JP5985439B2 - Automatic transmission - Google Patents

Description

  The present invention relates to an automatic transmission that transmits the power of an internal combustion engine to a driven part via two wet clutches and a shift stage.

  Conventionally, the present applicant has already proposed an automatic transmission device described in Patent Document 1. The automatic transmission shown in FIGS. 13 to 15 of Patent Document 1 is a DCT type for automobiles, and first and second input shafts 112 and 113 arranged coaxially with each other, and these shafts 112 and 113. And odd-numbered and even-numbered clutches Co and Ce composed of a single-plate clutch, and three shafts 114 to 116 disposed parallel to the shafts 112 and 113, etc. .

  Furthermore, this automatic transmission is arranged on shafts 112 to 116, and includes a large number of transmission gear trains constituting forward 1st to 5th gears and reverse gears, transmission gears 120 and 121 of the transmission gear trains, and shaft 112. A synchronization mechanism 122 for connecting / disconnecting between the transmission gears 123, a synchronization mechanism 125 for connecting / releasing the transmission gears 123, 124 and the shaft 114, and a connection / disconnection between the transmission gear 129 for reverse and the reverse shaft 116. Reverse sync mechanism 130 for releasing, planetary gear mechanism 132 provided at the end of shaft 112 opposite to the engine, and first speed sync mechanism for connecting / releasing ring gear 134 and housing of planetary gear mechanism 132 137, an actuator (not shown) that drives these synchro mechanisms 122, 125, 130, and 137, and a diagram that controls the actuator There are equipped with such as a controller.

  In this automatic transmission, when the reverse gear is selected by the driver, the reverse sync speed is changed by the reverse sync mechanism 130 in a state where the even-numbered clutch Ce is disconnected by controlling the actuator by the controller. The gear 129 is connected to the reverse shaft 116, and the ring gear 134 is connected to the housing by the first speed sync mechanism 137. Thereafter, the even-numbered stage clutch Ce is connected to couple the second input shaft 113 to the drive shaft 111. As a result, the engine power is transmitted to the drive wheels W in a state of being reversely rotated as compared with the forward travel, thereby enabling reverse travel.

JP 2010-164192 A

  In the automatic transmission of Patent Document 1, when a wet clutch is used as the even-numbered clutch Ce, drag torque (idling torque) may be generated even when the even-numbered clutch Ce is in a disconnected state. A relatively large drag torque may be generated under conditions where the amount of lubricant supplied to the stage clutch Ce is large or when the temperature of the lubricant is low. Under such conditions, when the reverse gear is selected by the driver, differential rotation occurs between the reverse transmission gear 129 and the reverse shaft 116 due to the drag torque in the even-numbered clutch Ce. At the same time, when the reverse sync mechanism 130 is driven by the actuator and the reverse transmission gear 129 is synchronized with the reverse shaft 116, the driving force required for the actuator increases. As a result, a problem occurs that the execution time of the reverse gear in-gear operation becomes long or the reverse gear in-gear fails, and the merchantability is lowered.

  In order to solve this problem, the engine speed is increased while the even-numbered clutch Ce is disengaged to increase the rotation speed of the second input shaft, thereby interposing between the clutch plates of the even-numbered clutch Ce. It is conceivable to reduce the drag torque in the even-numbered clutch Ce by scattering the lubricating oil to the outside by centrifugal force and reducing the lubricating oil between the clutch plates. However, in such a case, since the engine speed has to be increased, the amount of fuel consumption increases and the fuel efficiency deteriorates, resulting in a decrease in merchantability.

  The present invention has been made to solve the above-mentioned problems. In the case where two wet clutches are provided, the execution time of the in-gear operation can be shortened while improving the reliability of the in-gear operation of the shift stage. An object of the present invention is to provide an automatic transmission that can improve the performance.

  In order to achieve the above object, an automatic transmission 1 according to claim 1 includes a first input shaft 11 connected to the internal combustion engine 3 and the electric motor 4 and a connection between the internal combustion engine 3 and the first input shaft 11. The first clutch 5 to be shut off, the output shaft 30 connected to the driven part (drive wheel DW), the first input shaft 11 and the output shaft 30 are provided between the first shift stage (first forward speed) A first transmission gear train (the planetary gear mechanism 7 and the fifth-speed drive gear 14) for transmitting the rotation of the first input shaft 11 to the output shaft 30 while shifting the speed through the first gear. , 4-5 speed driven gear 32), the first transmission gear (ring gear 7b) of any one of the first transmission gear trains, and the object to be connected (transmission case 8) are connected in synchronism with each other. Set the gear by setting the gear and releasing the connection. A first sync mechanism (first-speed sync mechanism 18) for releasing the first shift stage, a second input shaft 12 connected to the internal combustion engine 3 and different from the first input shaft 11, and along the second input shaft 12. The reverse rotation shaft (reverse shaft 40) provided between the reverse rotation shaft, the second input shaft 12, and the first input shaft 11 is configured as a reverse rotation speed (reverse speed) different from the first speed. In addition, a reverse transmission gear train (input gear 11a, gear 12a, reverse input gear for transmitting the rotation of the second input shaft 12 to the first input shaft 11 while simultaneously changing the speed of the second input shaft 12 through the reverse gear stage. 41, a reverse gear 42, an idler gear 44), any one of the reverse transmission gears (reverse gear 42) of the reverse transmission gear train, and any one of the reverse shaft, the second input shaft 12, and the first input shaft 11. One axis (reverse axis 40 Are connected in synchronism with each other to set a reverse gear, and by releasing the connection, the reverse sync mechanism (reverse sync mechanism 43) that releases the set reverse gear, and the internal combustion engine 3 And the wet second clutch 6 that connects / disconnects between the second input shaft 12 and the second input shaft 12, and the lubricating oil is supplied to the lubrication target (the electric motor 4) other than the second clutch 6 and the second clutch 6, The lubricating oil supply device 80 that changes the supply ratio of the lubricating oil to the second clutch 6 and the lubrication target, and the supply amount of the lubricating oil to the second clutch 6 by the lubricating oil supply device 80 exceeds the supply amount to the lubrication target. Based on the determination means (ECU2, step 10) for determining whether or not the clutch-side large supply amount state has occurred, and the determination result of the determination means, the first clutch 5, the second clutch 6, the first By controlling the synchro mechanism and the reverse sync mechanism, the reverse power transmission is transmitted to the driven part while simultaneously shifting the power of the internal combustion engine 3 through the second clutch 6, the first sync mechanism and the reverse sync mechanism. Control means (ECU 2, steps 1 to 4) for executing control, and when the control means determines that a clutch-side large supply amount state has occurred (when the determination result in step 10 is YES) ) Executes the first control (step 11) for controlling the electric motor 4 so that the rotational difference (reverse rotational difference DNR) between the reverse transmission gear and one shaft is reduced in the power reverse transmission control. By controlling the reverse sync mechanism at the start timing after the start of one control, the reverse transmission gear (reverse gear 42) and one shaft (reverse shaft 40) are mutually connected. The second control (step 12) for coupling while synchronizing is executed, and the third control (step 4) for connecting the second clutch 6 is performed after the reverse transmission gear and one shaft are coupled by the second control. It is characterized by performing.

