JP6142859B2 - Control device for vehicle transmission - Google Patents

Description

  The present invention relates to an apparatus for controlling a transmission mounted on a vehicle, and in particular, at least two power transmission paths are provided between a driving force source such as an engine and an output member that outputs torque to wheels. The present invention relates to a transmission control device.

  2. Description of the Related Art A transmission for a vehicle has a type of transmission that performs a shift by selecting a plurality of power transmission paths with predetermined transmission ratios, and a mechanism that can continuously change the transmission ratio. A transmission is known. A typical example of the former transmission is a gear-type stepped transmission, and a typical example of a transmission having the latter mechanism is a belt-type or toroidal-type continuously variable transmission. . The gear transmission mechanism and the continuously variable transmission mechanism can each constitute a transmission alone, but by combining these mechanisms, more various transmission ratios can be set and a compact transmission can be configured. it can.

  As an example, Patent Document 1 describes an automatic transmission in which a belt-type continuously variable transmission and a gear train are arranged in parallel between an input shaft and an output shaft. The belt type continuously variable transmission has a primary pulley and a secondary pulley around which a belt is wound, an input shaft is connected to a primary pulley via a gear, and a secondary pulley is connected to an intermediate shaft via a clutch. It is connected. On the other hand, in the gear train, a gear formed on a drum of a clutch selectively connected to an input shaft is used as a drive gear, and this drive gear is engaged with a forward gear attached to the intermediate shaft. A reverse gear is rotatably mounted on the intermediate shaft, and a switching sleeve is disposed between the reverse gear and the forward gear. This switching sleeve is a meshing engagement mechanism, which moves in the axial direction and meshes with the forward gear, thereby connecting the forward gear to the intermediate shaft and moving in the opposite direction to mesh with the reverse gear. As a result, the reverse gear is connected to the intermediate shaft. The reverse gear is connected to the reverse counter gear via an idle gear. The reverse counter gear is attached to the output shaft.

  Since the transmission described in Patent Document 1 includes not only a belt-type continuously variable transmission but also a gear-type transmission mechanism, the transmission is performed by engaging or releasing a clutch or a switching sleeve. Become. Shifts that operate an engagement mechanism such as a clutch are common in stepped transmissions. However, if the engagement mechanism is operated, fluctuations in the rotational speed and torque occur, so shifting shocks and durability are improved. May require control. For example, the device described in Patent Document 2 is configured to execute control for reducing a difference in rotational speed when the synchronization mechanism is engaged in order to improve durability of the synchronization mechanism in the stepped transmission. ing. Briefly describing the configuration of the device described in Patent Document 2, a pair of drive gears are rotatably attached to a sun gear shaft of a planetary gear mechanism to which torque is transmitted from an engine via a plurality of clutches. A pair of driven gears meshed with the respective drive gears are attached to the output shaft. A dog clutch is provided between the drive gears, and each drive gear is selectively connected to the sun gear shaft by the dog clutch. Further, another pair of drive gears are attached to a carrier shaft integral with the carrier in the planetary gear mechanism, and another pair of driven gears meshed with the respective drive gears are rotatably attached to the output shaft. Another dog clutch is arranged between the driven gears, and each driven gear is selectively connected to the output shaft by the dog clutch. Therefore, the transmission described in Patent Document 2 is provided with four gear pairs as gear pairs that transmit torque to the output shaft, and the gear pairs that transmit torque are selected by the above two dog clutches. It is configured. In the case of a shift that changes the rotation element to which torque is transmitted from the engine among the rotation elements in the planetary gear mechanism, and changes the engagement and disengagement state of the dog clutch, the dog clutch to be engaged after the shift is brought into the open state. In this state, a so-called tie-up state in which torque is transmitted from the engine to the two rotating elements in the planetary gear mechanism is temporarily generated, thereby reducing the rotational speed difference in the synchronizing mechanism to be engaged.

Japanese Utility Model Publication No. 62-45455 Japanese Patent Laid-Open No. 2004-270891

  By the way, the switching sleeve described in Patent Document 1 and the dog clutch described in Patent Document 2 are mechanisms that transmit torque by meshing teeth with each other, and therefore, the driving-side teeth and the driven-side teeth. Is a regular meshing state. In other words, in the non-engaged state (open state), if the teeth are thus shifted by a half pitch, the teeth can mesh with each other by approaching each other. On the other hand, if there is no shift in the phase of the teeth in the non-engaged state (open state), when the above teeth are brought close to each other in order to bring the switching sleeve or dog clutch into the engaged state, the teeth are mutually connected. They collide and cannot bite.

  Therefore, for example, in the transmission described in Patent Document 1, the gear ratio of the gear train is made larger than the maximum gear ratio of the belt-type continuously variable transmission, and torque is transmitted to the output shaft by the gear train at the time of start. If the phase of the teeth of the switching sleeve and the teeth of the forward gear or the reverse gear coincide with each other when the vehicle is stopped, the teeth of the switching sleeve and the teeth on the gear side come into contact with each other. The gear cannot be connected to the intermediate shaft. If the gear train is connected to the input shaft while the teeth are in contact with each other, the forward gear rotates to cause a phase shift between the teeth, so that the teeth can mesh with each other. As a result, the torque of the driving wheel increases rapidly, and a shock may occur.

  Further, in the transmission described in Patent Document 2, the rotation speed difference of the dog clutch in the standby state is eliminated in a short time, and the rotation speed difference absorbed by the synchronization mechanism is reduced, so that the durability is improved. Can be improved. However, since the synchronization mechanism is a mechanism that exhibits the function of synchronizing the rotation speed of at least one of the members to be connected when the members are rotating, the rotation of both members is stopped. Does not perform the synchronization function for meshing. In addition, the device described in Patent Document 2 is a device for reducing the rotational speed difference in the synchronization mechanism when shifting is performed while the vehicle is running. It cannot be immediately applied to the control for reliably and smoothly engaging the teeth of the engagement mechanism in a state of not rotating.

  The present invention has been made paying attention to the technical problem described above, and at least two power transmission paths are provided between the input member and the output member, and torque is applied to the output member in one of the paths. It is an object of the present invention to provide a control device capable of engaging a dog clutch that can be transmitted reliably and without causing an excessive shock.

To this end, the present invention comprises a continuously variable transmission mechanism and the transfer movement mechanism parallel between an output member for outputting the torque to the input member and the drive wheel torque is transmitted from the driving force source provided, the frictional engagement mechanism for transfer reaches a torque corresponding to the hydraulic from the input member to the transmission mechanism is supplied, from the frictional engagement mechanism from the input member in direction of transmission of torque toward the output member also been sequence downstream, a meshing type engagement mechanism front Symbol transmission mechanism into a state capable of transmitting torque between the output member and the input member based on the hydraulic pressure provided to be either one supply In the control device for a vehicle transmission, the transmission is performed by engaging the meshing engagement mechanism from a state where both the friction engagement mechanism and the meshing engagement mechanism are open and the transmission mechanism cannot transmit torque. Mechanism When ready to transmit torque to the force member, after the torque capacity of the friction engagement mechanism front Symbol transmission mechanism increased in torque capacity to rotate, such that the meshing type engagement mechanism begin to engage , and it is characterized in that it consists to begin hydraulic supply command for engaging the meshing type engagement mechanism since the start of the supply of hydraulic pressure to the frictional engagement mechanism.

