JP6102457B2 - Automatic transmission for automatic transmission for vehicle - Google Patents

Description

  The present invention relates to an automatic transmission for a vehicle automatic transmission using a dog clutch.

  2. Description of the Related Art Conventionally, there is an automatic transmission that operates a drive motor by a control unit (ECU) and automatically switches the gear stage of the automatic transmission. For example, in the technique disclosed in Patent Document 1 shown below, at the time of gear shifting, the ECU operates the drive motor of the automatic transmission, and the sleeve connected to the drive motor and connected to the input shaft is connected to the axis of the input shaft. Move in the direction with a predetermined torque. And the convex dowel which a sleeve has is engaged between the concave dowels which the gear supported so that free rotation to an input shaft has may be engaged, and a sleeve and a gear can be rotated integrally. Thus, the rotational driving force is transmitted to the output shaft that is rotationally connected to the gear. At this time, the synchronizer mechanism is not used to rotationally connect the sleeve and the gear. For this reason, the sleeve and the gear do not always engage well. In other words, the convex dowel of the sleeve is not engaged between the concave dowels of the gear, the tip of the convex dowel contacts the flat surface of the concave dowel, and the sleeve and the gear are in a relative slip or synchronized state. May rotate. At this time, in the prior art disclosed in Patent Document 1, as a countermeasure, after the drive motor is operated, the rotation angle of the drive motor, that is, the operating stroke of the sleeve is first detected. When the detected operation stroke does not coincide with the desired stroke when the sleeve is completely engaged with the gear, it is determined that the sleeve and the gear are not engaged, and re-entry control (retry control) is performed. To do. The re-entry control temporarily reduces the moving torque of the sleeve by the drive motor, causes relative rotation between the sleeve and the gear, and then applies the predetermined torque again to attempt re-entry between the concave dowels. Control. Then, at the moment when the convex dowel and the concave dowel are in phase, the sleeve is again applied with a predetermined torque to move the convex dowel between the concave dowels. As a result, the sleeve and the gear can be engaged and rotated together.

Japanese Patent Laid-Open No. 11-82710

  However, in the technique disclosed in Patent Document 1, it is detected that the sleeve and the gear are not engaged only by the detected operation stroke. For this reason, it cannot be detected that the sleeve and the gear are sliding while the sleeve and the gear are rotating while causing relative rotation. Assuming that there is a relative rotation between the sleeve and the gear, if there is a wait for a while, the convex dowel and the concave dowel may gradually approach and eventually engage. is there. If retry control is executed without taking this possibility into consideration, there is a possibility that the time until engagement will be longer. Further, in the technique disclosed in Patent Document 1, the re-entry control in all the rotation speed ranges is assumed to have a constant timing for applying a predetermined torque again and a torque value to be urged. Therefore, it corresponds to the relative rotational speed between the sleeve and the gear that is generated when the moving torque of the sleeve is temporarily reduced, which is different depending on the rotational speed of the sleeve and the gear immediately before performing the re-entry control. Not. Thus, it may be difficult to urge the sleeve with an appropriate torque and engage it in a short time at the moment when the phase between the convex dowel of the sleeve and the concave dowel of the gear coincide.

  The present invention has been made in view of the above problems, and automatic transmission of an automatic transmission for a vehicle using a dog clutch that efficiently achieves engagement in retry control when the sleeve and the gear cannot be engaged. An object is to provide an apparatus.

  In order to solve the above-mentioned problem, an automatic transmission apparatus for an automatic transmission according to claim 1 includes a rotary shaft that is rotatably connected to one of an input shaft and an output shaft of the automatic transmission and is rotatably supported about an axis. A clutch ring rotatably supported on a rotary shaft and rotationally connected to the other of the input shaft and the output shaft; a clutch hub fixed to the rotary shaft adjacent to the clutch ring; and the clutch hub and the axial direction A sleeve that is movably fitted to the sleeve, a dog clutch portion that protrudes toward the sleeve side of the clutch ring and engages and disengages with the sleeve according to the axial movement of the sleeve, and the sleeve in the axial direction An axial movement device that can be pressed against the dog clutch, a stroke sensor that detects the amount of movement of the sleeve, and a front A vehicle including first and second rotation speed sensors that detect rotation speeds of a rotation shaft and the clutch ring, and a control section that operates the shaft movement device to control engagement / disengagement between the sleeve and the dog clutch section. The automatic transmission for an automatic transmission for a vehicle, wherein the sleeve has a plurality of low teeth and high teeth formed with a height higher than the low teeth, and the dog clutch portion corresponds to the high teeth. A plurality of clutch front teeth formed extending from the second end surface to the first end surface in the axial direction and having an outer diameter larger than the inner diameter of the high teeth and smaller than the inner diameter of the low teeth, and from the clutch front teeth Clutch rear teeth formed extending in the axial direction from the contact surface on which the high teeth can come into contact with the first end surface in a position where the fixed teeth are retracted, and a plurality of clutch rear teeth formed between the clutch front teeth; The above A clutch tooth groove formed between the front teeth of the clutch and the rear teeth of the clutch, and engageable with the sleeve, and the control unit places the sleeve on the shaft driving device with the first load on the dog clutch unit side. An engagement start portion that moves to the dog clutch portion side, and a retry that biases the sleeve toward the dog clutch portion with a second load smaller than the first load for a predetermined period of time with a third load greater than the first load. A retry control unit that executes control, and the axial movement device urges and moves the sleeve to the dog clutch unit side with the first load in order to engage the sleeve and the dog clutch unit. When the threshold value is equal to or less than a predetermined movement amount threshold, the retry control transition determination unit that determines the transition to the retry control and executes the retry control, and the retry control transition determination unit, When it is determined to shift to the retry control, the waiting time and the third time are determined based on the rotational speed of the rotary shaft and the clutch ring connected to the output shaft immediately before the retry control is performed. A retry control condition calculation unit that calculates at least one of the loads.

  Thus, in the retry control condition calculation unit of the control unit, at least one of the standby time and the third load is calculated based on the rotation speed of the rotary shaft and the clutch ring connected to the output shaft. At this time, the rotation speed of the rotary shaft and the clutch ring connected to the output shaft is determined between the sleeve and the clutch ring, which is generated when the urging force of the sleeve is reduced from the first load to the second load. It has a correlation with the differential rotation speed. For this reason, at least one of the standby time and the third load is calculated based on the differential rotational speed between the sleeve and the clutch ring. Accordingly, the engagement between the sleeve and the dog clutch portion of the clutch ring can be reliably performed by the retry control for urging the sleeve toward the clutch ring with the third load during the standby time according to the differential rotation speed.

  An automatic transmission apparatus for an automatic transmission according to a second aspect is the automatic transmission device according to the first aspect, wherein the waiting time calculated by the retry control condition calculating unit is connected to the output shaft of the rotating shaft and the clutch ring. The third load is made shorter as the rotational speed of the other is larger, and the third load is made larger as the rotational speed of the one connected to the output shaft of the rotary shaft and the clutch ring is larger.

  As described above, the standby time is shortened as the rotational speed of the rotary shaft and the output shaft of the clutch ring connected to the output shaft increases. As a result, the dog clutch portion of the clutch ring that rotates relative to the sleeve at a large differential rotational speed corresponding to the rotational speed connected to the output shaft of the rotary shaft and clutch ring is set to the position to be engaged. It is possible to search by energizing with the third load at a short time interval (timing) according to the differential rotation speed. Further, when the differential rotation speed is small, it is efficient because a wasteful engagement operation can be suppressed by increasing the standby time. The third load is increased as the rotational speed of the rotary shaft and clutch ring connected to the output shaft increases. As a result, when the differential rotational speed that is substantially proportional to the rotational speed of the rotary shaft and clutch ring connected to the output shaft is large, the rotational speed is large when the sleeve and the dog clutch portion are in a position to be engaged. The sleeve can be pushed in at a high speed with a load, and the sleeve and the dog clutch can be reliably engaged.

  An automatic transmission apparatus for an automatic transmission according to a third aspect is the automatic transmission device according to the first or second aspect, wherein the movement amount of the sleeve is equal to or less than the predetermined movement amount threshold value in the retry control transition determination unit. When the difference between the number of rotations and the number of rotations of the clutch ring is equal to or less than a predetermined number of rotations, it is determined to shift to the retry control.

  Thus, when it is determined to shift to the retry control, the retry control condition calculation unit calculates the standby time and the third load based on the synchronous rotation speed between the sleeve and the clutch ring. The synchronous rotational speed has a correlation with the rotational speed difference between the sleeve and the clutch ring that is generated when the urging force of the sleeve is reduced from the first load to the second load. The sleeve is pressed against time and the third load, and the sleeve can be reliably engaged with the dog clutch portion of the clutch ring.

  An automatic transmission device for an automatic transmission according to a fourth aspect of the present invention is the automatic transmission device according to any one of the first to third aspects, wherein the control unit is configured so that the shaft driving device engages the sleeve and the dog clutch unit. An elapsed time determination unit is provided that measures an elapsed time from when the sleeve is urged with the first load to start the movement, and determines whether or not the elapsed time exceeds a predetermined time threshold.