  According to this automatic transmission, whether or not a clutch-side large supply amount state in which the degree of supply of the lubricating oil to the second clutch by the lubricating oil supply device exceeds the supply degree to the lubrication target is generated by the determination unit. And the first clutch, the second clutch, the first sync mechanism, and the reverse sync mechanism are controlled based on the determination result of the determination means via the second clutch, the first sync mechanism, and the reverse sync mechanism. Then, power reverse transmission control is performed in which the power of the internal combustion engine is transmitted to the driven part while being reversely shifted at the same time. In this case, when it is determined that the clutch-side large supply amount state has occurred, in the power reverse rotation transmission control, the first motor that controls the electric motor so that the rotational difference between the reverse transmission gear and one shaft is reduced. The control is executed, and by controlling the reverse sync mechanism at the start timing after the start of the first control, the second control for connecting the reverse transmission gear and one shaft in synchronization with each other is executed, After the reverse transmission gear and one shaft are coupled by the second control, the third control for connecting the second clutch is executed.

  In this case, when the clutch side large supply amount state in which the supply degree of the lubricant oil to the second clutch by the lubricant supply apparatus exceeds the supply degree to the lubrication target is generated, the second clutch is wet. As a result, the drag torque increases, and accordingly, the rotational difference between the reverse transmission gear and one shaft increases. On the other hand, according to this automatic transmission, when it is determined that the clutch-side large supply amount state has occurred, in the power reverse rotation transmission control, first, the rotational difference between the reverse transmission gear and one shaft is determined. The first control for controlling the electric motor is executed so that the motor is reduced, and the reverse rotation synchro mechanism is controlled at the start timing after the start of the first control to synchronize the reverse transmission gear and one shaft with each other. Since the second control to be connected is executed while the start timing of the first control and the second control is simultaneous, the reverse rotation of the reverse transmission gear and one shaft is rapidly reduced by the electric motor while the rotational difference is rapidly reduced by the electric motor. With the synchro mechanism, the reverse transmission gear and one shaft can be synchronized and connected. As a result, even when a large supply amount state on the clutch side occurs, the driving force of the reverse sync mechanism required for the in-gear operation of the reverse gear can be reduced, and the in-gear operation can be reliably performed while improving the in-gear operation reliability. The execution time of the operation can be shortened. In addition, since the differential rotation between the reverse transmission gear and one shaft is reduced by the electric motor, fuel consumption can be improved compared to the case where the differential rotation is reduced by the internal combustion engine. As described above, merchantability can be improved.

  In addition, when the start timing of the second control is delayed from the start timing of the first control, compared with the case where the start timing of the first control and the second control is the same, the reverse transmission gear and one shaft, At the timing when the differential rotation between them is further reduced, they can be connected while being synchronized. As a result, the driving force of the reverse sync mechanism required for the in-gear operation of the reverse gear can be further reduced, and the reliability of the in-gear operation can be further improved. As a result, merchantability can be further improved.

  According to a second aspect of the present invention, in the automatic transmission 1 according to the first aspect, when the control means determines that the clutch-side large supply amount state has occurred, After executing the control, before executing the third control, the electric motor 4 is controlled so that the rotational difference (ring gear speed NRI) between the first transmission gear (ring gear 7b) and the connection target (mission case 8) decreases. By controlling the first sync mechanism (first-speed sync mechanism 18) at the start timing after the start of the fourth control (step 14) and the fourth control, the first transmission gear and the connection target are synchronized with each other. The fifth control (step 15) to be connected is executed.

  According to this automatic transmission, after the execution of the second control, before the execution of the third control, the fourth control that controls the electric motor so that the rotational difference between the first transmission gear and the connection target decreases. Since the first synchronization mechanism is controlled at the start timing after the start of the fourth control of the fourth control, the fifth control that sequentially connects the first transmission gear and the connection target is executed. When the start timing of the fourth control and the fifth control is the same, the first synchronous gear is connected to the first transmission gear while the differential rotation of the first transmission gear and the connection target is rapidly reduced by the electric motor. Objects can be synchronized and linked. As a result, the driving force of the first sync mechanism required for the in-gear operation of the first shift stage can be reduced, and the execution time of the in-gear operation is shortened while improving the reliability of the in-gear operation of the first shift stage. be able to.

  Further, when the start timing of the fifth control is delayed from the start timing of the fourth control, compared to the case where the start timings of the fourth control and the fifth control are simultaneous, the first transmission gear and the connection target are At the timing when the differential rotation between them is further reduced, they can be connected while being synchronized. Thereby, the driving force of the first sync mechanism required for the in-gear operation of the first shift stage can be further reduced, and the reliability of the in-gear operation can be further improved. As described above, merchantability can be improved.

  According to a third aspect of the present invention, in the automatic transmission 1 according to the first or second aspect, the control means determines that the clutch-side large supply amount state has not occurred (the determination result of step 10 is In the case of NO), in the power reverse transmission control, the sixth control (step 16) that controls the electric motor 4 so that the rotational difference between the first transmission gear (ring gear 7b) and the connection target (mission case 8) is reduced. ) And control the first sync mechanism at the start timing after the start of the sixth control, thereby executing the seventh control (step 17) for connecting the first transmission gear and the connection target in synchronization with each other. Then, after the first speed change gear and the connection target are connected by the seventh control, the reverse speed change gear and one shaft are connected in synchronization with each other by controlling the reverse speed synchronization mechanism. And it executes the (step 19), after which the axes of one and the reverse gear by the eighth control is connected, and executes the ninth control to connect the second clutch (Step 4).

  According to this automatic transmission, when it is determined that the clutch-side large supply amount state has not occurred, in the power reverse rotation transmission control, the electric motor is controlled so that the rotational difference between the first transmission gear and the connection target decreases. And the seventh control for connecting the first transmission gear and the connection target in synchronization with each other by controlling the first synchronization mechanism at the start timing after the start of the sixth control. Therefore, when the start timing of the sixth control and the seventh control is the same, the first synchronization mechanism causes the first synchronization mechanism to quickly reduce the first rotation gear and the differential rotation of the connection target by the first synchronization mechanism. The transmission gear and the connection object can be synchronized and connected. As a result, the driving force of the first sync mechanism required for the in-gear operation of the first shift stage can be reduced, and the execution time of the in-gear operation is shortened while improving the reliability of the in-gear operation of the first shift stage. be able to.

  In addition, when the start timing of the seventh control is delayed from the start timing of the sixth control, compared with the case where the start timing of the two controls is simultaneous, the reverse transmission gear and one shaft are rotated by the differential rotation of both. It is possible to connect while synchronizing at a further reduced timing. As a result, the driving force of the reverse sync mechanism required for the in-gear operation of the reverse gear can be further reduced, and the reliability of the in-gear operation can be further improved. As described above, merchantability can be improved.

It is a figure which shows typically the structure of the automatic transmission which concerns on one Embodiment of this invention. It is a block diagram which shows the electrical structure of an automatic transmission. It is a figure which shows the structure of a lubricating oil supply apparatus. It is a flowchart which shows a reverse shift control process. It is a flowchart which shows an in-gear control process. It is a flowchart which shows a reverse gear motor control process. It is a flowchart which shows a reverse stage in-gear control process. It is a flowchart which shows the motor control process for 1st speed. It is a flowchart which shows a 1st gear stage in-gear control process. It is a flowchart which shows the ON control process of a 2nd clutch. It is a timing chart which shows an example of the control result by an automatic transmission when the clutch side large flow rate fault has occurred. 6 is a timing chart showing an example of a control result when the same control process as that in the non-occurrence state is executed when a clutch-side large flow rate failure has occurred.