  In the present invention, the driving force source includes an internal combustion engine that is cranked and started, and engages the meshing engagement mechanism from a state where both the frictional engagement mechanism and the meshing engagement mechanism are open. The control for combining the transmission mechanism so that torque can be transmitted to the output member may be performed when the internal combustion engine is cranked and started.

  The friction engagement mechanism according to the present invention includes a driving side member and a driven side member, and is a mechanism capable of transmitting torque in a state where the driving side member and the driven side member are in sliding contact with each other. The torque capacity at which the transmission mechanism rotates can include a torque capacity set by sliding the driving side member and the driven side member in contact with each other.

Alternatively, hydraulic pressure to set the degree of torque capacity before Kiden kinematic mechanism to rotate in the invention may be set based on at least one of the rotational speed and the oil temperature of the transmission mechanism.

  On the other hand, in addition to the configuration described above, the present invention further includes a shift mechanism that selects a neutral state in which the torque output from the internal combustion engine is not transmitted to the drive wheels and a drive state in which a predetermined gear ratio is set. And the cranking is configured to be executed when the neutral state is selected, and the friction is applied when the drive state is not selected after the meshing engagement mechanism is engaged. It may be configured to release the engagement mechanism.

  Alternatively, in addition to the configuration described above, the present invention may further include a shift mechanism that selects a neutral state in which the torque output from the internal combustion engine is not transmitted to the drive wheels and a drive state in which a predetermined gear ratio is set. The cranking is configured to be executed when the neutral state is selected, and the torque capacity of the friction engagement mechanism is increased by the drive state being selected by the shift mechanism. It may be configured to be executed by increasing the torque capacity of the friction engagement mechanism for establishing the drive state after the cranking is started.

  Further, the present invention increases the torque capacity of the friction engagement mechanism on the condition that the elapsed time after the cranking of the internal combustion engine starts or the rotational speed of the internal combustion engine exceeds a predetermined reference value. It may be configured.

  Still further, the present invention relates to a meshing type in the case where it is not detected that the meshing engagement mechanism is engaged after starting the control for engaging each of the friction engagement mechanism and the meshing engagement mechanism. The control for engaging the engagement mechanism can be executed again.

  In the present invention, when there is a start request for starting the vehicle before the engagement of the meshing engagement mechanism is completed, the meshing engagement mechanism is not completely engaged. It may be configured to notify the passenger of the vehicle that there is.

  In that case, when there is a start request for starting the vehicle before the engagement of the meshing engagement mechanism is completed, the output of the driving force source is limited to an output smaller than the output based on the start request. Can be configured.

  The continuously variable transmission mechanism according to the present invention includes a belt, and a belt-type continuously variable transmission mechanism in which the belt is wound and the winding radius of the belt continuously changes by changing the width of the groove, The transmission mechanism may include a gear mechanism having a speed ratio larger than a maximum speed ratio by the belt type continuously variable transmission mechanism or a speed ratio smaller than a minimum speed ratio by the belt type continuously variable transmission mechanism.

  The transmission mechanism according to the present invention includes a forward state in which the output member is rotated in the same direction as the input member when torque is transmitted from the input member to the output member, and the output member is the input member. May be provided with a forward / reverse switching mechanism capable of switching to a reverse state rotated in the opposite direction.

  In the present invention, a fluid transmission mechanism may be provided between the driving force source and the input member.

According to this invention, the friction engagement mechanism disposed on the input side of the transmission mechanism and the meshing engagement mechanism provided on the output side are in an open state, and the transmission mechanism transmits torque. In the case where the meshing engagement mechanism is engaged from the state where the meshing engagement mechanism is engaged so that torque can be transmitted to the output member, the frictional engagement mechanism has a certain degree of delay without delaying the switching of the meshing engagement mechanism to the engagement state. The transmission mechanism is rotated so as to have a torque capacity. Therefore, even if the output member to which the meshing engagement mechanism is attached is stopped, the state where the meshing teeth coincide with each other in phase is eliminated, and the meshing engagement mechanism is reliably and smoothly engaged. Can be switched to a combined state. Further, the torque for rotating the transmission mechanism in this way is transmitted by the friction engagement mechanism, and the torque can be set to a torque that is small enough to rotate the transmission mechanism, and if a load exceeding the torque capacity is applied, the friction is applied. sliding engagement mechanisms occur more torque is not applied to the transmission mechanism and the output member. Therefore, even if the torque is transmitted through meshing type engagement mechanism a transmission mechanism is engaged with the input member or et output member, it is possible to prevent or suppress the excessive shock and wear occurs.

  The control for engaging the meshing engagement mechanism as described above is executed when the internal combustion engine is cranked and started from a state where the vehicle is stopped and the internal combustion engine as a driving force source is stopped. Can do. In that case, the transmission mechanism can be connected to the output member during cranking or when the start control of the internal combustion engine is completed, thus eliminating the delay in vehicle start control that transmits torque to the drive wheels via the transmission mechanism. Or it can be suppressed.

Further, the hydraulic pressure supplied to the friction engagement mechanism against to engage the front Symbol meshing type engagement mechanism, by setting on the basis of the rotational speed and the oil temperature of the transmission mechanism, the extent capable of rotating the transmission mechanism A small torque capacity can be accurately set, and an excessive shock can be prevented or an excessive slip can be prevented from occurring in the friction engagement mechanism.

  Further, according to the present invention, when the meshing engagement mechanism is engaged as described above, if the drive state is not selected, the friction applied to achieve a small torque capacity as described above. The engagement mechanism can be released. By controlling in this way, the load acting on the driving force source can be reduced, fuel consumption and vibration can be improved, and the durability of the friction engagement mechanism can be improved.

  According to the present invention, when the friction engagement mechanism is engaged by selecting the drive state, the meshing engagement mechanism is operated simultaneously with or immediately after the engagement control of the friction engagement mechanism. Controlled to the engaged state. With such a configuration, the engagement control of the frictional engagement mechanism for start-up also serves as the engagement control for engaging the meshing-type engagement mechanism, thus avoiding a delay in starting the vehicle. Or it can be suppressed.

  In the present invention, the control for increasing the torque capacity of the friction engagement device and the engagement of the meshing engagement mechanism is performed when a predetermined condition is satisfied after the cranking of the internal combustion engine is started. With such a configuration, the transmission mechanism can be connected to the output member almost simultaneously with the completion of the start of the internal combustion engine or without any particular delay with respect to the completion of the start. Thus, it is possible to prevent or suppress the delay of the vehicle start control accompanying the start of the internal combustion engine.