  As a result, when the sleeve and the dog clutch portion do not rotate synchronously and relative rotation occurs between them, the engagement position of the sleeve and the dog clutch portion coincides within a predetermined time threshold value, and the sleeve and the dog clutch portion match. The part may be engaged. For this reason, it is not necessary to execute retry control, which is efficient.

  An automatic transmission device for an automatic transmission according to a fifth aspect of the present invention is the automatic transmission device according to any one of the first to fourth aspects, wherein the third load is generated by the retry control condition calculation unit within the rotation shaft and the clutch ring. Rotational speed-dependent load calculated based on the rotational speed of the one connected to the output shaft, and distance dependency calculated based on the distance from the end surface of the high clutch to the first end surface of the dog clutch portion Calculated by adding the load.

  Thus, the third load is also calculated based on the distance from the high-tooth dog clutch portion side end surface to the first end surface of the dog clutch portion. This calculated distance changes according to the differential rotational speed between the sleeve and the clutch ring. When the differential rotation speed is large, the sleeve is repelled in a direction away from the dog clutch portion of the clutch ring. Therefore, by energizing the sleeve with the third load based on this distance corresponding to the differential rotation speed, the sleeve can be reliably engaged with the dog clutch portion.

  An automatic transmission apparatus for an automatic transmission according to a sixth aspect is the automatic transmission device according to any one of the first to fifth aspects, wherein the retry control is performed by the retry control shift determination unit so that the movement amount of the sleeve is the predetermined movement. It is repeatedly executed until it is determined that the amount threshold is exceeded.

  In this way, retry control is performed in small increments. As a result, it is possible to prevent the high teeth of the sleeve and the clutch front teeth from rotating relative to each other with a large differential rotation speed and colliding with vigorous force and being repelled by the clutch front teeth. In addition, by performing the retry control in small increments, the high teeth of the sleeve and the dog clutch portion that are relatively rotated at a differential rotational speed corresponding to the rotational speed of the rotary shaft and clutch ring connected to the output shaft are engaged. The position to be searched can be searched while being urged by the standby time and the third load according to the differential rotation speed. Thereby, there is a possibility that the high teeth can mesh with the adjacent clutch tooth gap in a short time.

It is the schematic which shows the structure of the vehicle which can apply this invention. It is explanatory drawing which shows the automatic transmission which can apply this invention. It is a disassembled perspective view of the dog clutch part of the clutch ring which concerns on 1st Embodiment. It is a graph explaining retry control. It is a graph explaining the relationship between waiting time and clutch ring rotation speed. It is a graph explaining the relationship between the 3rd load which concerns on 1st Embodiment, the rotation speed dependence load which concerns on 2nd Embodiment, and clutch ring rotation speed. It is the flowchart 1 explaining the action | operation of 1st Embodiment. It is a graph explaining the relationship between the distance from the dog clutch part side end surface of the high-tooth of the sleeve which concerns on 2nd Embodiment to the rear-end position of a dog clutch part, and a distance dependence load. It is a disassembled perspective view of the dog clutch part of the clutch ring which concerns on 2nd Embodiment. It is the flowchart 2 explaining the action | operation of 2nd Embodiment.

  Hereinafter, a case where an automatic transmission having an automatic transmission including a dog clutch according to a first embodiment of the present invention is applied to a vehicle will be described with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of the vehicle M. As shown in FIG. 1, the vehicle M includes an engine 11, a clutch 12, an automatic transmission 13, a differential device 14, and drive wheels (left and right front wheels) Wfl and Wfr. The engine 11 generates driving force by burning fuel. The driving force of the engine 11 is configured to be transmitted to the drive wheels Wfl and Wfr via the clutch 12, the automatic transmission 13, and the differential device 14. Thus, the vehicle M is a so-called FF vehicle. In addition, FF vehicle is an example and is not restricted to this. For example, a front wheel drive vehicle or a four wheel drive vehicle may be used.

  The clutch 12 is configured to be automatically connected / disconnected in accordance with a command from the control unit 33. As shown in FIG. 2, the automatic transmission 13 incorporates an automatic transmission 10 having a dog clutch mechanism and automatically selects, for example, five forward speeds and one reverse speed. However, in FIG. 2, only the shift speeds corresponding to two forward speeds are shown. The differential device 14 includes both a final gear and a differential gear, and is formed integrally with the automatic transmission 13 (details are not shown).

  As shown in FIG. 2, the automatic transmission 13 includes a casing 21, an input shaft 22 (corresponding to one shaft of the present invention), an output shaft 28 (corresponding to the other shaft of the present invention), and the automatic transmission 10. It is comprised including. In the present embodiment, the input shaft 22 is also a rotating shaft according to the present invention.

  The casing 21 includes a main body 21a formed in a substantially bottomed cylindrical shape, a first wall 21b that is a bottom wall of the main body 21a, and a second wall 21c that divides the main body 21a in the left-right direction.

  The input shaft 22 is rotatably supported on the casing 21. That is, one end (left end) of the input shaft 22 is supported by the first wall 21b via the bearing 21b1, and the other end (right end) side of the input shaft 22 is supported by the second wall 21c via the bearing 21c1. The other end of the input shaft 22 is rotationally connected to an unillustrated output shaft of the engine 11 via the clutch 12 (see FIG. 1). Therefore, the output of the engine 11 is input to the input shaft 22 when the clutch 12 is connected. Further, when the clutch 12 is disengaged, the input shaft 22 becomes free to rotate.

  The output shaft 28 is rotatably supported by the casing 21. That is, one end (left end) of the output shaft 28 is supported by the first wall 21b via the bearing 21b2, and the other end (right end) of the output shaft 28 is supported by the second wall 21c via the bearing 21c2. A first output gear 28a, a second output gear 28b, and a third output gear 28c are fixed to the output shaft 28 by spline fitting or the like.

  The first output gear 28a meshes with a first clutch ring 23 described later, and a gear (helical gear) meshed with the first clutch ring 23 is formed on the outer peripheral surface. The second output gear 28b meshes with a second clutch ring 24 described later, and a gear (helical gear) meshed with the second clutch ring 24 is formed on the outer peripheral surface. The third output gear 28c meshes with a clutch ring (not shown) of the differential device 14, and a gear (helical gear) meshed with the clutch ring is formed on the outer peripheral surface. Thus, the output shaft 28 is rotationally connected to the drive wheels Wfl and Wfr via the differential device 14.

  Thus, during traveling of the vehicle, the rotation of the drive wheels Wfl, Wfr is caused by the first clutch ring 23 via the differential device 14, the third output gear 28c, the output shaft 28, the first output gear 28a, and the second output gear 28b. The second clutch ring 24 is forcibly rotated. At this time, the rotational speed Nc1 of the first clutch ring 23 is formed between the first output gear 28a and the first clutch ring 23 at the rotational speed No of the output shaft 28 detected by the second rotational speed sensor 32. It is calculated by multiplying the gear ratio.

  The rotation speed Nc2 of the second clutch ring 24 is formed between the second output gear 28b and the second clutch ring 24 at the rotation speed No of the output shaft 28 detected by the second rotation speed sensor 32. Calculated by multiplying by gear ratio.

  Therefore, the driving force of the engine 11 is input from the input shaft 22 and transmitted to the output shaft 28 when the connectable clutch 12 is engaged, and finally the third output gear 28c and the differential device 14 are connected to the output shaft 28. To the drive wheels Wfl and Wfr.

  2 and 3, the automatic transmission 10 includes a clutch hub 25, the first clutch ring 23 and the second clutch ring 24 (all of which correspond to the clutch ring of the present invention), and a sleeve 26. The second rotational speed sensor 27, the stroke sensor 29, the first rotational speed sensor 31 and the second rotational speed sensor 32, and the first dog clutch portion 23a and the second clutch ring 24 that the first clutch ring 23 has. The dog clutch part 24a and the control part 33 (ECU) are provided.

  The clutch hub 25 is fixed to the input shaft 22 by spline fitting or the like so as to be integrally rotatable about the axis. As shown in FIG. 3, a spline 25 a is formed on the outer peripheral surface of the clutch hub 25 so as to be slidably engaged with the spline 26 a formed on the inner peripheral surface of the sleeve 26 in the axial direction of the input shaft 22. ing. In the spline 25a, a plurality of (for example, two) grooves 25a1 are formed deeper than the remaining grooves. The groove 25a1 corresponds to a high tooth 26a1 of the sleeve 26 described later. In the present embodiment, the number of high teeth 26a1 is two.

  The first clutch ring 23 and the second clutch ring 24 are supported on an input shaft 22 that is a rotation shaft so as to be free to rotate (rotate). The first clutch ring 23 and the second clutch ring 24 are disposed adjacent to the clutch hub 25 on both sides of the clutch hub 25. A gear (helical gear) that meshes with the first output gear 28 a fixed to the output shaft 28 is formed on the outer peripheral surface of the first clutch ring 23. A gear (helical gear) that meshes with a second output gear 28 b fixed to the output shaft 28 is formed on the outer peripheral surface of the second clutch ring 24. In this way, the first clutch ring 23 and the second clutch ring 24 are rotationally connected to the output shaft 28.