  Hereinafter, an automatic transmission according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the automatic transmission 1 of this embodiment is applied to a drive system of a vehicle V. The vehicle V is of a hybrid vehicle type, and includes an internal combustion engine (hereinafter referred to as “engine”) 3 and an electric motor (hereinafter referred to as “motor”) 4 as a power source, and a pair of drive wheels DW corresponding to a driven portion. (Only one is shown) and a pair of driven wheels (not shown).

  The engine 3 includes a crankshaft 3a for outputting power, a fuel injection valve 3b and a spark plug 3c (only one is shown in FIG. 2) provided for each cylinder. As shown in FIG. 2, the fuel injection valve 3 b and the spark plug 3 c are electrically connected to the ECU 2, and the operation state is controlled by the ECU 2. Thereby, the operating state of the engine 3 is controlled.

  The motor 4 (the object to be lubricated) is of the brushless DC motor type, and is electrically connected to the ECU 2, and the operation state is controlled by the ECU 2 as will be described later.

  On the other hand, the automatic transmission 1 is a dual clutch type automatic transmission, and includes a first input shaft 11, a second input shaft 12, and a countershaft 20 that are arranged in parallel with each other. , An output shaft 30 and a reverse shaft 40, and an ECU 2 (see FIG. 2) that executes various control processes such as a reverse in-gear control process described later.

  The first clutch 5 is of the wet multi-plate clutch type, and is concentrically and integrally formed with a flywheel type outer clutch plate 5a concentrically and integrally attached to the crankshaft 3a and one end of the first input shaft 11. The inner clutch plate 5b, the first clutch actuator 51 (see FIG. 2) for driving the inner clutch plate 5b toward the outer clutch plate 5a, and the inner clutch plate 5b so as to be separated from the outer clutch plate 5a. A return spring (not shown) is provided.

  The first clutch / actuator 51 is a combination of an electric motor electrically connected to the ECU 2 and a hydraulic circuit including a hydraulic cylinder driven by the electric motor (both not shown). When the drive signal is supplied, the inner clutch plate 5b of the first clutch 5 is driven to the outer clutch plate 5a side against the urging force of the return spring. The ECU 2 controls the first clutch / actuator 51 to connect / disconnect the first clutch 5. In this case, when the first clutch 5 is connected, the power of the engine 3 is transmitted to the first input shaft 11 via the first clutch 5.

  Further, the first clutch / actuator 51 is provided with a first hydraulic pressure sensor 63 (see FIG. 2). The first hydraulic pressure sensor 63 detects the hydraulic pressure in the hydraulic circuit of the first clutch / actuator 51. Then, a detection signal representing it is output to the ECU 2. The ECU 2 determines the connection / disconnection state of the first clutch 5 based on the detection signal of the first hydraulic sensor 63.

  Further, the second clutch 6 is a wet multi-plate clutch type similar to the first clutch 5, and includes an outer clutch plate 6 a concentrically and integrally fixed to the outer clutch plate 5 a of the first clutch 5, An inner clutch plate 6b integrally attached to one end of the input shaft 12, a second clutch actuator 52 (see FIG. 2) for driving the inner clutch plate 6b toward the outer clutch plate 6a, and the inner clutch plate 6b as the outer clutch plate 6a. And a return spring (not shown) that urges the blade to move away from the head.

  The second clutch / actuator 52 is configured in the same manner as the first clutch / actuator 51 described above. When the drive signal from the ECU 2 is supplied, the second clutch / actuator 52 resists the urging force of the return spring. 6 inner clutch plate 6b is driven to the outer clutch plate 6a side. The ECU 2 connects / disconnects the second clutch 6 by controlling the second clutch / actuator 52. In this case, when the second clutch 6 is connected, the power of the engine 3 is transmitted to the second input shaft 12 via the second clutch 6.

  The second clutch / actuator 52 is provided with a second hydraulic pressure sensor 64 (see FIG. 2). The second hydraulic pressure sensor 64 detects the hydraulic pressure in the hydraulic circuit of the second clutch / actuator 52. Then, a detection signal representing it is output to the ECU 2. The ECU 2 determines the connection / disconnection state of the second clutch 6 based on the detection signal of the second hydraulic sensor 64.

  In the following description, connecting the second clutch 6 is referred to as “turning on the second clutch 6”, and disconnecting the second clutch 6 is referred to as “turning off the second clutch 6”. This also applies to the first clutch 5.

  On the other hand, the first input shaft 11 described above is rotatably supported by a transmission case 8 (a connection target) via a bearing (not shown), and an inner clutch plate of the first clutch 5 is provided at one end thereof. 5b is fixed, and a sun gear 7a of a planetary gear mechanism 7 to be described later is fixed concentrically at the other end.

  On the first input shaft 11, from the engine 3 side to the motor 4 side, the input gear 11a, the 3rd speed drive gear 13, the 3rd speed sync mechanism 16, the 7th speed drive gear 15, and the 3-5 speed sync mechanism 17 A fifth speed drive gear 14, a hollow shaft 19, a planetary gear mechanism 7 and a first speed sync mechanism 18 are provided. These elements 7, 11a, 13 to 19 are arranged concentrically with the first input shaft 11, and the input gear 11a (reverse transmission gear) is arranged so as to mesh with a reverse gear 42 (reverse transmission gear) described later. Has been.

  A first rotation speed sensor 61 is provided in the vicinity of the first input shaft 11. The first rotation speed sensor 61 detects a first rotation speed N1 that is the rotation speed of the first input shaft 11, and outputs a detection signal representing it to the ECU 2.

  The second input shaft 12 is a hollow shaft concentrically arranged with the first input shaft 11 and is rotatably fitted to the first input shaft 11 through its inner hole, and a bearing (not shown) is provided. And is rotatably supported by the mission case 8.

  A second rotational speed sensor 62 is provided in the vicinity of the second input shaft 12. The second rotational speed sensor 62 detects a second rotational speed N2 that is the rotational speed of the second input shaft 12, and outputs a detection signal representing it to the ECU 2.

  The inner clutch plate 6b of the second clutch 6 described above is concentrically attached to one end of the second input shaft 12, and a gear 12a (reverse transmission gear) is concentrically attached to the other end. ing. The gear 12a meshes with an idler gear 44 (reverse transmission gear).

  On the other hand, the third speed drive gear 13 is rotatably provided on the first input shaft 11 and always meshes with a 2-3 speed driven gear 31 (described later) of the output shaft 30, and these gears 13, 31. Thus, the third forward speed is configured.

  Although the detailed description of the above-described three-speed sync mechanism 16 is omitted here, it is configured in the same manner as the sync mechanism proposed by the present applicant in, for example, Japanese Patent No. 4242189, and is not shown in the drawing. Is connected to a gear actuator 53 (see FIG. 2).

  The gear actuator 53 is a combination of an electric motor electrically connected to the ECU 2 and a gear mechanism. During a speed change operation, the gear 2 and the actuator 53 are controlled by the ECU 2 through a 3-speed shift fork and a 3-speed sync. The mechanism 16 is driven. As a result, the third forward drive gear 13 is connected to the first input shaft 11 or released, whereby the third forward speed is switched between the in-gear state and the neutral state.

  The seventh speed drive gear 15 is rotatably provided on the first input shaft 11 and always meshes with a later-described 6-7 speed driven gear 33 of the output shaft 30, and these gears 15, 33. Thus, the seventh forward speed is configured. Further, the 5-speed drive gear 14 (first transmission gear) is integrally provided at the end of the hollow shaft 19 on the engine 3 side, and a 4-5-speed driven gear 32 (first transmission) described later of the output shaft 30 is provided. The gears 14 and 32 constitute a fifth forward speed.