  On the other hand, if the engagement of the meshing engagement mechanism is not detected even when the engagement control of the meshing engagement mechanism with the control to increase the torque capacity of the frictional engagement mechanism is performed, the meshing frictional mechanism is not detected. Control for engaging the combined mechanism is repeated. That is, the control for operating the meshing engagement mechanism in the engagement direction is repeated, and therefore, the contact between the meshing teeth is once canceled and then the meshing teeth are operated again in the engagement direction. The possibility that the engagement is established can be increased.

  If there is a start request when the meshing is not established, the driver is notified that the meshing is not established, so the driver must take measures or operations for starting before the start abnormality occurs. Is possible.

  In that case, since the output of the driving force source is made smaller than the output due to the start request, so-called blow-up such as an abnormal increase in the rotational speed of the driving force source can be prevented or suppressed.

It is a flowchart for demonstrating an example of the control performed with the control apparatus which concerns on this invention. It is a time chart which shows typically an example of change of oil pressure at the time of performing the control, and number of rotations. It is a flowchart for demonstrating an example of the other control performed with the control apparatus which concerns on this invention. It is a time chart which shows typically an example of change of oil pressure at the time of performing the control, and number of rotations. It is a flowchart for demonstrating an example of the further another control performed with the control apparatus which concerns on this invention. It is a time chart which shows typically an example of change of oil pressure at the time of performing the control, and number of rotations. It is a schematic diagram which shows an example of the transmission which can be made into object by this invention. It is a table | surface which shows collectively the state of engagement and releasing of each engagement mechanism and brake mechanism for setting a start state, a forward drive state, a reverse drive state, and a neutral state, respectively. It is a skeleton figure which shows the other example of the power train in the transmission which can be made into object by this invention. It is a skeleton figure which shows the further another example of the power train in the transmission which can be made into object by this invention. It is a skeleton figure which shows the further another example of the power train in the transmission which can be made into object by this invention. It is a skeleton figure which shows the further another example of the power train in the transmission which can be made into object by this invention. It is a skeleton figure which shows the power train in the transmission which can be made into this invention, and another example. FIG. 6 is a skeleton diagram showing still another example of a power train in a transmission that can be a subject of the present invention. FIG. 6 is a skeleton diagram showing a power train and still another example in a transmission that can be a subject of the present invention. It is a skeleton figure which shows the power train in the transmission which can be made into this invention, and also another example.

  The vehicle transmission targeted by the present invention is configured to transmit torque output from a driving force source to driving wheels via at least two paths. The driving force source can be constituted by an internal combustion engine such as a gasoline engine or a diesel engine. Further, in the present invention, an electric motor, a hybrid mechanism combining an electric motor and an internal combustion engine, or the like can be used as a driving force source. Further, each of at least two paths for transmitting torque between an input member to which torque is transmitted from the driving force source and an output member for outputting torque to the driving wheels has been conventionally used as a mechanism for torque transmission. For example, one path is configured by a belt-type or toroidal-type continuously variable transmission, and the other path is configured by a mechanism having a constant gear ratio such as a gear train or a chain drive mechanism. Can be configured. Since the path for transmitting torque between the input member and the output member is configured to set different gear ratios, it is necessary to select a path for transmitting torque in order for the vehicle to travel. For this purpose, a plurality of engagement mechanisms are provided. As an engagement mechanism for the mechanism having a constant gear ratio, a friction engagement mechanism for connecting to the input member and a meshing engagement mechanism for connecting to the output member are provided.

  FIG. 7 shows an example of a vehicle transmission 1 that can be a subject of the present invention. This transmission 1 is connected to an output side of an internal combustion engine (hereinafter referred to as an engine) 2 as a driving force source. Used in conjunction. Specifically, a torque converter 3 with a lock-up clutch as a fluid joint is connected to the output shaft 2a of the engine 2. The torque converter 3 has a conventionally known configuration, and a turbine runner 3c is disposed opposite to a pump impeller 3b integrated with the front cover 3a. Between the pump impeller 3b and the turbine runner 3c, A stator 3e held via a one-way clutch is arranged. Further, a lock-up clutch 4 that rotates integrally with the turbine runner 3c is disposed to face the inner surface of the front cover 3a. Then, according to the pressure difference between both sides of the lockup clutch 4, the lockup clutch 4 contacts the inner surface of the front cover 3a and transmits the torque, and the torque away from the inner surface of the front cover 3a. An open state is set to block transmission of.

  The input shaft 5 of the transmission 1 is connected to the turbine runner 3c in the torque converter 3 described above. A forward / reverse switching mechanism 6 is disposed on the same axis as the input shaft 5. The forward / reverse switching mechanism 6 has a forward state in which torque output from the engine 2 is transmitted to a counter shaft 10a (to be described later) without changing its rotation direction, and torque output from the engine 2 is reversed in rotation direction. This is a mechanism for switching to the reverse state transmitted to the counter shaft 10a.

  In the example shown in FIG. 7, the forward / reverse switching mechanism 6 is configured by a so-called differential mechanism in which three rotating elements make a differential action with each other. Specifically, the forward / reverse switching mechanism 6 is configured by a double pinion type planetary gear mechanism. The double pinion type planetary gear mechanism that constitutes the forward / reverse switching mechanism 6 includes a sun gear 6a that is an external gear, a ring gear 6b that is an internal gear disposed concentrically with the sun gear 6a, and a sun gear. A first pinion gear 6c meshed with 6a, a second pinion gear 6d meshed with the first pinion gear 6c and the ring gear 6b, and a carrier 6e holding the first pinion gear 6c and the second pinion gear 6d in a rotatable and revolving manner. It has. The input shaft 5 is connected to the sun gear 6a. Therefore, the sun gear 6a is an input element. A brake mechanism B that selectively stops the rotation of the ring gear 6b is provided. Therefore, the ring gear 6b is a reaction force element. The brake mechanism B is provided between a fixed part 7 such as a casing and the ring gear 6b. The brake mechanism B can be constituted by, for example, a friction brake such as a multi-plate brake or a meshing brake.

  The carrier 6e is an output element. Between the carrier 6e and the sun gear 6a or the input shaft 5, there is provided a first clutch mechanism C1 for connecting the carrier 6e and the sun gear 6a to integrally rotate the entire planetary gear mechanism. The first clutch mechanism C1 is for selectively transmitting torque of the input shaft 5 to a gear train 10 to be described later. The first clutch mechanism C1 is a friction engagement mechanism that can transmit torque by frictional force and continuously change its torque capacity. For example, the first clutch mechanism C1 is a multi-plate that frictionally contacts a clutch disk and a clutch plate by hydraulic pressure. The clutch is configured as a starting clutch when traveling forward.

  A belt-type continuously variable transmission mechanism (CVT) 8 is disposed at the end of the input shaft 5 opposite to the engine 2 side (left side in the example shown in FIG. 7). The CVT 8 has the same configuration as that conventionally known. That is, a primary pulley 8a that is a driving side rotating member, a secondary pulley 8b that is a driven side rotating member, and a belt 8c wound around the primary pulley 8a and the secondary pulley 8b are provided. The primary pulley 8a and the secondary pulley 8b are configured such that the winding radius of the belt 8c changes to a large or small value by changing the width of the groove around which the belt 8c is wound. That is, the gear ratio is changed by changing the width of the groove around which the belt 8c is wound.