  A first dog clutch portion 23 a (corresponding to the dog clutch portion of the present invention) that engages with a spline 26 a formed on the sleeve 26 is formed on the side surface of the first clutch ring 23 on the clutch hub 25 side. Also, a second dog clutch portion 24a (corresponding to the dog clutch portion of the present invention) that engages with the spline 26a of the sleeve 26 is formed on the side surface of the second clutch ring 24 on the clutch hub 25 side (sleeve 26 side). Yes.

  Since the first dog clutch portion 23a of the first clutch ring 23 has the same configuration as the second dog clutch portion 24a of the second clutch ring 24, the first clutch ring 23, the clutch hub 25 and the sleeve 26 are shown in FIG. This will be described in detail below.

  As shown in FIG. 3, the first dog clutch portion 23 a includes a ring-shaped convex portion 23 a 1, two (a plurality of) clutch front teeth 23 b 1 arranged 180 degrees apart on the outer periphery of the convex portion 23 a 1, and a convex portion On the outer periphery of 23a1, five clutch rear teeth 23c1 are formed at equal angular intervals between the two clutch front teeth 23b1.

  The convex portion 23 a 1 is formed so that the outer diameter is smaller than the inner diameter of the high teeth 26 a 1 of the spline 26 a formed on the sleeve 26. The clutch front teeth 23b1 have an outer diameter larger than the inner diameter of the high teeth 26a1 of the spline 26a and smaller than the inner diameter of the low teeth 26b1 of the splines 26a, that is, the inner diameter of the high teeth 26a1 and the inner diameter of the low teeth 26b1. It is formed to have a diameter in between.

  Between the clutch front teeth 23b1 and the clutch rear teeth 23c1 on both sides adjacent to the clutch front teeth 23b1, a clutch tooth groove 23d1 is formed in which the high teeth 26a1 of the spline 26a can mesh. A clutch tooth groove 23e1 is formed between the clutch rear teeth 23c1 adjacent to each other so that the low teeth 26b1 of the spline 26a can be engaged with each other.

  The clutch front teeth 23b1 are formed in the same number as the high teeth 26a1 (two in this embodiment). Even if there is a large difference (difference rotational speed Nd) between the rotational speed (rotational speed) of the sleeve 26 and the rotational speed (rotational speed) of the first clutch ring 23, the two high teeth 26a1 The clutch front teeth 23b1 are small in number so that they can easily enter between the clutch front teeth 23b1. The clutch front teeth 23b1 are located at positions corresponding to the high teeth 26a1 from the front end surface 23a2 of the convex portion 23a1 (corresponding to the second end surface of the present invention) to the rear end position Pe (first end surface of the present invention) of the dog clutch portion 23a. (Corresponding to)).

  As shown in FIG. 3, the clutch rear teeth 23c1 and the clutch tooth grooves 23e1 are formed to extend from a position retracted by a predetermined amount d1 from the front end surface 23a2 of the convex portion 23a1 to the rear end position Pe of the dog clutch portion 23a. Yes. A contact surface 23e2 with which the front end surface 26a2 of the high teeth 26a1 can contact is formed on the smaller diameter side than the bottom surface of the clutch tooth groove 23e1 at a position retracted by a predetermined amount d1 from the front end surface 23a2. A clutch rear tooth portion 23f is formed by the clutch rear teeth 23c1, the clutch tooth groove 23e1, and the contact surface 23e2.

  In the front end portion of the clutch front teeth 23b1 facing the high teeth 26a1, inclined surfaces 23b2 that are inclined from the center toward the rear end position Pe side of the dog clutch portion 23a are formed on both sides in the circumferential direction. A contact surface 23c2 that can contact the high teeth 26a1 and the low teeth 26b1 is formed on the clutch rear teeth 23c1. In the present embodiment, the contact surface 23c2 is the same surface as the contact surface 23e2.

  The inclined surface 23b2 of the clutch front tooth 23b1 is formed so that the position Pc where the inclined surface 23b2 of the clutch front tooth 23b1 intersects the side surface 23b3 of the clutch front tooth 23b1 is closer to the front end surface 23a2 side of the convex portion 23a1 than the contact surface 23e2. ing. The tip of the front end portion of the clutch front teeth 23b1, that is, the intersecting portion of both inclined surfaces 23b2, is formed in a general round chamfer (R shape).

  By forming the front end portion of the clutch front teeth 23b1 as described above, when the front end surface 26a2 of the high teeth 26a1 comes into contact with the clutch front teeth 23b1, the high teeth 26a1 are arranged on both sides in the circumferential direction from the front end portion of the clutch front teeth 23b1. Can slide in either direction. Then, the high teeth 26a1 can be lowered into the clutch tooth grooves 23d1 formed on both sides of the front end portion, and the high teeth 26a1 and the clutch tooth grooves 23d1 can be engaged with each other.

  As shown in FIGS. 2 and 3, the sleeve 26 rotates integrally with the clutch hub 25 and is slidable in the axial direction with respect to the clutch hub 25, and is formed in a ring shape. As shown in FIG. 3, a spline 26 a that engages with a spline 25 a formed on the outer peripheral surface of the clutch hub 25 slidably in the axial direction is formed on the inner peripheral surface of the sleeve 26.

  In the spline 26a, the two high teeth 26a1 are formed higher in tooth height than the remaining low teeth 26b1. General C-chamfering of the high-tooth 26a1 and the low-tooth 26b1 at both end corners of the front end face on the first clutch ring 23 side is prevented from being damaged by impact when contacting the clutch front tooth 23b1 and the clutch rear tooth 23c1 ( 45 degree chamfer). An outer circumferential groove 26d is formed on the outer circumferential surface of the sleeve 26 along the circumferential direction. The tip of the fork 27a is slidably engaged with the outer circumferential groove 26d along the circumferential direction.

  As shown in FIG. 2, the axial movement device 27 reciprocates the sleeve 26 with a predetermined load along the axial direction. Then, when the sleeve 26 presses the sleeve 26 against the first clutch ring 23 or the second clutch ring 24 with a predetermined load, a reaction force is applied from the first clutch ring 23 or the second clutch ring 24. In some cases, the sleeve 26 is configured to be allowed to move by the reaction force.

  The axial movement device 27 includes a fork 27a, a fork shaft 27b, and a drive device (actuator) 27c. The tip of the fork 27 a is formed in accordance with the outer peripheral shape of the outer peripheral groove 26 d of the sleeve 26. The base end portion of the fork 27a is fixed to the fork shaft 27b. The fork shaft 27b is slidably supported on the casing 21 along the axial direction. That is, one end (left end) of the fork shaft 27b is supported on the first wall 21b via the bearing 21b3, and the other end (right end) side of the fork shaft 27b is supported on the second wall 21c via the bearing 21c3. The other end of the fork shaft 27b is disposed through the drive device 27c.

  The drive device 27c is a linear drive device using a linear motor as a drive source, and the linear motor described in Japanese Patent Application Laid-Open No. 2008-259413 may be adopted. That is, in the linear drive device 27c, a plurality of coils are juxtaposed along the axial direction to form a cylindrical core, and a plurality of N-pole magnets and S-pole magnets are formed on the fork shaft 27b passing through the through-holes. Are arranged in parallel. By controlling energization to each coil, the fork shaft 27b can be reciprocated, or can be positioned and fixed at an arbitrary position. The drive device 27c is electrically connected to the control unit 33 as shown by the broken line in FIG.

  In the present embodiment, a linear drive device is employed as the drive device, but the present invention is not limited to this. For example, when a reaction force is applied from the first clutch ring 23 or the second clutch ring 24 when the sleeve 26 is pressed against the first clutch ring 23 or the second clutch ring 24 with a predetermined load, the sleeve 26 As long as it is configured to allow movement by the reaction force, a solenoid type driving device or a hydraulic type driving device which is another driving device may be used. Further, a drive device that converts the motion of the motor that is rotationally driven into a motion in a linear direction may be used.

  As shown in FIG. 2, the stroke sensor 29 is disposed in the vicinity of the fork shaft 27b, and detects the amount of movement of the fork shaft 27b, that is, the amount of movement of the sleeve 26 in the axial direction. The stroke sensor 29 is connected to the control unit 33 and transmits detection data to the control unit 33 (see the broken line in FIG. 2). The stroke sensor 29 may have any structure.

  As shown in FIG. 2, the first rotation speed sensor 31 is disposed in the vicinity of the input shaft 22 and detects the rotation speed of the input shaft 22, that is, the rotation speed of the rotation shaft. The first rotation speed sensor 31 is connected to the control unit 33 and transmits detection data to the control unit 33 (see the broken line in FIG. 2). As shown in FIG. 2, the second rotational speed sensor 32 is disposed in the vicinity of the output shaft 28 and detects the rotational speed No of the output shaft 28. The second rotation speed sensor 32 is connected to the control unit 33 and transmits detection data to the control unit 33 (see the broken line in FIG. 2). The first rotational speed sensor 31 and the second rotational speed sensor 32 may have any structure.