  On the other hand, the 5-7 speed sync mechanism 17 is configured in the same manner as the above-described 3 speed sync mechanism 16, and is connected to the gear actuator 53 via a 5-7 speed shift fork (not shown). During the speed change operation, the 5-7 speed sync mechanism 17 is driven by the gear actuator 53, so that the fifth forward speed and the seventh forward speed are switched between the in-gear state and the neutral state.

  On the other hand, the planetary gear mechanism 7 (first transmission gear train) described above is of a single planetary type, is provided rotatably on the outer periphery of the sun gear 7a and the planetary gear mechanism 7, and has more teeth than the sun gear 7a. A ring gear 7b (one first transmission gear), a plurality of (for example, three) planetary gears 7c (only two are shown) meshing with both gears 7a and 7b, and a rotatable carrier 7d that rotatably supports the planetary gear 7c; have.

  The sun gear 7 a is attached concentrically to the rotating shaft 4 a of the motor 4, and the rotating shaft 4 a of the motor 4 is configured coaxially and integrally with the first input shaft 11. With the above configuration, the rotating shaft 4a, the sun gear 7a, and the first input shaft 11 rotate integrally with each other. The carrier 7d is integrally and concentrically attached to the hollow shaft 19, and the ring gear 7b is provided with the first-speed sync mechanism 18 described above.

  The first-speed sync mechanism 18 (first sync mechanism) is configured in the same manner as the aforementioned third-speed sync mechanism 16, and is connected to the gear actuator 53 via a first-speed shift fork (not shown). During the shifting operation, when in-gearing the first forward speed, the first gear sync mechanism 18 is driven by the gear actuator 53, so that the ring gear 7b is connected to the transmission case 8, thereby the ring gear 7b It is held non-rotatable.

  Further, when the first forward speed is set to the neutral state, the connection between the ring gear 7 b and the transmission case 8 is released by the first speed synchronization mechanism 18. Thereby, the rotation of the ring gear 7b is allowed.

  With the above configuration, in the automatic transmission 1, when the first forward speed is in-gear and the vehicle travels at the first forward speed, the power of the engine 3 is the first clutch 5, the first input shaft 11, the planetary gear mechanism 7. These are transmitted to the drive wheel DW via the hollow shaft 19, the fifth speed drive gear 14, the 4-5 speed driven gear 32, the output shaft 30, the output gear 34, and the final reduction gear FG.

  In the case of the automatic transmission 1, as will be described later, the ring gear 7 b is connected to the transmission case 8 by the first-speed sync mechanism 18 even when the vehicle travels backward. Regardless of traveling, connecting the ring gear 7b and the transmission case 8 by the first-speed sync mechanism 18 is referred to as “in-gearing the first forward speed”.

  On the other hand, the auxiliary shaft 20 described above is rotatably supported by the mission case 8 via a bearing (not shown). On the auxiliary shaft 20, the input gear 24, the second speed drive gear 21, the second speed sync mechanism 25, the sixth speed drive gear 23, the fourth speed gear sync mechanism 26, A 4-speed drive gear 22 is provided.

  The input gear 24 meshes with the idler gear 44, and the idler gear 44 meshes with the gear 12a of the second input shaft 12 as described above. Thereby, the auxiliary shaft 20 is connected to the second input shaft 12 via these gears 12a, 44, and 24.

  Further, the second speed drive gear 21 is rotatably provided on the auxiliary shaft 20 and always meshes with the second and third speed driven gear 31 of the output shaft 30, and these gears 21, 31 are used to move forward 2 The speed stage is configured.

  Further, the 2-speed sync mechanism 25 is connected to the gear actuator 53 described above via a 2-speed shift fork (not shown). During the speed change operation, the second speed sync mechanism 25 is driven by the gear actuator 53, whereby the second forward speed is switched between the in-gear state and the neutral state.

  On the other hand, the 6-speed drive gear 23 is rotatably provided on the auxiliary shaft 20, and is always meshed with the 6-7 speed driven gear 33 of the output shaft 30. The speed stage is configured. Further, the 4-speed drive gear 22 is also rotatably provided on the auxiliary shaft 20 and always meshes with the 4-5-speed driven gear 32 described above. Is configured.

  The 4-6 speed sync mechanism 26 is connected to the gear actuator 53 described above via a 4-6 speed shift fork (not shown). During the speed change operation, the 4-6 speed sync mechanism 26 is driven by the gear actuator 53, so that the fourth forward speed and the sixth forward speed are switched between the in-gear state and the neutral state.

  Further, the output shaft 30 is rotatably supported by the mission case 8 via a bearing (not shown). An output gear 34, a 2-3 speed driven gear 31, a 6-7 speed driven gear 33, and a 4-5 speed driven gear 32 are arranged on the output shaft 30 in order from the engine 3 side to the motor 4 side. Yes. All of these four gears 31 to 34 are fixed concentrically to the output shaft 30.

  On the other hand, as described above, the 2-3 speed driven gear 31 is connected to the 2nd speed drive gear 21 and the 3rd speed drive gear 13, and the 6-7 speed driven gear 33 is connected to the 6th speed drive gear 23 and the 7th speed drive gear 15. The fifth speed driven gear 32 meshes with the fourth speed driving gear 22 and the fifth speed driving gear 14, respectively. Furthermore, the output gear 34 is always meshed with the final reduction gear FG, whereby the rotation of the output shaft 30 is transmitted to the drive wheels DW via the final reduction gear FG.

  Further, an output rotation speed sensor 60 is provided in the vicinity of the output shaft 30 (see FIG. 2). The output rotation speed sensor 60 detects an output rotation speed NC that is the rotation speed of the output shaft 30 and outputs a detection signal representing the output rotation speed NC to the ECU 2. The ECU 2 calculates a vehicle speed VP that is the speed of the vehicle V based on the detection signal of the output rotation speed sensor 60.

  On the other hand, a reverse input gear 41, a reverse gear 42, and a reverse synchronization mechanism 43 are provided on the reverse shaft 40 from the engine 3 side toward the motor 4 side. The reverse input gear 41 (reverse transmission gear) is coaxially fixed to the reverse shaft 40 (reverse rotation shaft) and meshes with the idler gear 44 described above. The reverse gear 42 (reverse transmission gear) is rotatably provided on the reverse shaft 40 and meshes with the above-described input gear 11 a of the first input shaft 11.

  Further, the reverse sync mechanism 43 (reverse sync mechanism) is configured in the same manner as the above-described three-speed sync mechanism 16, and is connected to the gear actuator 53 via a reverse shift fork (not shown). During a shift operation during reverse travel, the reverse sync mechanism 43 is driven by the gear actuator 53 as described later, whereby the reverse gear 42 is coupled to the reverse shaft 40. When the reverse gear is set to the neutral state, the reverse synchronization mechanism 43 releases the connection between the reverse gear 42 and the reverse shaft 40. In the following description, connecting the reverse gear 42 and the reverse shaft 40 by the reverse synchronization mechanism 43 is referred to as “in-gearing the reverse gear”.

  A gear stage sensor 65 (see FIG. 2) is provided in the vicinity of the gear actuator 53. This gear stage sensor 65 detects and detects the operating state of the gear actuator 53 and outputs a detection signal representing it to the ECU 2. Based on the detection signal of the gear actuator 53, the ECU 2 determines whether the first to seventh forward speeds and the reverse speed are in an in-gear state or a neutral state.