  The primary pulley 8a is disposed on the same axis as the input shaft 5 on the opposite side of the engine 2 with the forward / reverse switching mechanism 6 interposed therebetween. A primary shaft 8 d integrated with the primary pulley 8 a is connected to a sun gear 6 a that is an input element in the forward / reverse switching mechanism 6. The secondary pulley 8b is arranged so that the rotation center axis thereof is parallel to the rotation center axis of the primary pulley 8a. Moreover, the secondary shaft 8e provided along the rotation center axis line of the secondary pulley 8b is provided. And the output shaft 9 is arrange | positioned on the same axis line as the secondary shaft 8e. Therefore, the output shaft 9 is parallel to the input shaft 5 described above.

  A second clutch mechanism C2 that selectively connects the output shaft 9 and the secondary shaft 8e is provided between the output shaft 9 and the secondary shaft 8e. The second clutch mechanism C2 may be any mechanism that can selectively transmit and block torque between the secondary pulley 8b and the output shaft 9. Therefore, either a friction clutch or a meshing clutch may be used. However, it is preferable to be configured by a friction clutch whose torque capacity gradually increases or decreases according to the engagement force.

  The transmission 1 to be controlled in the present invention includes a gear train 10 arranged in parallel with the CVT 8 described above. The gear train 10 is a gear transmission mechanism having a predetermined constant speed ratio composed of a plurality of gears. The gear train 10 is configured as a speed change mechanism having a different speed ratio to be set from the CVT 8. Specifically, it is configured as a speed reduction mechanism that sets a speed ratio larger than the maximum speed ratio that can be set by CVT8, or a speed increase mechanism that sets a speed ratio that is smaller than the minimum speed ratio that can be set by CVT8. In the example shown in FIG. 7, the gear train 10 is configured as a speed reduction mechanism.

  Therefore, the transmission 1 includes a transmission path including the CVT 8, that is, a transmission path from the input shaft 5 to the output shaft 9 via the primary pulley 8a and the secondary pulley 8b of the CVT 8, and the gear train 10 described above. 2, that is, a transmission path from the input shaft 9 through the gear train 10 to the output shaft 9.

  More specifically, the gear train 10 has a counter shaft 10 a arranged in parallel with each of the input shaft 5 and the output shaft 9. A counter driven gear 10b is attached to one end (right side in the example shown in FIG. 7) of the counter shaft 10a so as to rotate integrally with the counter shaft 10a. The counter driven gear 10b meshes with a drive gear 6f that rotates integrally with the carrier 6e of the forward / reverse switching mechanism 6 described above. The counter driven gear 10b is a gear having a larger diameter than the drive gear 6f. Therefore, torque is amplified and transmitted in the direction from the drive gear 6f to the counter driven gear 10b.

  A counter drive gear 10c is attached to the other end (left side in the example shown in FIG. 7) of the counter shaft 10a so as to rotate integrally with the counter shaft 10a. The counter drive gear 10c is a gear having a smaller diameter than the counter driven gear 10b. The counter drive gear 10c is meshed with a driven gear 10d arranged so as to be able to rotate relative to the output shaft 9 on the output shaft 9 described above. The driven gear 10d has a larger diameter than the counter drive gear 10c. Therefore, torque is amplified and transmitted in the direction from the driven gear 10d to the counter drive gear 10c. Therefore, the gear ratio (gear ratio) of the gear train 10 is obtained by multiplying the gear ratio between the drive gear 6f and the counter driven gear 10b and the gear ratio between the counter drive gear 10c and the driven gear 10d. It becomes. In the example shown in FIG. 7, the gear ratio of the gear train 10 is configured such that its value is larger than the maximum gear ratio of the CVT 8.

  Further, a meshing engagement mechanism for selectively setting a state where the driven gear 10d is connected to the output shaft 9 so as to be able to transmit power and a state where the power transmission between the driven gear 10d and the output shaft 9 is interrupted. D1 is provided. That is, a meshing engagement mechanism D1 is arranged in series with the first clutch mechanism C1 on the downstream side in the torque transmission direction with respect to the first clutch mechanism C1, and the meshing engagement mechanism D1 is engaged. Thus, a state in which the gear train 10 can transmit torque to the output shaft 9 is established. This meshing engagement mechanism D1 is a mechanism for transmitting torque by meshing, for example, spline teeth formed on the inner peripheral surface of the movable sleeve and spline teeth formed on the outer peripheral surface of the hub or boss portion, Therefore, the engagement mechanism is configured to switch between two states of engagement and release. That is, the meshing engagement mechanism D1 is a mechanism called a dog clutch or a synchronizer. This meshing engagement mechanism D1 is referred to as a dog clutch D1 in the following description. In the example shown in FIG. 7, the dog clutch D1 includes spline teeth formed on the inner peripheral surface of the sleeve on the spline teeth formed on the boss portion of the driven gear 10d and the spline teeth formed on the hub of the output shaft 9. It is constituted by a synchronizer that connects the driven gear 10d to the output shaft 9 by meshing. The sleeve can be moved back and forth by an appropriate actuator, and the actuator may be a hydraulic actuator that operates by hydraulic pressure.

  The output shaft 9 is configured to output torque to the drive shaft 13 via a predetermined gear train 11 and a differential 12. That is, the output gear 9a is attached to the end of the output shaft 9 opposite to the CVT 8 (right side in the example shown in FIG. 7). A large-diameter gear 11a meshing with the output gear 9a is attached to one end (right side in the example shown in FIG. 7) of the reduction gear shaft 11b. A small-diameter gear 11c is attached to the other end (left side in the example shown in FIG. 7) of the reduction gear shaft 11b. The small diameter gear 11c meshes with the ring gear 12a of the differential 12. The differential 12 is configured to transmit the torque transmitted through the ring gear 12a from the left and right drive shafts 13 to drive wheels (not shown).

  An electronic control unit (ECU) 14 that controls the operation of the transmission 1 is provided. As an example, the ECU 14 is mainly composed of a microcomputer. Then, calculation is performed in accordance with a predetermined program based on the input data and data stored in advance, and various states such as forward, reverse, or neutral, and control such as setting of a required gear ratio are executed. It is configured.

  On the other hand, the ECU 14 is configured to receive detection signals and information signals from various sensors. For example, a pulley rotational speed sensor (not shown) that detects the rotational speeds of the primary pulley 8a and the secondary pulley 8b, a shift position sensor (not shown) that detects a shift position selected by the shift device 15, and a vehicle speed For this purpose, detection signals from a wheel speed sensor (not shown) for detecting the rotational speed of each wheel of the vehicle, a sensor (not shown) for detecting the depression angle (accelerator opening) of the accelerator pedal 16, and the like are obtained. It is configured to be input to the ECU 14.

