second input element to which power of the internal combustion engine is input via the second clutch. ,
  The plurality of gear trains include a first gear train group provided between the first input element and the output element, and a second gear train provided between the second input element and the output element. Consisting of gear trains,
  The parking cancellation range includes at least a start range,
  A shift stage established when the start range is selected exists in a shift stage established by a gear train in the first gear train group;
  When the range detecting unit detects that the start range is selected in the parking lock state, the control unit detects the second gear train when the detected angle of the tilt sensor exceeds the predetermined threshold. A vehicle transmission characterized in that after one of the gear trains in the group is established by the connecting mechanism corresponding to the gear train, the lock of the parking lock mechanism is released.

Images