  On the other hand, as shown in FIG. 3, the automatic transmission 1 is provided with a lubricating oil supply device 80. This lubricating oil supply device 80 supplies lubricating oil to the motor 4 and the two clutches 5, 6, etc., and includes an oil pump 81, a relief valve 82, an oil pan 83, a flow rate control valve 84, a flow rate switching valve 85, and the like. It has.

  This oil pump 81 is of a mechanical type and is driven by the power of the crankshaft 3 a of the engine 3 during operation of the engine 3. At that time, the oil pump 81 sucks the lubricating oil in the oil pan 83 through the oil passage 86a, and the sucked lubricating oil through the oil passage 86b and the oil passage 86c and the flow control valve side. It discharges to the 84 side, respectively.

  In this case, when the discharge pressure of the oil pump 81 is equal to or higher than a predetermined relief pressure, the relief valve 82 is opened to return the lubricating oil to the oil passage 86a via the oil passage 86e. Further, when the discharge pressure of the oil pump 81 is less than a predetermined relief pressure, the relief valve 82 is held in the closed state, so that the lubricating oil discharged by the oil pump 81 flows through the oil passage 86d. It is supplied to the switching valve 85.

  The flow control valve 84 is of a normally closed electromagnetic valve type and is electrically connected to the ECU 2. In the case of the flow rate control valve 84, when the control input signal from the ECU 2 is supplied, the valve is kept open, thereby supplying the control hydraulic pressure to the flow rate switching valve 85 side via the oil passage 86f. On the other hand, when the electric signal from the ECU 2 is not input, the flow rate control valve 84 is held in the closed state, whereby the control hydraulic pressure is not supplied to the flow rate switching valve 85 side.

  Further, the flow rate switching valve 85 is of a spool valve type, and the lubricating oil supplied from the oil pump 81 is supplied to the motor 4 side and the first and second clutches 5 and 6 side via supply paths 86g and 86h. The distribution ratio is switched between two types according to the presence or absence of the control hydraulic pressure from the flow control valve 84. Specifically, when the control hydraulic pressure is supplied from the flow control valve 84 to the flow rate switching valve 85, the lubricating oil has a large flow rate on the first and second clutches 5 and 6 side and a small flow rate on the motor 4 side. Supplied respectively. When the control hydraulic pressure is not supplied from the flow control valve 84 to the flow rate switching valve 85, the lubricating oil is supplied to the first and second clutches 5 and 6 at a small flow rate, contrary to the above, and the motor 4 Is supplied to the side at a large flow rate.

  On the other hand, the vehicle V is provided with a shift lever device and an accelerator pedal (both not shown). This shift lever device is of the floor shift lever type, and has five positions as a shift position: a parking position, a reverse position, a neutral position, a drive position, and a sport position. The shift position is configured to be switchable between five positions.

  The shift lever device is provided with a shift position sensor 66 (see FIG. 2). The shift position sensor 66 detects which of the five shift positions is selected in the shift lever device. Then, a detection signal representing it is output to the ECU 2.

  Further, as shown in FIG. 2, a motor temperature sensor 67 is electrically connected to the ECU 2. The motor temperature sensor 67 detects the temperature Tmot of the motor 4 (hereinafter referred to as “motor temperature”) and outputs a detection signal indicating the detected temperature to the ECU 2.

  On the other hand, the ECU 2 is composed of a microcomputer including a CPU, a RAM, a ROM, an I / O interface (all not shown), and the like according to the detection signal signals of the various sensors 60 to 67 described above. As described below, various control processes such as a reverse shift control process are executed. In the present embodiment, the ECU 2 corresponds to a determination unit and a control unit.

  Hereinafter, the reverse shift control process will be described with reference to FIG. This control process is for in-gearing the reverse speed and the first forward speed, and turning on the second clutch 6 by controlling the gear actuator 53 and the motor 4 described above when the vehicle travels backward. It is executed at a predetermined control cycle (for example, 10 msec).

  As shown in the figure, first, in step 1 (abbreviated as “S1” in the figure, the same applies hereinafter), it is determined based on the detection signal of the shift position sensor 66 whether or not the reverse position is selected in the shift lever device. To do.

  When this determination result is NO, this process is terminated as it is. On the other hand, when the determination result is YES, that is, when the reverse position is selected in the shift lever device, the process proceeds to step 2 to determine whether or not the reverse shift preparation flag F_READY is “1”.

  The reverse shift preparation flag F_READY indicates whether or not preparation for executing the reverse shift control process is ready. In the determination process (not shown), both of the two clutches 5 and 6 are turned off, and the forward 1 to It is set to “1” when both the sixth gear and the reverse gear are in the neutral state, and is set to “0” otherwise.

  When the determination result of step 2 is NO, this process is ended as it is. On the other hand, when the determination result in step 2 is YES, it is determined that the reverse shift control process should be executed, the process proceeds to step 3 and the in-gear control process is executed. This in-gear control process is to in-gear the reverse speed and the first forward speed, and is specifically executed as shown in FIG.

  As shown in the figure, first, at step 10, it is determined whether or not the clutch side large flow rate failure flag F_CLFALE is “1”. This clutch-side large flow rate failure flag F_CLFALE is caused by the malfunction of the flow rate control valve 84 or the flow rate switching valve 85 described above. This indicates whether or not a failure (hereinafter referred to as “clutch-side large flow rate failure”) in which the amount of lubricating oil is maintained at a small flow rate has occurred. This clutch side large flow rate failure flag F_CLFALE is determined in the determination process (not shown) based on the change in the motor temperature Tmot, the value of the control input signal to the flow rate control valve 84, and the like that the clutch side large flow rate failure has occurred. It is set to “1” when it is touched, and is set to “0” otherwise.

  If the determination result in step 10 is YES and a clutch-side large flow rate failure has occurred, the process proceeds to step 11 to execute a reverse-stage motor control process. This control process is for assisting the backward-stage boke operation (synchronous coupling operation) by the gear actuator 53, and is specifically executed as shown in FIG.

  First, in step 30, it is determined whether or not the execution flag F_MOT_REV of the reverse gear motor control is “1”. If the determination result is YES and the reverse-stage motor control process has been executed, the present process is terminated as it is.

  On the other hand, when the determination result of step 30 is NO, it is determined that the reverse gear motor control process should be executed, the process proceeds to step 31, and the reverse gear speed NR_G is calculated. The reverse gear speed NR_G is the rotation speed of the reverse gear 42 and is calculated based on the detection signal of the first rotation speed sensor 61 described above.

  Next, the routine proceeds to step 32, where the reverse shaft speed NR_S is calculated. The reverse shaft speed NR_S is the rotation speed of the reverse shaft 40 and is calculated based on the detection signal of the second rotation speed sensor 62 described above.

  Next, in step 33, the reverse rotation difference DNR is set to a deviation (NR_S-NR_G) between the reverse shaft speed NR_S and the reverse gear speed NR_G.

  In step 34 following step 33, it is determined whether or not −α ≦ DNR ≦ α is satisfied. This value α is a determination value for determining whether or not the reverse rotation difference DNR has converged around the value 0, and is set to a positive value close to the value 0.

  When the determination result of step 34 is NO, the process proceeds to step 35 to execute a motor rotation control process. In this control process, the rotation speed of the motor 4 is controlled so that the reverse rotation difference DNR converges to a value near zero. After executing step 35 in this way, the present process is terminated.