  The automatic transmission 1 configured as described above transmits torque to the output shaft 9 via a torque transmission path including the gear train 10 when starting in the forward direction and when traveling backward. Be controlled. When traveling forward with the vehicle speed increased to some extent, control is performed so that torque is transmitted from the input shaft 5 to the output shaft 9 via a torque transmission path provided with the CVT 8. For example, when the drive position is selected by the shift device 15, the first clutch mechanism C1 and the dog clutch D1 are engaged, and the second clutch mechanism C2 and the brake mechanism B are released.

  The engagement and disengagement states of the engagement mechanisms when controlling the transmission 1 are collectively shown in the table of FIG. In FIG. 8, “ON” indicates engagement and “OFF” indicates release.

  When starting in the forward direction, the torque output by the engine 2 is transmitted to the sun gear 6a of the forward / reverse switching mechanism 6 via the input shaft 5 by setting each engagement mechanism as shown in the table of FIG. The The input shaft 5 is transmitted to the carrier 6e via the first clutch mechanism C1. In this case, since the two rotation elements of the forward / reverse switching mechanism 6 are connected by the first clutch mechanism C1, the entire forward / reverse switching mechanism 6 is integrated. Torque is transmitted from the input shaft 5 to the drive gear 6f via the carrier 6e. Further, since the driven gear 10d in the gear train 10 is connected to the output shaft 9 by the dog clutch D1, the torque of the input shaft 5 is transmitted to the output shaft 9 via the gear train 10. Then, torque is transmitted from the output gear 9a to the left and right drive wheels via the gear train 11 and the differential 12, and the vehicle starts.

  As described above, torque is transmitted from the input shaft 5 to the output shaft 9 via the gear train 10 when starting, and the gear train 10 functions as a speed reduction mechanism. In this case, the gear ratio is larger than the maximum gear ratio that can be set by the CVT 8. As a result, a large driving force can be obtained for the vehicle. Further, the CVT 8 is not subjected to a large torque at the start. For this reason, it is not necessary to increase the hydraulic pressure for setting the torque capacity of the CVT 8. Therefore, consumption of power for generating hydraulic pressure is reduced, fuel consumption can be improved, and durability of CVT 8 can be improved.

  When the vehicle speed is increased to a predetermined vehicle speed after starting, the first clutch mechanism C1 is released with the gear ratio of the CVT 8 set to the maximum gear ratio or a gear ratio close thereto. At the same time, the second clutch mechanism C2 is engaged. In this case, the forward / reverse switching mechanism 6 is in a state of so-called free rotation because the first clutch mechanism C1 is further released while the brake mechanism B is released. As a result, power transmission between the input shaft 5 and the gear train 10 is interrupted. On the other hand, the secondary pulley 8b is connected to the output shaft 9 by the second clutch mechanism C2. As a result, the input shaft 5 and the output shaft 9 are coupled so as to transmit torque via the CVT 8. Therefore, the engine speed can be set to a speed with good fuel consumption by gradually decreasing the gear ratio by the CVT 8 or changing it according to the vehicle speed and the accelerator opening.

  On the other hand, when traveling backward, as shown in FIG. 8, the first clutch mechanism C1 and the second clutch mechanism C2 are released, and the third clutch mechanism C3 and the brake mechanism B are engaged. In this case, in the forward / reverse switching mechanism 6, torque from the engine 2 is input to the sun gear 6a with the ring gear 6b fixed by the brake mechanism B. Therefore, the carrier 6e rotates in the opposite direction with respect to the sun gear 6a. Therefore, as in the case of starting during forward traveling, torque is transmitted from the input shaft 5 to the output shaft 9 via the gear train 10, and the output shaft 9 rotates in the reverse traveling direction. The gear ratio in this case is a gear ratio obtained by multiplying the gear ratio by the gear train 10 and the gear ratio by the planetary gear mechanism constituting the forward / reverse switching mechanism 6. Then, torque is transmitted from the output gear 9a to the left and right drive wheels via the gear train 11 and the differential 12, and the vehicle travels backward.

  And as shown in FIG. 8, the neutral state which interrupted | blocked the power transmission between the engine 2 and the output shaft 9 can be set by releasing both the 1st clutch mechanism C1 and the 2nd clutch mechanism C2. it can. Thus, by controlling the engagement / release state of the first clutch mechanism C1, the second clutch mechanism C2, the dog clutch D1, and the brake mechanism B, and controlling the operation of the forward / reverse switching mechanism 6, A reverse state and a neutral state can be set respectively. In other words, a forward rotation state in which torque in the same rotational direction as that of the power source is output from the output shaft 9, a reverse state in which torque in the rotation direction opposite to that of the power source is output from the output shaft 9, and a relationship between the power source and the output shaft 9 Any of the neutral states that cut off the power transmission between them can be selectively set.

  In the transmission 1 described above, when the vehicle is stopped from the forward traveling state, the dog clutch D1 may be released. This is because, when the vehicle is not started, torque is transmitted by the CVT 8 to travel forward, and the speed ratio of the CVT 8 is changed to the maximum as the vehicle speed decreases, and the vehicle may stop as it is. Further, in order to prevent the gear train 10 from being rotated during forward traveling, the first clutch mechanism C1 is released. Therefore, if the vehicle stops as it is, the first clutch mechanism C1 is also released. If the vehicle is temporarily stopped, the second clutch mechanism C2 is maintained in an engaged state, and the engine 2 is maintained in a driving state. Since the torque converter 3 is provided, engine stall does not occur and creep torque can be generated. However, when the main switch (not shown) of the vehicle is turned off or so-called idle stop control is executed, the engine 2 is stopped. In this case, no hydraulic pressure is generated and the engine 2 is started. In order to reduce the load on the engine 2 as much as possible, the second clutch mechanism C2 is released.

  As described above, when the engine 2 is stopped, the clutch mechanisms C1 and C2, the dog clutch D1, and the brake mechanism B are all in an open state. On the other hand, when starting, the first clutch mechanism C1 or the brake mechanism B and the dog clutch D1 are switched to the engaged state. In that case, the first clutch mechanism C1 and the brake mechanism B are hydraulic friction engagement mechanisms, and thus have a predetermined torque capacity by supplying hydraulic pressure. On the other hand, for example, the dog clutch D1 needs to mesh the spline teeth formed on the sleeve with the spline teeth of the driven gear 10d. In that case, if the phase of each spline tooth | gear is in agreement, teeth will contact | abut and it cannot mesh. Such a state may be referred to as an uplock state. When the vehicle is stopped and the engine 2 is stopped, neither the dog clutch D1 nor the gear train 10 rotates, so that the vehicle cannot start in the uplock state. Further, even if the dog clutch D1 is engaged, there may be a delay in the start of the vehicle. Therefore, the control device according to the present invention is configured to execute the control described below in order to reliably engage the dog clutch D1 when the engine 2 is started in a state where the vehicle is stopped. Has been.

  FIG. 1 is a flowchart for explaining an example of the control, and the routine shown here is repeatedly executed at predetermined short intervals by the electronic control unit 14 described above. In this control example, first, the start control of the engine 2 is executed when a predetermined start condition is satisfied, for example, the ignition switch is turned on (step S1). This is, for example, control for cranking (motoring) the engine 2 by energizing a starter motor (not shown), supplying fuel to the engine 2, and energizing the spark plug for a gasoline engine. The start control of the engine 2 is permitted when the parking position or the neutral position is selected by the shift device 15 described above and the transmission 1 is in the neutral state. This is to avoid a sudden increase in drive torque due to the start of the engine 2.