  The control unit 33 (ECU) transmits a command signal to the drive device 27c included in the axial movement device 27 to operate the fork shaft 27b. Thus, the sleeve 26 is reciprocated in the axial direction through the fork 27a connected to the fork shaft 27b, and the engagement / disengagement between the spline 26a of the sleeve 26 and the dog clutch portion 23a is controlled.

  The control unit 33 includes an engagement start unit 33f, an elapsed time determination unit 33a, a retry control transition determination unit 33b, a retry control condition calculation unit 33c, and a retry control unit 33d. Execute inrush control). In the following, all of the operations described and described as the first clutch ring 23 can be applied to the second clutch ring 24 in the same manner. Therefore, only the first clutch ring 23 will be described, and the description of the second clutch ring 24 will be omitted.

  First, the above-described retry control (re-entry control) will be described. In the description of the retry control, for example, from the gear stage formed by the second clutch ring 24 and the second output gear 28b, the speed increasing side formed by the first clutch ring 23 and the first output gear 28a is first used. A case of switching to a gear stage will be described.

  At this time, the control unit 33 first disconnects the clutch 12 in order to switch the gear stage. Next, the control unit 33 operates the axial movement device 27 to operate the fork shaft 27b toward the first clutch ring 23 in the axial direction. As a result, the gear stage formed by the second clutch ring 24 and the second output gear 28b is disconnected.

  Next, the control unit 33 forms a gear stage formed by the first clutch ring 23 and the first output gear 28a. For this reason, the control unit 33 operates the axial movement device 27 to urge the fork shaft 27b and the sleeve 26 connected to the fork 27a to the first clutch ring 23 side with the first load F1. The first load F1 is a value arbitrarily set in advance. At this time, for example, the front end surface 26a2 of the high teeth 26a1 of the sleeve 26 may contact the contact surface 23e2 of the first clutch ring 23, or the contact surface 23e2 and the contact surface 23c2. The sleeve 26 and the first clutch ring 23 rotate in synchronism with each other without slippage between the front end surface 26a2 and the contact surface 23e2 (or the contact surface 23e2 and the contact surface 23c2). May be.

  In such a case, retry control (re-entry control) is performed so that the sleeve 26 and the first clutch ring 23 are in a normal meshing state. As shown in FIG. 4, in the retry control, first, the axial movement device 27 reduces the first load F1 for urging the sleeve 26 to the second load F2 (point A in FIG. 4). At this time, the magnitude of the second load F2 may be set arbitrarily. However, when the second load F2 is reduced to the second load F2, a good difference in rotational speed Nd between the sleeve 26 and the first clutch ring 23 is obtained. It is preferable to set the magnitude at which rotation occurs (details of differential rotation will be described later).

  Next, the system waits for a standby time Tb that is a time from when the load is reduced to the second load F2 to when it is biased with the third load F3 larger than the second load. Then, after the standby time Tb elapses, at the point of FIG. 4B, the sleeve 26 is again changed to the first clutch with the third load F3 calculated according to the differential rotation speed Nd between the sleeve 26 and the first clutch ring 23. The ring 23 is energized for a predetermined time Tc. Thus, the sleeve 26 and the first clutch ring 23 are completely engaged (engaged). The predetermined time Tc may be set arbitrarily. The fact that the third load F3 is preferably set based on the differential rotation speed Nd will be described later. This series of controls is a one-cycle retry control. However, in practice, it is rare that the sleeve 26 and the first clutch ring 23 are engaged by one retry control. For this reason, as shown in FIG. 4, such control is continuously performed a plurality of times, and the sleeve 26 and the first clutch ring 23 are engaged (engaged).

  Here, the differential rotational speed Nd between the sleeve 26 and the first clutch ring 23 that is generated by reducing the load that urges the sleeve 26 toward the first clutch ring 23 to the second load F2 will be described. . The first clutch ring 23 that is rotationally connected to the first output gear 28a of the output shaft 28 is forcibly rotated through the output shaft 28 by the rotation of the drive wheels Wfl and Wfr. For this reason, even after the urging load of the sleeve 26 is reduced to the second load F2, the rotational speed Nc1 is maintained and does not significantly decrease. However, the sleeve 26 is fixed to the input shaft 22 that is a rotating shaft via the clutch hub 25. The input shaft 22 (rotating shaft) rotates freely when the clutch is disengaged during shift control. For this reason, the input shaft 22 is decelerated according to the synchronous rotation speed Nsyn before being reduced to the second load F2 due to the influence of sliding resistance, inertia, and the like. As a result, the rotational speed Ns of the sleeve 26 is decelerated integrally with the input shaft 22, and a relative rotational speed (differential rotational speed Nd) is generated between the sleeve 26 and the first clutch ring 23.

  Thus, the differential rotational speed Nd generated between the sleeve 26 and the first clutch ring 23 is such that the sleeve 26 is urged toward the first clutch ring 23 by the first load F1, and the sleeve 26 and the first clutch ring. It fluctuates according to the synchronous rotational speed Nsyn when synchronously rotating with 23.

  Therefore, in this embodiment, as a substitute for the synchronous rotation speed Nsyn, the rotation speed Nc1 of the first clutch ring 23 that is always forcedly rotated by the rotation from the drive wheels Wfl, Wfr is set to the rotation speed No of the output shaft 28. We will calculate based on this. Then, based on the calculated rotation speed Nc1, the standby time Tb and the third load F3 are calculated. Thereby, it is possible to stably obtain the standby time Tb and the third load F3 corresponding to the rotational speed Nc1.

  Next, the control unit 33 will be described. Since the elapsed time determination unit 33a of the control unit 33 engages the sleeve 26 and the dog clutch unit 23a, the axial movement device 27 causes the sleeve 26 to move toward the dog clutch unit 23a with the first load F1 by the engagement start unit 33f. When the sleeve 26 is energized, the elapsed time T from the time when the movement of the sleeve 26 is started is measured. Then, it is determined whether or not the elapsed time T has exceeded a predetermined time threshold Ta. For example, the elapsed time determination unit 33a is configured so that the sleeve 26 and the dog clutch unit 23a do not rotate synchronously even when the high teeth 26a1 of the spline 26a are in contact with the contact surface 23e2 of the dog clutch unit 23a. This is a processing unit that is assumed to be rotating.

  In other words, if the sleeve 26 and the dog clutch portion 23a are pressed against each other and rotated while causing relative rotation, the positions of the high teeth 26a1 and the clutch tooth groove 23d1 eventually coincide with each other, and at that moment, the sleeve 26 is in the first position. There is a possibility of being engaged by being pushed in the axial direction by the load F1. If the sleeve 26 and the dog clutch portion 23a can be engaged in this manner, the present processing unit waits for a while and waits for the engagement. Even if retry control is executed while the sleeve 26 and the dog clutch portion 23a are rotating relative to each other, the high teeth 26a1 and the clutch tooth groove 23d1 cannot be engaged as expected, and a long time is required until the engagement. It has been found from prior experiments that there is a risk of this. For this reason, in the elapsed time determination unit 33a, when relative rotation occurs, the sleeve 26 and the dog clutch unit 23a are engaged with each other by relative rotation so that unnecessary retry control is not performed. The time threshold value Ta may be determined arbitrarily by obtaining a suitable value through experiments or the like.

  When the elapsed time determination unit 33a determines that the elapsed time T has exceeded a predetermined time threshold Ta, the retry control transition determination unit 33b determines whether the following two conditions are satisfied simultaneously. The first condition is that the moving amount L of the sleeve 26 is equal to or less than a predetermined moving amount threshold value La. The second condition is that the rotational speed Ns of the sleeve 26 equal to the rotational speed Ni of the input shaft 22 (rotating shaft) and the rotational speed Nc1 of the first clutch ring 23 calculated from the rotational speed No of the output shaft 28. The difference between them (differential rotational speed Nd) is equal to or lower than a predetermined rotational speed Ra (hereinafter referred to as a predetermined rotational speed threshold Ra).

  The first condition is that when the axial movement device 27 moves the sleeve 26 to the first dog clutch portion 23a side by the first load F1, for example, the high teeth 26a1 of the sleeve 26 contact the contact surface of the dog clutch portion 23a. It is in contact with 23e2 and it is confirmed whether or not it is in a state where it cannot be advanced any further. Therefore, the predetermined movement amount threshold value La is set to a size indicating that the high teeth 26a1 of the sleeve 26 abuts against the abutment surface 23e2 of the dog clutch portion 23a and cannot advance further. At this time, the movement amount threshold value La may be determined based on a distance d1 from the front end surface 23a2 of the dog clutch portion 23a to the contact surface 23e2, which is a design dimension, or may be obtained by prior measurement. .