  As described above, when step 35 is executed, as the control proceeds, the absolute value of the reverse rotation difference DNR decreases, and the determination result of step 34 described above becomes YES. In this case, the process proceeds to step 36, and the reverse stage motor control execution flag F_MOT_REV is set to “1” to indicate that the reverse stage motor control process has been executed, and then this process ends. To do.

  Returning to FIG. 5, in step 11, the reverse speed motor control process is executed as described above, and then the process proceeds to step 12 to execute the reverse speed in-gear control process. This control process is to in-gear the reverse gear by the reverse synchronization mechanism 43, and is specifically executed as shown in FIG.

  First, in step 40, it is determined whether or not the above-described reverse stage motor control execution flag F_MOT_REV is “1”. When this determination result is NO, this process is terminated as it is.

  On the other hand, when the determination result in step 40 is YES, that is, when it is determined that the reverse rotation difference DNR has converged to around 0 by execution of the reverse speed motor control process, the process proceeds to step 41, where the reverse speed in-gear flag It is determined whether or not F_RVS_ING is “1”. When the determination result is YES and the reverse gear is in the in-gear state, the present process is ended as it is.

  On the other hand, if the determination result in step 41 is NO and the reverse gear is not in the in-gear state, the process proceeds to step 42 to execute the reverse gear driving process. Specifically, the reverse gear 42 is connected to the reverse shaft 40 by controlling the gear actuator 53 and driving the reverse synchronization mechanism 43.

  Next, the routine proceeds to step 43, where it is determined whether or not the reverse gear is in-gear, that is, whether or not the reverse gear 42 is connected to the reverse shaft 40, based on the detection signal of the gear stage sensor 65 described above.

  When this determination result is NO, this process is terminated as it is. On the other hand, if the determination result is YES and the reverse gear is in-gear, the process proceeds to step 44, and in order to represent it, the reverse-speed in-gear flag F_RVS_ING is set to “1”, and then this process is terminated.

  Returning to FIG. 5, in step 12, the reverse speed in-gear control process is executed as described above, and then the process proceeds to step 13 to determine whether or not the reverse speed in-gear flag F_RVS_ING described above is “1”. If the determination result is NO and the reverse gear is not in the in-gear state, the present process is terminated as it is.

  On the other hand, if the determination result in step 13 is YES and the reverse gear is in the in-gear state, the process proceeds to step 14 and the first-speed motor control process is executed. This control process is for assisting the first gear in-gear by the gear actuator 53, and is specifically executed as shown in FIG.

  First, at step 50, it is determined whether or not the execution flag F_MOT_1ST of the first-speed motor control is “1”. If the determination result is YES and the first-speed motor control process has been executed, the present process is terminated.

  On the other hand, if the determination result in step 50 is NO, it is determined that the first-speed motor control process should be executed, and the process proceeds to step 51 where the output rotation speed sensor 60 and the first rotation speed sensor 61 described above are processed. Based on the detection signal, the ring gear speed NRI is calculated. This ring gear speed NRI is the rotational speed of the ring gear 7b of the planetary gear mechanism 7, and corresponds to the rotational difference between the ring gear 7b and the mission case 8 because the rotational speed of the mission case 8 is zero.

  Next, the routine proceeds to step 52, where it is determined whether -α ≦ NRI ≦ α is satisfied. When the determination result is NO, the process proceeds to step 53, and a motor rotation control process is executed. In this motor rotation control process, the motor 4 is controlled so that the ring gear speed NRI converges to a value near zero. After executing step 53 in this way, the present process is terminated.

  As described above, when step 53 is executed, as the control proceeds, the absolute value of the ring gear speed NRI decreases and the ring gear 7b approaches the stop state, so that the determination result of step 52 described above becomes YES. . In this case, the process proceeds to step 54, in which the first speed stage motor control execution flag F_MOT_1ST is set to “1” to indicate that the first speed stage motor control process has been executed. Exit.

  Returning to FIG. 5, in step 14, the first-speed motor control process is executed as described above, and then the process proceeds to step 15 where the first-speed in-gear control process is executed. This control process is to in-gear the first forward speed by the first-speed sync mechanism 18, and is specifically executed as shown in FIG.

  First, in step 60, it is determined whether or not the execution flag F_MOT_1ST of the first-speed motor control described above is “1”. When this determination result is NO, this process is terminated as it is.

  On the other hand, when the determination result in step 60 is YES, that is, when it is determined that the ring gear speed NRI has converged near 0 by execution of the first-speed motor control process, the process proceeds to step 61 and the first gear It is determined whether or not the in-gear flag F_1ST_ING is “1”. If the determination result is YES and the first forward speed is in the in-gear state, the present process is ended as it is.

  On the other hand, if the determination result in step 61 is NO and the first forward speed is not in the in-gear state, the process proceeds to step 62 and the first gear in-gear drive process is executed. Specifically, the ring gear 7 b is connected to the transmission case 8 by controlling the gear actuator 53 and driving the first-speed sync mechanism 18.

  Next, the routine proceeds to step 63, where it is determined whether or not the first forward speed is in-gear, that is, whether or not the ring gear 7b is connected to the transmission case 8, based on the detection signal of the gear stage sensor 65 described above.

  When this determination result is NO, this process is terminated as it is. On the other hand, when the determination result is YES and the first forward speed is in-gear, the process proceeds to step 64. In order to express this, the first-speed in-gear flag F_1ST_ING is set to “1”, and then this process is terminated.

  Returning to FIG. 5, after the first-speed in-gear control process is executed as described above in step 15, this process ends.

  On the other hand, if the determination result in step 10 is NO and the clutch-side large flow rate failure has not occurred, the process proceeds to step 16, and the first-speed motor control process is performed in the same manner as the control process in step 14 described above. Execute.

  Next, the routine proceeds to step 17, where the first-speed in-gear control process is executed by the same method as the control process of step 15 described above.

  Next, the routine proceeds to step 18 where it is determined whether or not the first speed in-gear flag F_1ST_ING described above is “1”. When the determination result is NO and the first forward speed is not in the in-gear state, the present process is ended as it is.

  On the other hand, if the determination result in step 18 is YES and the first forward speed is in the in-gear state, the process proceeds to step 19 and the reverse-stage in-gear control process is executed by the same method as the control process in step 12 described above. Then, this process is terminated.

  Returning to FIG. 4, in step 3, the in-gear control process is performed as described above, and then the process proceeds to step 4 where the second clutch on-control process is performed. Specifically, this control process is executed as shown in FIG.

  First, in step 70, it is determined whether or not the first-speed in-gear flag F_1ST_ING described above is “1”. When the determination result is NO and the first forward speed is not in the in-gear state, the present process is ended as it is.

  On the other hand, if the decision result in the step 70 is YES and the first forward speed is in the in-gear state, the process advances to a step 71 to determine whether or not the reverse-stage in-gear flag F_RVS_ING described above is “1”. If the determination result is NO and the reverse gear is not in the in-gear state, the present process is terminated as it is.

  On the other hand, when the determination result in step 71 is YES, that is, when both the first forward speed and the reverse speed are in the in-gear state, the process proceeds to step 72 to control the second clutch actuator 52 described above, The second clutch 6 is driven to the on state.

  Next, the routine proceeds to step 73, where it is determined whether or not the second clutch 6 has been turned on based on the detection signal of the second hydraulic sensor 64 described above. When this determination result is NO, this process is terminated as it is.