  Next, control for increasing the torque capacity of the first clutch mechanism C1 is executed. As described above, if the first clutch mechanism C1 is a hydraulic friction engagement mechanism, a command signal for supplying a predetermined oil pressure is output (step S2). When the start control of the engine 2 is executed and the engine 2 rotates, an oil pump (not shown) rotates in conjunction with this to generate a hydraulic pressure, and the hydraulic pressure is supplied to the first clutch mechanism C1. In this way, the control for increasing the hydraulic capacity of the first clutch mechanism C1 to increase its torque capacity is performed by the gear train 10 (corresponding to the transmission mechanism in the present invention by the torque transmitted from the engine 2 to the input shaft 5). In particular, this is control for slowly rotating the driven gear 10d), which is a member on the output side, or rotating it with as low a torque as possible. Therefore, the predetermined hydraulic pressure for engaging the first clutch mechanism C1 is a hydraulic pressure set as low as possible within a range in which the gear train 10 can be rotated. Further, this may not be a constant pressure, but may be a pressure determined by a function having the oil temperature, the rotation speed of the gear train 10 and the like as parameters.

  By controlling the hydraulic pressure of the first clutch mechanism C1 in this way, the first clutch mechanism C1 is set to a slip state in which the driving side member and the driven side member are in sliding contact. If the slip rotational speed changes or the load acting on the engine 2 fluctuates due to the repeated slip state and non-slip state, etc., and this becomes a fluctuation factor of the engine speed, it is provided in the engine 2. The rotational speed may be controlled by the idle speed control valve (ISC valve).

  Simultaneously with the control of the first clutch mechanism C1 or subsequent to the control of the first clutch mechanism C1, a command signal for supplying hydraulic pressure to output the dog clutch D1 is output (step S3). In other words, in the present invention, control is executed to increase the torque capacity of the first clutch mechanism C1, which is a friction engagement mechanism, to a low capacity such that the gear train 10 rotates without delaying the engagement of the dog clutch D1. . Thereafter, it is determined whether or not the dog clutch D1 is engaged (step S4). In the example shown in FIG. 7, the dog clutch D1 is configured to move the sleeve in the axial direction to connect the output shaft 9 and the driven gear 10d. Therefore, the engagement of the dog clutch D1 means that the stroke of the sleeve It can be detected by quantity. Therefore, the determination in step S4 can be made by detecting the stroke amount of the sleeve and the actuator for moving the sleeve by a stroke sensor, a stroke switch, or the like.

  As described above, the control for engaging the dog clutch D1 is executed in a state where the control for engaging the first clutch mechanism C1 is started and the gear train 10 is slowly or slightly rotating. Therefore, even if the teeth to be meshed with each other in the dog clutch D1 are initially in phase, the upstream driven gear 10d rotates in the torque transmission direction in the dog clutch D1 and the phases thereof are shifted. The up-lock state in which the contact is kept is avoided, and the dog clutch D1 can be reliably and smoothly engaged. When the teeth are in the stopped state and the phases of the teeth coincide with each other and an uplock state is generated, the teeth are meshed by causing a phase shift of half the pitch at which the teeth are provided. Can do. Further, when the teeth are out of phase in the stop state and the up-lock state is not generated, the teeth mesh with each other due to a phase shift of about the pitch at which the teeth are provided.

  When the dog clutch D1 is engaged as described above, the input shaft 5 and the output shaft 9 are connected by the gear train 10 because the first clutch mechanism C1 already has torque capacity. However, when the vehicle is stopped, the braking force is applied to the drive wheels, and accordingly, the rotation of the output shaft 9 is stopped, and the torque capacity of the first clutch mechanism C1 is such that the gear train 10 rotates slowly. Since the capacity is set to be small, the first clutch mechanism C1 slips when the dog clutch D1 is engaged. That is, since the torque transmitted to the output shaft 9 is very small, it is possible to prevent or suppress the drive torque from excessively increasing, or the accompanying occurrence of shocks and vibrations of the vehicle body. In other words, the uncomfortable feeling that accompanies the control for engaging the dog clutch D1 is avoided or suppressed.

  If the determination in step S4 is affirmative due to the engagement of the dog clutch D1, it is determined whether or not there is a garage operation (step S5). The garage operation is an operation for selecting a drive state such as a drive position or a reverse position by the shift device 15 in order to start the vehicle. Since the shift device 15 is provided with a position switch, the determination in step S5 can be made based on the electrical signal output from the switch. If an affirmative determination is made in step S5 because the operation for selecting the drive state has not been performed, control for opening the first clutch mechanism C1 controlled to have a low torque capacity (control to turn off) is performed. It is executed (step S6). This is because it is not necessary to transmit torque to the output shaft 9 because the vehicle is kept stopped. Thereafter, the routine of FIG. On the other hand, if a garage operation is performed and a negative determination is made in step S5, a position signal (D signal or R signal) corresponding to the shift position selected by the garage operation is a neutral signal ( N signal) is output (step S7), and then the routine of FIG. This position signal is a signal for displaying a shift position on an instrument panel (not shown) or operating a predetermined valve in a hydraulic control device (not shown).

  On the other hand, if a negative determination is made in step S4, that is, if it is not detected that the dog clutch D1 is engaged, it is determined whether or not a garage operation has been performed (step S8). This can be performed in the same manner as the determination in step S5. If a negative determination is made in step S8 because there is no garage operation, the process returns to step S4 and the previous control state is continued. On the contrary, if a positive determination is made in step S8 due to a garage operation, a signal (D signal or R signal) corresponding to the shift position selected by the garage operation is a neutral signal (N signal). (Step S9).

  The state in which the position signal is output in this way is a state in which the driver intends to start and the display of the shift position indicates the drive state, but since the dog clutch D1 is not engaged, the output shaft 9 is a state where torque cannot be transmitted. Therefore, when there is a request for starting such as the accelerator pedal 16 being depressed, a warning is issued to notify the driver that the dog clutch D1 is in an open state or cannot start, and the output of the engine 2 is The output is limited to be smaller than the output based on the driver's start request (step S10). Specifically, the alarm may be a voice, lamp, or text display. The output restriction may be a throttle opening restriction such that the electronic throttle valve does not open even when the accelerator pedal 16 is depressed. Thereafter, the routine of FIG.

  FIG. 2 is a time chart showing changes in each rotation speed and hydraulic pressure when the above control is performed. Since the engine 2 is stopped and stopped, all of the vehicle speed SPD and the engine rotational speed Ne and the turbine rotational speed Nt which is the rotational speed on the output side of the torque converter 3 are “0”. Accordingly, the rotational speed of the dog clutch D1 upstream, that is, the rotational speed of the driven gear 10d is also “0”. Further, the first clutch mechanism C1 and the dog clutch D1 are both opened, and no hydraulic pressure is supplied to each of them, and the hydraulic pressure is “0” or a low pressure close thereto.