  The second condition is to confirm that the sleeve 26 and the dog clutch portion 23a are not rotating relative to each other but rotating synchronously. As described above, when the sleeve 26 and the dog clutch portion 23a are rotating relative to each other, it is difficult to reduce the engagement time between the sleeve 26 and the dog clutch portion 23a even if retry control is performed. There is a possibility that the retry control becomes a useless work. For this reason, it is confirmed that the sleeve 26 and the dog clutch portion 23a are rotating synchronously, and the condition for shifting to the retry control is used, thereby preventing unnecessary work from occurring. At this time, the magnitude of the rotation speed threshold Ra, which is a determination condition, may be a magnitude that is sufficient to say that the sleeve 26 and the dog clutch portion 23a are rotating synchronously, and may be arbitrarily set by the practitioner. . Then, when the two conditions are satisfied, it is determined to shift to retry control.

  In the retry control, the retry control condition calculation unit 33c calculates the standby time Tb and the third load F3, which are control conditions that can be changed, based on the rotation speed No of the output shaft 28 immediately before the retry control is performed. In other words, the calculation is performed based on the rotational speed Nc1 of the first clutch ring 23 connected to the output shaft 28.

  The rotation speed No of the output shaft 28 that is rotationally connected to the first clutch ring 23 via the first output gear 28 a is detected by the second rotation speed sensor 32. Then, the rotational speed Nc1 of the first clutch ring 23 is calculated from the rotational speed No of the output shaft 28 and the gear ratio formed between the first clutch ring 23 and the first output gear 28a.

  Thus, the standby time Tb and the third load F3 are calculated according to the calculated rotation speed Nc1 of the first clutch ring 23. At this time, the standby time Tb is made shorter as the rotational speed Nc1 of the first clutch ring 23 is larger (see the graph of FIG. 5). When the rotation speed Nc1 of the first clutch ring 23 is small, that is, when the generated differential rotation speed Nd is small, if the standby time Tb is shortened, the sleeve 26 and the dog clutch portion 23a are repeated in the vicinity of the synchronized position. It is energized by the load F3. For this reason, even if the engagement operation is frequently performed, it is difficult to reach the engagement position, and there is a possibility that the operation becomes useless.

  Further, if the waiting time Tb is lengthened when the differential rotation speed Nd is large, the next energizing operation energizes at a position far away from the synchronized position, and passes through the engagement position. There is a risk of it. For this reason, in the present invention, when the differential rotation speed Nd is small (when the rotation speed No of the output shaft 28 is small), the standby time Tb is controlled to be increased according to the rotation speed No. Further, when the differential rotation speed Nd is large (when the rotation speed No of the output shaft 28 is large), control is performed to shorten the standby time Tb according to the rotation speed No. Thus, the high teeth 26a1 of the sleeve 26 can efficiently reach the engagement position of the first dog clutch portion 23a.

  Further, the third load F3 is made larger as the rotational speed Nc1 of the first clutch ring 23 is larger (see the graph in FIG. 6). As a result, when the differential rotation speed Nd (relative rotation speed) is large, the sleeve 26 can be pushed into the first dog clutch portion 23a with a large load and at a high speed, and can be reliably engaged. When the differential rotation speed Nd is small, the sleeve 26 can be pushed into and engaged with the first dog clutch portion 23a with a small load and a low speed. As a result, the retry control can protect both tooth surfaces when the sleeve 26 and the first dog clutch portion 23a are engaged, and can be engaged reliably without consuming wasteful energy. It is efficient.

  In the present embodiment, the optimum standby time Tb and the third load F3 corresponding to the rotation speed Nc1 of the first clutch ring 23 are obtained in advance by experiments. The relationship between the detected rotation speed Nc1, the standby time Tb, and the third load F3 is stored in a storage unit (not shown) as map data. Then, when the rotation speed Nc1 of the first clutch ring 23 is calculated by the retry control condition calculation unit 33c, the standby time Tb and the third load F3 corresponding to the rotation speed Nc1 are extracted from the map data. However, the present invention is not limited to this, and the rotation speed Nc1 of the first clutch ring 23 may use data calculated by the retry control shift determination unit 33b. Alternatively, a regression equation may be obtained from a relationship graph between the rotation speed Nc1 acquired in advance, the standby time Tb, and the third load F3, and the calculation may be performed using the regression equation. Then, the retry control unit 33d performs retry control based on the calculated standby time Tb and the third load F3.

  Next, the operation of the automatic transmission 10 included in the automatic transmission 13 will be described with reference to the flowchart 1 of FIG. In the description, it is assumed that the vehicle having the automatic transmission 13 is traveling. In addition, it is assumed that the sleeve 26 is first engaged with the second clutch ring 24, and then a command is transmitted to engage the first clutch ring 23 that is the speed-up side gear stage. . Therefore, the rotational speed of the second clutch ring 24 at this time, that is, the rotational speed Ns of the sleeve 26 engaged with the second clutch ring 24 is larger than the rotational speed Nc1 of the first clutch ring 23. Yes.

  In step S10, the clutch 12 is disengaged by a command from the control unit 33. In step S11, the axial movement device 27 is operated, the sleeve 26 is moved toward the first clutch ring 23 along the axial direction, and the engagement between the second clutch ring 24 and the sleeve 26 is released. At this time, the sleeve 26 is neutralized in the axial direction by an unillustrated detent mechanism.

  In step S12 (engagement start portion 33f), the operation of the axial movement device 27 starts the movement of the sleeve 26 from the neutral state toward the first clutch ring 23 with the first load F1 along the axial direction. At this time, when the sleeve 26 is moved to the first clutch ring 23 side, for example, the high teeth 26a1 of the sleeve 26 enter between the two clutch front teeth 23b1 of the first clutch ring 23 having a large space.

  Thereafter, the side surface 26a3 of the high tooth 26a1 of the sleeve 26 rotating at a higher speed than the first clutch ring 23 collides with the side surface 23b3 of the clutch front tooth 23b1, and the sleeve 26 is decelerated. At this time, if the side surface 26a3 of the high tooth 26a1 of the sleeve 26 contacts the side surface 23b3 of the clutch front tooth 23b1, and the state is maintained, the sleeve 26 continues to be urged in the axial direction by the first load F1. The high teeth 26a1 can be guided from the side surface 23b3 of the clutch front teeth 23b1 toward the clutch tooth groove 23d1, and can jump into the clutch tooth groove 23d1. The low teeth 26b1 can also be guided to the clutch tooth groove 23e1 and jump into the clutch tooth groove 23e1. As a result, the sleeve 26 and the first clutch ring 23 are completely meshed and synchronously rotated, and the shift operation is completed.

  However, the high teeth 26a1 and the low teeth 26b1 mesh well with the clutch front teeth 23b1 and the clutch rear teeth 23c1 and the shift operation is completed in a short time. For example, when the side surface 26a3 of the high tooth 26a1 collides with the side surface 23b3 of the clutch front tooth 23b1, the high tooth 26a1 is repelled by the clutch front tooth 23b1, and the front end surface 26a2 of the high tooth 26a1 and the first clutch ring 23 come into contact with each other. The surface 23e2 may come into contact with the surface 23e2.

  At this time, since the sleeve 26 is pressed toward the contact surface 23e2 by the first load F1, the sleeve 26 and the first clutch ring 23 may rotate together, that is, rotate synchronously. In the present embodiment, description will be made on the assumption that the sleeve 26 and the first clutch ring 23 rotate synchronously.

  In step S13 (elapsed time determination unit 33a), the measurement of the timer is started when the sleeve 26 starts to move toward the first clutch ring 23 side. In step S14 (elapsed time determining unit 33a), it is determined whether or not the elapsed time T measured by the timer from the time when the sleeve 26 starts moving exceeds a predetermined time threshold Ta. If the time threshold Ta is not exceeded, there is a possibility that the sleeve 26 and the first clutch ring 23 are in the middle of relative rotation. Therefore, step S14 is repeatedly performed until the time threshold Ta is exceeded. If the time threshold Ta is exceeded, the process moves to step S15.

  In step S15 (retry control transition determination unit 33b), the movement amount L of the sleeve 26 is equal to or less than a predetermined movement amount threshold value La, the rotation speed Ns of the sleeve 26, the rotation speed Nc1 of the first clutch ring 23, Is determined to be equal to or less than a predetermined rotation speed threshold Ra. In the present embodiment, the sleeve 26 is pressed against the contact surface 23e2 by the first load F1, and thereby the sleeve 26 and the first clutch ring 23 are rotated synchronously. . Therefore, the process moves to step S16. In step S16, it is determined whether or not it is the first time to pass step S16. If it is the first time, the process moves to step S17. If it is not the first time, the process moves to step S19.

  In step S17 (retry control condition calculation unit 33c) and step S18 (retry control condition calculation unit 33c), the standby time Tb and the third load F3 are set to the rotation speed Nc1 of the first clutch ring 23 immediately before the retry control is performed. Calculate based on. The calculation method is to read the waiting time Tb and the third load F3 corresponding to the calculated rotation speed Nc1 of the first clutch ring 23 from the map data stored in the storage unit.