  On the other hand, if the determination result in step 73 is YES and the second clutch 6 is turned on, it is determined that the on-control process of the second clutch should be terminated, the process proceeds to step 74, and the above-mentioned four After all of the flags F_MOT_REV, F_RVS_ING, F_MOT_1ST, and F_1ST_ING are set to the value 0, the present process is terminated.

  Returning to FIG. 4, in step 4, the on-control process of the second clutch is executed as described above, and then the reverse shift control process of FIG.

  Next, the control results when the reverse shift control process is executed as described above will be described. FIG. 11 shows an example of a control result (hereinafter referred to as “this control example”) when the reverse shift control process of this embodiment is executed in the case where a clutch-side large flow rate failure has occurred. For comparison, an example of a control result (hereinafter referred to as “comparison”) when the same control process (steps 16 to 19 described above) as that in the non-occurrence state is executed even though a clutch-side large flow rate failure has occurred. Control example ”). 11 and 12, the value LOAD_GA is a sync load in the gear actuator 53 and corresponds to the driving force of the gear actuator 53 when driving the sync mechanism and connecting the gear stages.

  As shown in FIG. 11, in the case of this control example, when the reverse position is selected in the shift lever device at time t1, the above-described reverse-stage motor control process in step 11 is started. As a result, the reverse gear speed NR_G changes so as to converge to the reverse shaft speed NR_S by controlling the motor 4 so that the reverse rotation difference DNR becomes 0.

  At time t2, when the reverse gear speed NR_G converges to the reverse shaft speed NR_S and −α ≦ DNR ≦ α is established, the reverse speed motor control process is terminated, and the reverse speed motor control execution flag F_MOT_REV is set. Set to “1”. As a result, the reverse speed in-gear control process of step 12 is started at time t2, so that the sync load LOAD_GA in the gear actuator 53 has a timing with a response delay (from time t2) so as to in-gear the reverse speed. Also starts increasing slightly later). Thereafter, as the reverse gear 42 and the reverse shaft 40 are synchronized with each other, the sync load LOAD_GA decreases.

  When the reverse gear is in-geared at time t3, the reverse gear in-gear flag F_RVS_ING is set to “1”, so that the first-speed motor control process in step 14 is started. As a result, the motor 4 is controlled so that the ring gear speed NRI converges to the value 0, so that the reverse gear speed NR_G and the reverse shaft speed NR_S both change so as to converge to the value 0.

  As the control proceeds, at time t4, when −α ≦ NRI ≦ α is established, the first-speed motor control process is ended, and the first-speed motor control execution flag F_MOT_1ST is set to “1”. Is done. Thereby, at time t3, the first-speed in-gear control process of step 15 is started, so that the sync load LOAD_GA is slightly delayed from the time t3 so as to in-gear the first forward speed. It starts to increase at a later timing. As the ring gear 7b and the transmission case 8 synchronize with each other, the sync load LOAD_GA decreases.

  Thereafter, when the forward first speed is in-geared at time t5, the first speed in-gear flag F_1ST_ING is set to “1”. Thereby, although not shown, the second clutch on-control process in step 4 is started and the second clutch 6 is connected, thereby enabling reverse travel.

  On the other hand, in the case of the comparative control example, when the reverse position is selected in the shift lever device at time t10, the first-speed motor control process in step 16 described above is started. As a result, the reverse gear speed NR_G changes to converge to the value 0 by controlling the motor 4 so that the ring gear speed NRI converges to the value 0.

  When -α ≦ NRI ≦ α is satisfied at time t11, the first-speed motor control process is ended, and the executed flag F_MOT_1ST of the first-speed motor control is set to “1”. As a result, the first-speed in-gear control process in step 17 is started at time t11, so that the sync load LOAD_GA is slightly delayed from the time t11 so as to in-gear the first forward speed. It starts to increase at a later timing. As the ring gear 7b and the transmission case 8 synchronize with each other, the sync load LOAD_GA decreases.

  Thereafter, when the first forward speed is in-geared at time t12, the first speed in-gear flag F_1ST_ING is set to “1”. As a result, the reverse speed in-gear control process of step 19 is started, so that the synchronous load LOAD_GA increases so as to in-gear the reverse speed after time t12, but the drag torque of the second clutch 6 is large. Thus, the reverse gear speed NR_G does not converge to the reverse shaft speed NR_S, and the reverse gear is not in-geared.

  Thus, in the case of the control method of the comparative control example, the reverse gear cannot be in-geared only by the sync load LOAD_GA of the gear actuator 53 under the condition that the clutch-side large flow rate failure has occurred, and the reverse drive It turns out that it will be in the state which cannot do. On the other hand, according to the control method of the present embodiment, it is necessary for the in-gear operation of the reverse gear and the first forward speed gear by the assist by the control of the motor 4 even when the clutch-side large supply amount state occurs. It can be seen that the sync load LOAD_GA of the gear actuator 53 can be reduced, and the execution time of the in-gear operation can be shortened while improving the reliability of the in-gear operation.

  As described above, according to the automatic transmission device 1 of the present embodiment, when the clutch-side large flow rate failure has occurred, the control processing of steps 11 to 15 is executed. At this time, since the reverse-stage in-gear control process of step 12 is started at the timing when the reverse-stage motor control process of step 11 has been executed, the reverse rotation difference between the reverse shaft 40 and the reverse gear 42 is driven by the motor 4. After the DNR is rapidly converged to around 0, the reverse gear 42 and the reverse shaft 40 can be synchronized and connected by the reverse sync mechanism 43. As a result, even when the drag torque of the second clutch is increased due to the occurrence of a clutch-side large flow rate failure, the reverse sync mechanism 43 synchronization required for the reverse gear operation with the assist of the motor 4 is achieved. The load LOAD_GA can be reduced, and the execution time of the reverse gear in-gear operation can be shortened while improving the reliability of the reverse gear in-gear operation. Further, at this time, the reverse rotation difference DNR is decreased by the motor 4, so that the fuel efficiency can be improved as compared with the case where the reverse rotation difference DNR is decreased by the engine 3.

  In addition to this, after the reverse gear is in-geared, the first-speed motor control process of step 14 is executed, and the first-speed in-gear control process of step 15 is started at the timing when this is completed. After the ring gear speed NRI, which is the rotational difference between the ring gear 7b and the transmission case 8, is quickly converged to a value near 0 by the motor 4, the ring gear 7b and the transmission case 8 are synchronized by the first speed synchronization mechanism 18 and connected. can do. As a result, the assist of the motor 4 can reduce the sync load LOAD_GA of the first-speed sync mechanism 18 required for the first-speed in-gear operation, and the first-speed in-gear operation can be more reliably performed while improving the reliability of the first-speed in-gear operation. The execution time of the stage in-gear operation can be shortened. As described above, when the vehicle travels backward, it is possible to reduce the execution time of the in-gear operation while improving the reliability of the in-gear operation of the reverse gear and the first gear, and to improve the merchantability.

  Further, when the clutch-side large flow rate failure has not occurred, the control processing of steps 16 to 19 is executed. At that time, the first-speed in-gear control process in step 17 is started at the timing when the first-speed motor control process in step 16 has been executed. The necessary sync load LOAD_GA of the first-speed synchronization mechanism 18 can be reduced, and the execution time of the first-speed in-gear operation can be shortened while improving the reliability of the first-speed in-gear operation. As a result, merchantability can be further improved.