  In this state, when a request for starting the engine 2 is established by turning on the ignition switch or the like (at time t1), the engine 2 is cranked by the starter motor, and its rotational speed Ne gradually increases. In the case of a vehicle configured to drive an oil pump by the engine 2, the hydraulic pressure is generated by the rotation of the engine 2, and therefore the first clutch mechanism C1 is supplied to supply the hydraulic pressure to the first clutch mechanism C1. The oil pressure command value is increased to a predetermined value. Note that, as described above, this command value is a command value for setting a torque capacity that is small enough to rotate the gear train 10 slowly, and is determined in advance.

  Since the engine 2 is started in the neutral state of the transmission 1, the second clutch mechanism C2 is opened and the CVT 8 and the input shaft 5 can rotate. Therefore, when the engine 2 is cranked and rotates, the turbine 3 c of the torque converter 3 rotates together with the input shaft 5. In this state, when the first clutch mechanism C1 starts to have torque capacity, torque is transmitted from the input shaft 5 to the gear train 10 and the gear train 10 starts to rotate, and the rotational speed of the driven gear 10d (that is, the dog clutch D1). (The number of revolutions on the upstream side) begins to rise (at time t2). If the first combustion (first explosion) occurs in the engine 2 in the process of increasing the upstream rotational speed of the dog clutch D1, the engine rotational speed Ne gradually decreases toward the idle rotational speed. Further, the rotational speed on the upstream side of the dog clutch D1 reaches the rotational speed corresponding to the torque capacity of the first clutch mechanism C1.

  Thereafter, a command signal for engaging the dog clutch D1 is output and the oil pressure increases to a predetermined oil pressure (at time t3). Since a slight clearance is generated in the dog clutch D1 and the mechanism for moving the sleeve, the hydraulic pressure slightly decreases due to the movement of the clearance being clogged. Thereafter, the sleeve of the dog clutch D1 starts to move (time t4). Therefore, the hydraulic pressure in the hydraulic chamber in the actuator that engages the dog clutch D1 continues to decrease.

  When the dog clutch D1 is configured by a conventionally known synchronizer, the taper surfaces of the synchronizer ring come into contact with each other as the sleeve moves, and the effect of synchronizing the rotational speed is generated or formed at the end of the tooth. Since the chamfers that are in contact with each other, the movement (stroke) of the sleeve temporarily stops (at time t5). For this reason, the tendency of the hydraulic pressure of the dog clutch D1 to decrease is reduced.

  As described above, according to the control device of the present invention, the first clutch mechanism C1 is engaged so as to have a small torque capacity and the upstream side of the dog clutch D1 is caused to rotate. There is a shift in the phase of the meshing teeth. Therefore, even if the teeth collide with each other, the state is immediately eliminated, and the sleeve moves so that the teeth mesh with each other. That is, immediately after the time t5, the sleeve further moves, and the dog clutch D1 starts to be substantially engaged (time t6). In that case, since the sliding resistance accompanying the meshing of teeth acts, the hydraulic pressure of the dog clutch D1 increases.

  When the sleeve reaches the stroke end, the engagement of the dog clutch D1 is completed (at time t7). In this case, since the vehicle is stopped and the output shaft 9 is not rotating, when the dog clutch D1 is engaged, the number of rotations on the upstream side of the dog clutch D1 is decreased and finally stopped. When the engagement of the dog clutch D1 is detected, the sleeve does not move any further, so that the hydraulic pressure of the dog clutch D1 rises to a pressure corresponding to the command value. The hydraulic pressure is maintained in order to establish the engaged state, and then the hydraulic pressure of the dog clutch D1 is lowered (at time t8). Since the dog clutch D1 is configured to maintain the engaged state and the disengaged state, the dog clutch D1 maintains the fully engaged state even if the hydraulic pressure is lowered.

  As described with reference to FIG. 2 above, according to the control device of the present invention, the gear train which is the transmission mechanism in the present invention is accompanied by starting the engine 2 while the vehicle is stopped. When engaging the dog clutch D1 that connects the motor 10 to the output shaft 9, the upstream member (driven gear 10d) of the dog clutch D1 is rotated with a small torque. Therefore, according to the control device of the present invention, even if the phases of the meshing teeth in the dog clutch D1 are matched before the engine 2 is started, so-called up-lock is avoided and the dog clutch D1 is reliably and smoothly engaged. Can be engaged.

  Next, another example of control executed by the control device according to the present invention will be described. The aforementioned friction engagement mechanism for increasing the number of rotations on the upstream side of the dog clutch D1 is a mechanism that is engaged when setting the drive state. In the transmission 1 having the configuration shown in FIG. 7, the friction engagement mechanism is the first clutch mechanism C <b> 1 that sets the forward movement state or the brake mechanism B that sets the reverse movement state. Therefore, these frictional engagement mechanisms are engaged by being supplied with hydraulic pressure when the shift device 15 selects the drive position or the reverse position. Therefore, in the control device according to the present invention, such a shift operation (garage operation) may be used to cause the transmission mechanism to rotate when the dog clutch D1 is engaged.

  FIG. 3 is a flowchart for explaining the control example, and the routine shown here is repeatedly executed by the electronic control unit 14 described above every predetermined short time. In this control example, first, the start control of the engine 2 is executed when a predetermined start condition is satisfied, for example, the ignition switch is turned on (step S21). This is the same control as step S1 in the control example shown in FIG. Next, it is determined whether or not a garage operation has been executed (step S22). This is a determination step similar to step S8 in the control example shown in FIG. 1 described above, and can be determined based on whether or not a signal is output from the shift device 15. If a negative determination is made in step S22, that is, if a garage operation is not performed, the previous control state is continued without starting new control.

  On the other hand, if a positive determination is made in step S22 by executing the garage operation, a signal (D signal or R signal) corresponding to the position selected by the operation is a neutral signal (N signal). ) And output (step S23). In the control example shown in FIG. 3, the first clutch mechanism C1 or the brake mechanism B is controlled based on this position signal. In other words, these friction engagement mechanisms are mechanisms that transmit torque for running the vehicle, and are finally set to a torque capacity (hydraulic pressure) determined based on a required drive amount such as the accelerator opening. However, at the beginning of engagement, the torque capacity is set to a small value as in the control in step S2 in the control example in FIG. Specifically, hydraulic pressure that transmits a torque that is small enough to cause the gear train 10 corresponding to the transmission mechanism in the present invention to rotate slowly is supplied to the first clutch mechanism C1 or the brake mechanism B. Similar to the control example shown in FIG. 1, the hydraulic pressure may be determined based on the oil temperature, the number of rotations, and the like.

  At the same time or subsequently, the hydraulic pressure is supplied to engage the dog clutch D1 (step S24). This is the same control as the control in step S3 in the control example shown in FIG. When hydraulic pressure is supplied to the dog clutch D1, the sleeve of the dog clutch D1 is moved in the axial direction in the transmission 1 having the configuration shown in FIG. In that case, since the first clutch mechanism C1 or the brake mechanism B is engaged with a low torque capacity and the gear train 10 is rotating slowly, the phases of the teeth in the dog clutch D1 do not remain matched, The teeth mesh with each other as the sleeve moves. That is, no uplock occurs or the uplock is immediately canceled.