  In step S19 (retry control unit 33d), retry control is executed for one cycle based on the calculated (read) waiting time Tb, the third load F3, and the second load F2, and then step S15 (retry control). Return to the transition determination unit 33b). In step S15, the movement amount L of the sleeve 26 is equal to or less than a predetermined movement amount threshold value La, and the difference between the rotation speed Ns of the sleeve 26 and the rotation speed Nc1 of the first clutch ring 23 is a predetermined rotation speed threshold value. It is determined again whether or not it is Ra or less. If the above two conditions are satisfied, the shift operation between the sleeve 26 and the first clutch ring 23 has not been completed yet. Therefore, the process moves again to step S19 via step S16, and retry control is executed.

  However, if the above two conditions are not satisfied in step S15, the high teeth 26a1 of the sleeve 26 may have started to engage with the clutch tooth groove 23d1. Then, it moves to step S20. In step S20, it is determined whether or not the end face 26a2 on the first clutch ring side of the high teeth 26a1 of the sleeve 26 is in contact with the rear end position Pe (first end face) of the first clutch ring 23. That is, it is determined whether or not the engagement between the sleeve 26 and the first clutch ring 23 is completed. If it is determined that the end face 26a2 is not in contact with the rear end position Pe, the process moves to step S19 again, and the process is repeated until it is determined in step S20 that the end face 26a2 is in contact with the rear end position Pe. Is done. If it is determined that the end face 26a2 is in contact with the rear end position Pe, the program is terminated.

  In the above embodiment, the standby time Tb and the third load F3 calculated in the first pass in steps S16 to S18 are stored in an unillustrated storage unit, and during the second and subsequent retry control, Control was performed by the waiting time Tb and the third load F3 stored in the first time. However, the present invention is not limited to this mode, and step S16 may be abolished. Then, the standby time Tb and the third load F3 may be calculated for each control by the retry control condition calculation unit 33c, and the calculation results may be updated and applied each time during the retry control. Thereby, retry control can be executed more accurately.

  As is clear from the above description, according to the above embodiment, the elapsed time determination unit 33a determines whether or not the elapsed time T has exceeded a predetermined time threshold Ta. That is, in the elapsed time determination unit 33a, when the sleeve 26 and the first clutch ring 23 (clutch ring) do not rotate synchronously and relative rotation occurs, the spline 26a of the sleeve 26 and the first dog clutch unit eventually. The position of engagement with 23a (dog clutch portion) coincides and waits for meshing. When the sleeve 26 and the first dog clutch portion 23a are actually engaged within the time threshold Ta, it is not necessary to perform the subsequent retry control, which is efficient.

  In the retry control condition calculation unit 33c, the standby time Tb and the third load F3, which are the control conditions in the retry control, are first based on the rotation speed No of the output shaft 28 that is always rotated by the rotation of the drive wheels Wfl and Wfr. It is calculated by the rotational speed Nc1 of the clutch ring 23. At this time, the rotational speed Nc1 of the first clutch ring 23 is the difference between the sleeve 26 and the first clutch ring 23 that occurs when the urging force of the sleeve 26 is reduced from the first load F1 to the second load F2. It has a correlation with the rotational speed Nd. Therefore, the standby time Tb and the third load F3 are calculated based on the differential rotation speed Nd between the sleeve 26 and the first clutch ring 23. Thereby, the first control of the sleeve 26 and the first clutch ring 23 is performed by the retry control for urging the sleeve 26 toward the first clutch ring 23, which is executed by the waiting time Tb corresponding to the differential rotation speed Nd and the third load F3. Engagement with the dog clutch part 23a can be performed reliably.

  Further, according to the above embodiment, the standby time Tb is shortened as the rotational speed No of the output shaft 28 (the rotational speed Nc1 of the first clutch ring 23) increases. Thus, the position to be engaged with the first dog clutch portion 23a that rotates relative to the sleeve 26 at a large differential rotational speed Nd corresponding to the rotational speed No is set to a short time interval (timing) corresponding to the differential rotational speed Nd. ) And can be searched while being urged by the third load F3. For this reason, there is a low possibility that the sleeve 26 and the first dog clutch portion 23a will pass through the positions to be engaged, and the spline 26a of the sleeve 26 and the first dog clutch portion 23a can be engaged in a short time. . Further, when the differential rotation speed Nd is small, it is efficient because the useless engagement operation can be suppressed by increasing the standby time Tb.

  Further, the third load F3 is set to increase as the rotation speed No (rotation speed Nc1) increases. As a result, when the sleeve 26 and the first dog clutch portion 23a are in a position to be engaged, and the differential rotation speed Nd is large, the sleeve 26 is pushed in at a large load and at a high speed, and the sleeve 26 and the first dog clutch portion are 23a can be reliably meshed. Further, when the differential rotation speed Nd is small, the sleeve 26 and the first dog clutch portion 23a can be slowly engaged with each other with a small load and a low speed, so that a wasteful engagement operation can be suppressed and efficient.

  Further, according to the present embodiment, in the retry control transition determination unit 33b, the movement amount L of the sleeve 26 is equal to or less than the predetermined movement amount threshold value La, and the rotation speed Ns of the sleeve 26 and the first clutch ring 23 (clutch When the difference between the ring) and the rotation speed Nc1 (difference rotation speed Nd) is equal to or less than the predetermined rotation speed threshold Ra, it is determined to shift to retry control. That is, when the sleeve 26 and the first clutch ring 23 (clutch ring) are rotating synchronously, it is determined whether to shift to retry control. As a result, when it is determined to shift to retry control, the retry control condition calculation unit 33c determines the standby time Tb and the standby time Tb based on the synchronous rotation speed Nsyn of the sleeve 26 and the first clutch ring 23 having a correlation with the differential rotation speed Nd. The third load F3 is calculated. As a result, in the retry control, the sleeve 26 is pressed by the waiting time Tb and the third load F3 calculated based on the differential rotation speed Nd between the sleeve 26 and the first clutch ring 23. The first dog clutch portion 23a of the first clutch ring 23 can be reliably engaged.

  Further, according to the present embodiment, the retry control condition calculation unit 33c calculates the control condition based on the map data prepared in advance and stored in the storage unit. As a result, the load on the control unit 33 is reduced and the cost can be reduced.

  Next, a second embodiment will be described. The second embodiment differs from the first embodiment only in the first clutch ring 231 and the retry control condition calculation unit 33e (see FIG. 2) of the control unit 33. Therefore, the description of the same part is omitted, and only the changed part is described. The same parts and the like will be described with the same reference numerals.

  First, the 1st clutch ring 231 applied to 2nd Embodiment is demonstrated based on FIG. In the first embodiment, the first dog clutch portion 23a formed on the side surface of the first clutch ring 23 on the clutch hub 25 side is formed with a contact surface 23e2 with which the front end surface 26a2 of the high teeth 26a1 can contact. Has been. However, the first clutch ring 231 does not have the contact surface 23e2.

  The first clutch ring 231 and the first clutch ring 23 are the same except for the presence or absence of the contact surface 23e2. Therefore, in order to distinguish the two, in the first clutch ring 231, the lower case letters of the reference numerals of the respective parts corresponding to the first clutch ring 23 are written in upper case letters. In addition, also about the code | symbol which is not used in subsequent description, in FIG. 9, the small letter of the code | symbol of each part is similarly set to a capital letter. In the case of the first clutch ring 231, the contact surface with which the front end surface 26a2 of the high teeth 26a1 can contact is the contact surface 23C2 of the clutch rear teeth 23C1. The same applies to the second clutch ring 24.

  Next, the retry control condition calculation unit 33e of the control unit 33 in the second embodiment will be described. The retry control condition calculation unit 33e is partially different in processing content from the retry control condition calculation unit 33c of the first embodiment. The other processing units of the control unit 33 are the same as those in the first embodiment. The retry control condition calculation unit 33e calculates the rotation speed dependent load Fa and the distance dependent load Fb. The rotation speed-dependent load Fa is a load corresponding to the third load F3 in the first embodiment, and the difference between the sleeve 26 and the first clutch ring 231 estimated based on the rotation speed of the first dog clutch portion 23A. This is the pressing load of the sleeve 26 on the first clutch ring 231 side according to the rotational speed Nd.

  The distance dependent load Fb shown in FIG. 8 is calculated based on the distance Ld from the dog clutch portion side end surface 26a2 of the high teeth 26a1 to the rear end position PE (first end surface) of the first dog clutch portion 23A. It is a pushing load to the clutch ring 231 side. The distance-dependent load Fb is a load for meshing the sleeve 26 with the first dog clutch portion 23A in an appropriate time, and is acquired in advance by an experiment or the like and stored as map data in a storage unit (not shown).

  Specifically, the greater the distance Ld, the greater the distance dependent load Fb. Thereby, the time until the sleeve 26 is engaged with the first dog clutch portion 23A can be shortened. The distance Ld may be obtained just before the retry control is performed, in a state where the end surface 26a2 of the high tooth 26a1 of the sleeve 26 is pressed against the contact surface 23C2 of the clutch rear tooth 23C1 with the first load F1. At this time, the distance Ld is usually determined by the position of the contact surface 23C2.