  The embodiment is an example in which the reverse speed motor control process as the first control is executed, and the reverse speed in-gear control process as the second control is started at the timing when -α ≦ DNR ≦ α is satisfied. The execution start timing of the second control may be after the start of execution of the first control. For example, the reverse speed motor control process as the first control and the reverse speed in-gear control process as the second control may be started simultaneously. Even in such a configuration, it is possible to execute the reverse gear in-gear operation with the assist of the motor 4 while converging the reverse rotation difference DNR to substantially 0, and thereby the gear for in-gearing the reverse gear. The sync load LOAD_GA of the actuator 53 can be reduced.

  The embodiment is an example in which the first speed stage motor control process as the third control is executed, and the first speed in-gear control process as the fourth control is started at the timing when -α ≦ NRI ≦ α is satisfied. However, the execution start timing of the fourth control may be after the execution start of the third control. For example, the first speed stage motor control process as the third control and the first speed in-gear control process as the fourth control may be started simultaneously. Even in such a configuration, the first gear in-gear operation can be performed while converging the reverse rotation difference DNR to substantially the value 0, and thus the gear actuator 53 of the first gear in gear is operated. The sync load LOAD_GA can be reduced.

  Furthermore, although the embodiment is an example in which it is determined that the clutch-side supply amount state has occurred when the clutch-side large flow rate failure has occurred, the determination of the occurrence of the clutch-side supply amount state of the present invention is However, the present invention is not limited to this, and may be any time when the supply amount of the lubricating oil to the second clutch side exceeds the supply amount to the lubrication target. For example, in the embodiment, even when the flow rate control valve 84 and the flow rate switching valve 85 are normal, the amount of lubricating oil to the first clutch 5 and the second clutch 6 side is large, and the lubrication to the motor 4 side is performed. You may comprise so that the control processing of step 11-15 mentioned above may be performed when the oil quantity is each small flow volume.

  On the other hand, the embodiment is an example in which the transmission case 8 is a connection target, but the connection target of the present invention is not limited to this, and the first shift stage can be set by connecting the first transmission gear. That's fine. For example, the first input shaft 11 and the output shaft 30 may be connected.

  The embodiment is an example in which the reverse shaft 40 is a reverse shaft, but the reverse shaft of the present invention is not limited thereto, and any reverse gear can be set by connecting a reverse gear. . For example, any one of the first input shaft 11, the second input shaft 12, and the auxiliary shaft 20 may be the reverse rotation shaft.

  Further, the embodiment is an example in which the motor 4 is a lubrication target, but the lubrication target of the present invention is not limited to this, and any lubrication may be used. For example, a valve operating system of an internal combustion engine may be a lubrication target.

  On the other hand, the embodiment is an example in which the automatic transmission 1 is applied to a vehicle V. However, the automatic transmission of the present invention is not limited to this, and ships and other industrial equipment including an internal combustion engine and an electric motor as a power source. It is also applicable to. For example, when the automatic transmission of the present invention is applied to a ship, the screw corresponds to the driven part.

1 automatic transmission 2 ECU (determination means, control means)
3 Internal combustion engine 4 Electric motor (for lubrication)
5 First clutch 6 Second clutch 7 Planetary gear mechanism (first transmission gear train)
7b Ring gear (one first transmission gear)
8 Mission case (consolidated)
11 First input shaft 11a Input gear (reverse speed change gear)
12 Second input shaft 12a Gear (reverse speed change gear)
14 5-speed drive gear (1st transmission gear)
18 First-speed sync mechanism (first sync mechanism)
30 Output shaft 32 4-5 speed driven gear (first transmission gear)
40 Reverse axis (reverse axis, one axis)
41 Reverse input gear (reverse shifting gear)
42 Reverse gear
43 Reverse Synchro Mechanism (Reverse Synchro Mechanism)
44 idler gear (reverse speed change gear)
80 Lubricating oil supply device DNR Reverse rotation difference (rotation difference between the reverse transmission gear and one shaft)
NRI ring gear speed (rotational difference between the first transmission gear and the connected object)

Claims (3)

A first input shaft coupled to the internal combustion engine and the electric motor;
A first clutch for connecting / disconnecting between the internal combustion engine and the first input shaft;
An output shaft coupled to the driven part;
A first gear is provided between the first input shaft and the output shaft, and the rotation of the first input shaft is transmitted to the output shaft through the first gear while shifting the speed. A first transmission gear train for
By setting any one first transmission gear of the first transmission gear train and an object to be connected in synchronization with each other, the first gear is set, and the setting is made by releasing the connection. A first sync mechanism for releasing the first gear position;
A second input shaft coupled to the internal combustion engine, different from the first input shaft;
A reverse rotation shaft provided along the second input shaft;
The second input shaft is provided between the reverse rotation shaft, the second input shaft, and the first input shaft and constitutes a reverse shift speed different from the first shift speed, and the second input shaft via the reverse speed shift speed. A reverse transmission gear train for transmitting to the first input shaft while reversing and rotating the rotation of
By connecting any one of the reverse transmission gears of the reverse transmission gear train and any one of the reverse rotation shaft, the second input shaft, and the first input shaft in synchronization with each other, A reverse sync mechanism that sets the reverse gear and releases the set reverse gear by releasing the connection;
A wet second clutch for connecting / disconnecting between the internal combustion engine and the second input shaft;
A lubricating oil supply device that supplies the lubricating oil to the second clutch and a lubrication target other than the second clutch, and changes a supply ratio of the lubricating oil to the second clutch and the lubrication target;
A determination means for determining whether or not a clutch-side large supply amount state in which a supply amount of the lubricant to the second clutch by the lubricant supply device exceeds a supply amount to the lubrication target is generated;
The second clutch, the first sync mechanism, and the reverse sync mechanism are controlled by controlling the first clutch, the second clutch, the first sync mechanism, and the reverse sync mechanism based on the determination result of the determination means. Control means for executing power reverse transmission control for transmitting to the driven part while shifting the power of the internal combustion engine at the same time as shifting through the engine,
With
When it is determined that the clutch-side large supply amount state has occurred, the control means, in the power reverse rotation transmission control,
Executing a first control for controlling the electric motor so that a rotational difference between the reverse transmission gear and the one shaft is reduced;
By controlling the reverse sync mechanism at the start timing after the start of the first control, the second control for connecting the reverse transmission gear and the one shaft in synchronization with each other is executed,
An automatic transmission apparatus that performs a third control for connecting the second clutch after the reverse transmission gear and the one shaft are coupled by the second control. When it is determined that the clutch-side large supply amount state has occurred, the control means, in the power reverse transmission control, after executing the second control and before executing the third control,
A fourth control for controlling the electric motor so as to reduce a rotational difference between the first transmission gear and the connection target;
Performing a fifth control for connecting the first transmission gear and the connection target in synchronization with each other by controlling the first synchronization mechanism at a start timing after the start of the fourth control. The automatic transmission according to claim 1, wherein When it is determined that the clutch-side large supply amount state has not occurred, the control means, in the power reverse transmission control,
Performing a sixth control for controlling the electric motor so that a rotational difference between the first transmission gear and the connection target decreases;
By controlling the first sync mechanism at the start timing after the start of the sixth control, a seventh control is performed to connect the first transmission gear and the connection target in synchronization with each other;
After the first speed change gear and the connection target are connected by the seventh control, the reverse speed change gear and the one shaft are connected while being synchronized with each other by controlling the reverse speed synchronization mechanism. Perform control,
3. The automatic transmission according to claim 1, wherein a ninth control for connecting the second clutch is executed after the reverse transmission gear and the one shaft are coupled by the eighth control. 4. .

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