  However, even after it is determined that the sleeve 26 and the first clutch ring 231 are synchronized by the retry control transition determination unit 33b, the synchronization state is slightly loosened, and the differential rotational speed between the sleeve 26 and the first clutch ring 231 is reduced. Nd may occur. In some cases, the sleeve 26 and the first dog clutch portion 23a may be slightly rotated at a differential rotation speed Nd that is determined to be synchronized by the retry control shift determination section 33b or less than a predetermined rotation speed threshold Ra. In these cases, the end surface 26a2 of the high tooth 26a1 may be repelled by the contact surface 23C2 or the tapered surface of the clutch rear tooth 23C1 and slightly separated from the contact surface 23C2 depending on the generated differential rotation speed Nd. In this case, since the distance Ld changes, it is possible to push the sleeve 26 with an appropriate load by detecting the accurate distance Ld and setting the distance-dependent load Fb. At this time, the magnitude that the end face 26a2 of the high teeth 26a1 is bounced is proportional to the differential rotational speed Nd between the sleeve 26 and the first dog clutch portion 23a. As a result, by adding the distance dependent load Fb to the rotational speed dependent load Fa, a pushing load corresponding to the differential rotational speed Nd between the sleeve 26 and the first dog clutch portion 23a (third load F3 ′ = rotational speed dependent load Fa +). The distance dependent load Fb) can be accurately obtained.

  Next, the operation of the automatic transmission 10 according to the second embodiment will be described based on the flowchart 2 in FIG. Note that only step S18 is different from the first embodiment. Therefore, only the changing unit will be mainly described.

  In step S18A (retry control condition calculation unit 33e), the above-described rotation speed dependent load Fa is calculated (corresponding to step S18 in the flowchart 1). As described above, the rotation speed dependent load Fa is calculated based on the rotation speed Nc1 of the first clutch ring 231 immediately before the retry control is performed (see FIG. 6).

  In step S18B (retry control condition calculation unit 33e), the distance dependent load Fb is calculated. At this time, the distance dependent load Fb is calculated based on the distance Ld from the end face 26a2 of the high tooth 26a1 to the rear end position PE of the first dog clutch portion 23A immediately before performing the retry control. Here, the distance Ld = Ls−L. Ls is a distance from the end face 26a2 of the neutral high tooth 26a1 to the rear end position PE of the first dog clutch portion 23A in the axial direction of the sleeve 26. The moving distance L is a distance from the end surface 26a2 of the high tooth 26a1 of the sleeve 26 at the neutral point in the axial direction to the end surface 26a2 of the high tooth 26a1 immediately before the retry control is performed. That is, the movement distance L is the distance that the sleeve 26 has moved from the neutral point. Then, the distance dependent load Fb corresponding to the calculated Ls is read out from the map data. Thereafter, in step S18C (retry control condition calculation unit 33e), the rotation speed dependent load Fa and the distance dependent load Fb are added to calculate the third load F3 '.

  Step S19 and subsequent steps are the same as the operation of the first embodiment. If it is determined in step S20 that the end face 26a2 is not in contact with the rear end position PE, the process moves to step S19. The process is repeated until it is determined in step S20 that the end face 26a2 is in contact with the rear end position PE. If it is determined that the end face 26a2 is in contact with the rear end position PE, the program is terminated.

  The distance Ld from the end face 26a2 of the high teeth 26a1 to the rear end position PE of the first dog clutch portion 23A is not limited to the above-described aspect, and the urging force on the sleeve 26 from the first load F1 to the first load F1 during the retry control. It may be the distance after reducing to 2 loads F2. That is, this situation is determined by the difference in rotational speed Nd between the sleeve 26 and the first dog clutch portion 23A generated when the urging load on the sleeve 26 is reduced from the first load F1 to the second load F2. It is assumed that the end surface 26a2 of the high tooth 26a1 that contacts the contact surface 23C2 of the rear tooth 23C1 is slightly separated from the contact surface 23C2. In the above, the second load F2 reduced from the first load F1 may be assumed to turn negative as well as positive. That is, it may be assumed that the end surface 26a2 is separated from the contact surface 23C2 due to the second load F2 turning negative.

  At this time, in the flowchart 2, the positions of step S18B and step S18C are moved. Specifically, when the retry control is executed in step S19, the retry control is executed using the standby time Tb calculated in step S17 and the second load F2. At this time, the distance Ld is detected in a state where the urging force of the sleeve 26 is reduced to the second load F2, and the same processing as in step S18B is performed to calculate the distance dependent load Fb. Thereafter, the third load F3 'is calculated by adding the calculated distance dependent load Fb and the rotation speed dependent load Fa calculated in step S18A by the same processing as in step S18C. Then, after the standby time Tb elapses, the urging of the sleeve 26 with the calculated third load F3 'may be executed. Even by this, the effect can be expected sufficiently.

  As is apparent from the above description, according to the second embodiment, the third load F3 ′ is a distance from the end face 26a2 of the high teeth 26a1 to the rear end position PE (first end face) of the first dog clutch portion 23A. Calculation is also performed based on Ld, that is, the distance Ld that the sleeve 26 must move to complete engagement with the first dog clutch portion 23A. The calculated distance Ld changes according to the differential rotation speed Nd between the sleeve 26 and the first dog clutch portion 23A. When the differential rotation speed Nd is large, the sleeve 26 is slightly repelled in a direction away from the first dog clutch portion 23A. Therefore, by urging the sleeve 26 with the third load F3 'based on the distance Ld corresponding to the differential rotation speed Nd, the sleeve 26 can be reliably engaged with the 1 dog clutch portion 23A.

  Further, according to the first and second embodiments, the retry control is repeatedly executed until the movement amount L of the sleeve 26 is determined to exceed the predetermined movement amount threshold La by the retry control shift determination unit 33b. Is done. In this way, retry control is performed in small increments. Thereby, in the first clutch ring 23 shown in the first embodiment, the side surface 26a3 of the high tooth 26a1 and the side surface 23b3 of the clutch front tooth 23b1 relatively rotate at a large differential rotational speed Nd and vigorously collide with each other. 26a1 can be prevented from being repelled by the clutch front teeth 23b1. The first clutch ring 23 is of a type in which the high teeth 26a1 of the sleeve 26 can mesh only with the clutch tooth groove 23d1 between the adjacent clutch front teeth 23b1 and the clutch rear teeth 23c1 of the first dog clutch portion 23a. It is a clutch ring.

  Further, in the first clutch ring 231 shown in the second embodiment, the high teeth of the sleeve 26 that relatively rotates at a differential rotation speed Nd according to the rotation speed of the first clutch ring 231 by performing retry control in small increments. It is possible to search for a position where the clutch 26a1 and the clutch tooth groove 23D1, 23E1 should be engaged while energizing with the standby time Tb corresponding to the differential rotation speed Nd and the third load F3 ′. Note that the first clutch ring 231 includes any one of the high teeth 26a1 of the sleeve 26 between the adjacent clutch front teeth 23B1 and the clutch rear teeth 23C1 and between the adjacent clutch rear teeth 23C1 and the clutch rear teeth 23C1. This type of clutch ring can also be engaged with the clutch tooth grooves 23D1 and 23E1. Accordingly, there is a possibility that the high teeth 26a1 can mesh with the adjacent clutch tooth grooves 23D1 and 23E1 in a short time. In the first embodiment and the second embodiment, the same effect can be obtained even if the applied first clutch rings 23 and 231 are interchanged with each other.

  According to the first and second embodiments, the calculation of the third load F3 and the rotation speed dependent load Fa is performed based on the rotation speed Nc1 of the first clutch ring 23. However, the present invention is not limited to this, and the calculation of the third load F3 and the rotation speed dependent load Fa may be performed based on the rotation speed Ns of the sleeve 26 fixed to the rotation shaft. This also provides a reasonable effect.

  In the first and second embodiments, in the retry control transition determination unit 33b, the movement amount L of the sleeve 26 is equal to or less than the predetermined movement amount threshold value La and equal to the rotational speed Ni of the input shaft 22. It was determined that the difference between the rotational speed Ns of the sleeve 26 and the rotational speed Nc1 of the first clutch ring 23 calculated from the rotational speed No of the output shaft 28 is equal to or less than a predetermined rotational speed threshold Ra. However, the present invention is not limited to this mode, and it may be determined only that the movement amount L of the sleeve 26 is equal to or less than a predetermined movement amount threshold value La, and the shift to the retry control may be determined. A corresponding effect can be expected also by this.

  In the first and second embodiments, the retry control condition calculation units 33c and 33e calculate the standby time Tb and the third loads F3 and F3 ′, and the standby time Tb and the third loads F3 and F3. Retry control is executed based on '. However, the present invention is not limited to this, and only the standby time Tb may be calculated, and the retry control may be executed based on the calculated standby time Tb, the second load F2, and a predetermined urging load. At this time, after the standby time Tb elapses, the predetermined urging load for urging the sleeve 26 may be any number as long as it is larger than the second load F2. Also by this, the effect equivalent to the said embodiment can be expected. Alternatively, only the third load F3 may be calculated, and retry control may be executed based on a predetermined standby time, the second load F2, and the calculated third load F3. At this time, the waiting time Tb may be any number as long as the value exceeds 0. A corresponding effect can be expected also by this.

  Further, as described above, in the first and second embodiments, the applied first clutch rings 23 and 231 may be interchanged. That is, the control according to the flowchart 2 shown in FIG. 10 may be performed by the first clutch ring 23 applied in the first embodiment. Similarly, the control of the flowchart 1 shown in FIG. 7 may be performed by the first clutch ring 231 applied in the second embodiment. As described above, each of the first clutch rings 23 and 231 can be controlled by either of the flowcharts 1 and 2. The same effect can be expected by this.

  In the above-described embodiment, the sleeve 26 is fixed to the input shaft 22 (rotating shaft) so as to be movable in the axial direction, and the first clutch rings 23 and 231 are supported so as to be freely rotatable. The clutch rings 23 and 231 were rotationally connected. However, the present invention is not limited to this, and the output shaft 28 is used as a rotation shaft. The sleeve 26 is fixed to the output shaft 28 so as to be movable in the axial direction, and the first clutch rings 23 and 231 are supported so as to be freely rotatable. And the first clutch rings 23 and 231 may be rotationally connected. This also provides the same effect as in the present embodiment. At this time, the standby time Tb and the third loads F3 and F3 'may be calculated according to the rotational speed Ns of the sleeve 26 that is forcibly rotated by the rotation of the output shaft 28.

  Moreover, in the said embodiment, the elapsed time determination part 33a was provided in the control part 33. FIG. However, the elapsed time determination unit 33a may be eliminated. In this case, steps S13 and S14 may be eliminated in the flowcharts 1 and 2 in FIGS. Thus, even when the sleeve 26 and the first clutch rings 23 and 231 (clutch rings) are not rotating synchronously, the retry control is executed. For this reason, there is a possibility that it may take time to engage the sleeve 26 with the first clutch rings 23 and 231. However, when the sleeve 26 and the first clutch rings 23 and 231 rotate synchronously, the same effect as the above embodiment can be obtained. In this case, the process from step S15 to step S19 may be repeatedly executed until the sleeve 26 and the first clutch rings 23 and 231 are engaged and the process moves to NO in step S15. For this reason, useless processing time can be reduced by changing the programs of the flowcharts 1 and 2 in FIGS. 7 and 10 so as to limit the number of repetitions of processing to, for example, 5 times.

  Furthermore, the automatic transmission is not limited to the mode described in the above embodiment. For example, the present invention can also be applied to an AMT (Automated Manual Transmission) in which shift control of a manual transmission (MT) is automated, and a DCT (Dual Clutch Transmission) having two clutches. For example, an AMT having an input shaft, an output shaft, and a counter shaft is generally known. However, for example, the present invention may be applied using a counter shaft (secondary shaft) as a rotation shaft. Also for DCT, the present invention may be applied using two countershafts (secondary shafts) as rotational axes, similarly to AMT. The same effect can be obtained by these.

DESCRIPTION OF SYMBOLS 10 ... Automatic transmission device, 11 ... Engine, 12 ... Clutch, 13 ... Automatic transmission, 22 ... Rotating shaft (input shaft), 23, 231 ... Clutch ring (1st Clutch ring), 23a, 23A ... dog clutch part (first dog clutch part), 23a2 ... second end face (front end face), 23b1, 23B1 ... clutch front teeth, 23c1, 23C1 ... clutch rear teeth, 23d1, 23D1 ... clutch tooth groove, 23e1, 23E1 ... clutch tooth groove, 23C2, 23e2 ... contact surface, 23c2, 23C2 ... contact surface, 24 ... clutch ring (second clutch ring ), 25 ... clutch hub, 26 ... sleeve, 26a ... spline, 26a1 ... high teeth, 26b1 ... low teeth, 27 ... shaft drive, 27a .. Fork, 27b ... Fork shaft, 27c ... Drive device, 28 ... Output shaft, Pe ... First end surface (rear end position), 29 ... Stroke sensor, 31 ... First 1 rotation speed sensor, 32 ... second rotation speed sensor, 33 ... control section, 33a ... elapsed time determination section, 33b ... retry control transition determination section, 33c, 33e ... retry control conditions Calculation unit, 33d ... retry control unit, 33f ... engagement start unit, Wfl ... drive wheel (left), Wfr ... drive wheel (right), L ... sleeve movement amount, La · ..Movement amount threshold, Ra... Predetermined number of revolutions (predetermined number of revolutions threshold), Tb... Standby time, F1... First load, F2. Third load, Fa: rotational speed dependent load, Fb: distance dependent load.

Claims (6)

A rotary shaft that is rotatably connected to one of the input shaft and output shaft of the automatic transmission and is rotatably supported about the axis;
A clutch ring rotatably supported on the rotating shaft and rotationally connected to the other of the input shaft and the output shaft;
A clutch hub fixed to the rotating shaft adjacent to the clutch ring;
A sleeve fitted to the clutch hub so as to be movable in the axial direction;
A dog clutch portion that protrudes toward the sleeve of the clutch ring and engages and disengages with the sleeve according to the axial movement of the sleeve;
An axial movement device capable of moving the sleeve in the axial direction and pressing the dog clutch portion;
A stroke sensor for detecting the amount of movement of the sleeve;
First and second rotational speed sensors for detecting rotational speeds of the rotary shaft and the clutch ring;
An automatic transmission for a vehicle automatic transmission, comprising: a control unit that operates the axial movement device to control engagement / disengagement between the sleeve and the dog clutch unit;
The sleeve has a plurality of low teeth and high teeth formed higher in height than the low teeth,
The dog clutch portion is formed to extend from the second end surface to the first end surface in the axial direction at a position corresponding to the high teeth, and has an outer diameter larger than an inner diameter of the high teeth and smaller than an inner diameter of the low teeth. A plurality of clutch front teeth, and formed between the front teeth of the clutch and extending from the contact surface on which the high teeth can contact at a position retracted by a predetermined amount from the clutch front teeth to the first end surface in the axial direction. A plurality of rear teeth of the clutch, and a clutch tooth groove formed between the clutch front teeth and the clutch rear teeth adjacent to each other and engageable with the sleeve,
The controller is
An engagement start portion for moving the sleeve to the dog clutch portion side with a first load in the axial movement device;
A retry control unit that executes a retry control for energizing the sleeve for a predetermined time with a third load greater than the first load after energizing the sleeve with a second load smaller than the first load toward the dog clutch unit;
When the axial movement device urges and moves the sleeve toward the dog clutch portion with the first load in order to engage the sleeve and the dog clutch portion, the movement amount is equal to or less than a predetermined movement amount threshold value. A retry control transition determination unit that determines transition to the retry control and executes the retry control;
When it is determined by the retry control transition determination unit to transition to the retry control, based on the rotational speed of the rotating shaft and the clutch ring connected to the output shaft immediately before performing the retry control. A retry control condition calculation unit for calculating at least one of the waiting time and the third load;
An automatic transmission for a vehicle automatic transmission comprising: In claim 1,
The standby time calculated by the retry control condition calculation unit is set to be shorter as the rotational speed of the rotary shaft and the clutch ring connected to the output shaft is larger,
The automatic transmission for an automatic transmission for a vehicle, wherein the third load is increased as the number of rotations of the rotary shaft and the clutch ring connected to the output shaft increases. In claim 1 or 2,
In the retry control transition determination unit,
When the movement amount of the sleeve is equal to or less than the predetermined movement amount threshold value, and the difference between the rotation speed of the sleeve and the rotation speed of the clutch ring is equal to or less than the predetermined rotation speed, it is determined to shift to the retry control. An automatic transmission for a vehicle automatic transmission. In any one of Claims 1 thru | or 3,
The controller is
The axial movement device measures an elapsed time from when the sleeve is urged with the first load to start the movement in order to engage the sleeve and the dog clutch, and the elapsed time is predetermined. An automatic transmission device for an automatic transmission for a vehicle, comprising an elapsed time determination unit for determining whether or not a time threshold value of the vehicle is exceeded. In any one of Claims 1 thru | or 4,
By the retry control condition calculation unit, the third load is:
The rotational speed dependent load calculated based on the rotational speed of the rotary shaft and the clutch ring connected to the output shaft, and the first end surface of the dog clutch portion from the end surface of the high gear on the dog clutch portion side An automatic transmission device for an automatic transmission for a vehicle, which is calculated by adding a distance-dependent load calculated based on the distance up to. In any one of Claims 1 thru | or 5,
The retry control is an automatic transmission device for an automatic transmission for a vehicle, which is repeatedly executed until the retry control shift determination unit determines that the movement amount of the sleeve exceeds the predetermined movement amount threshold value.

Images