  After the hydraulic pressure is applied to the dog clutch D1 in the above step S24, it is determined whether the dog clutch D1 is engaged, as in the control example shown in FIG. 1 (step S25). Since the routine of FIG. 3 is repeatedly executed every predetermined short time, it is determined whether or not the dog clutch D1 is engaged within the cycle time (predetermined time) of the routine of FIG. It will be judged whether or not. If the dog clutch D1 is engaged and a positive determination is made in step S25, the control shown in FIG. 3 is temporarily terminated. On the other hand, if it is determined negative in step S25 because it is not detected that the dog clutch D1 is engaged, it is determined whether or not a so-called uplock state has occurred (step S26). This determination can be made based on whether or not the sleeve has moved by a predetermined dimension.

  If the determination in step S26 is affirmative, the control for engaging the dog clutch D1 is executed again (step S27). In this control, the hydraulic pressure for engaging the dog clutch D1 is temporarily reduced or released, and then the hydraulic pressure is supplied again. And it returns before step S25 and the engagement of the dog clutch D1 is judged again. Note that if a negative determination is made in step S26 because no up-lock has occurred, for example, the sleeve has not moved by a predetermined dimension, the control returns to step S25 and the dog clutch D1 is engaged. Is done.

  FIG. 4 is a time chart showing changes in each rotation speed and hydraulic pressure when the control shown in FIG. 3 is executed. In a state where the engine 2 is stopped and stopped, all of the vehicle speed SPD, the engine speed Ne, and the turbine speed Nt are “0”, and when the engine 2 is started in that state (at time t21). The engine speed Ne rises, and the turbine speed Nt (that is, the input shaft speed) rises with a slight delay. When a shift operation (garage operation) for switching from the neutral (N) position or the parking (P) position to the drive (D) position is performed at time t22 thereafter, the first clutch mechanism C1 is engaged with a low torque capacity. , And control for engaging the dog clutch D1 is started. Explaining the engagement control of the first clutch mechanism C1, the supply pressure is temporarily set to a high hydraulic pressure. This is control referred to as first fill, and is control for closing the clearance (pack) generated in the first clutch mechanism C1. Thereafter, at time t23, the hydraulic pressure of the first clutch mechanism C1 is lowered and maintained at a hydraulic pressure that has a low torque capacity that allows the gear train 10 to rotate slowly. Further, the hydraulic pressure of the dog clutch D1 starts to decrease because the sleeve moves due to the pack being clogged.

  Thus, when the torque capacity of the first clutch mechanism C1 gradually increases, torque is transmitted to the gear train 10 and the gear train 10 begins to rotate. That is, the rotation speed on the upstream side of the dog clutch D1 starts to increase. Thereafter, as in the case shown in FIG. 2 described above, each rotation speed and hydraulic pressure change. Briefly explaining this, the sleeve of the dog clutch D1 starts to stroke at time t24. As a result, when the taper surface of the synchronizer ring comes into contact with the other side taper surface or the teeth come into contact with each other, the stroke of the sleeve is temporarily stopped (at time t25), and the decrease in the oil pressure of the dog clutch D1 is reduced, or a constant pressure. become. Since the member on the upstream side of the dog clutch D1 (that is, the driven gear 10d) is rotating, substantial meshing of the teeth starts at time t26. That is, the sleeve further strokes. In this case, the hydraulic pressure increases due to sliding resistance caused by the teeth engaging with each other. Further, since the gear train 10 is connected to the non-rotating output shaft 9 when the dog clutch D1 is engaged, the rotational speed on the upstream side of the dog clutch D1 decreases toward the stop. At time t27, the sleeve reaches the stroke end, and the dog clutch D1 is substantially completely engaged. With this, the hydraulic pressure reaches the command hydraulic pressure and the hydraulic pressure is maintained. Then, at time t28, the hydraulic pressure of the dog clutch D1 is set to a hydraulic pressure that maintains the engaged state, and the engagement control is completed. If a mechanism for maintaining the engaged state is provided, the hydraulic pressure may be returned to “0”.

  On the other hand, the hydraulic pressure of the first clutch mechanism C1 is maintained at a low hydraulic pressure until time t26 when the substantial engagement of the dog clutch D1 starts, but when the substantial engagement of the dog clutch D1 starts, a drive request to the vehicle is made. It is gradually increased toward the hydraulic pressure according to the amount. Then, after the time t28 when the engagement control of the dog clutch D1 is completed, the hydraulic pressure of the first clutch mechanism C1 reaches the hydraulic pressure corresponding to the requested drive amount (at the time t29) and is maintained at that hydraulic pressure.

  Therefore, even when the control shown in FIG. 3 is performed, when the dog clutch D1 is engaged when the engine 2 is started, the phases of the teeth meshing with each other in the dog clutch D1 before the engine 2 is started. Even if they match, the so-called up-lock can be avoided, and the dog clutch D1 can be reliably and smoothly engaged.

  Each of the specific examples described above is an example in which the engagement control of the dog clutch D1 is started after the initial explosion of the engine 2 in the start control of the engine 2, but in the present invention, the engagement control of the dog clutch D1 is performed at an earlier time point. It can be configured so that the start delay of the vehicle is avoided or suppressed. FIG. 5 shows an example of the control. The example shown here is based on the condition that the engine speed Ne becomes equal to or higher than a predetermined reference value C after the start (cranking) of the engine 2 is started. In this example, engagement control of the one-clutch mechanism C1 and the dog clutch D1 is started. The reference value C may be an elapsed time from the start of the start control of the engine 2.

  Specifically, the routine shown in FIG. 5 is repeatedly executed every predetermined short time by the electronic control unit 14 described above. In this control example, first, the start control of the engine 2 is executed (step S31). This is the same control as step S1 in the control example shown in FIG. Next, it is determined whether or not the engine speed Ne of the cranked engine 2 is equal to or higher than a predetermined reference value C (step S32). The reference value C is a rotational speed that determines the timing for starting engagement control of the first clutch mechanism C1 and the dog clutch D1 described below, and is set to a value that is smaller than the rotational speed at which the initial explosion occurs in the engine 2. . More specifically, after the engagement control of the dog clutch D1 is started, the time until the start of the substantial engagement is obtained, and the engine speed at the time before the first explosion occurs only by that time. The predicted value may be the reference value C.

  If the negative determination is made in step S32 because the engine speed Ne is below the reference value C, the previous engine start control is continued without performing new control. On the other hand, if the determination at step S32 is affirmative because the engine speed Ne is equal to or greater than the reference value C, the hydraulic pressure is supplied to each of the first clutch mechanism C1 and the dog clutch D1, and the engine clutch Ne Engagement control is started (step S33, step S34). These controls are the same as the controls in steps S2 and S3 in the control shown in FIG. 1 described above, and the first clutch mechanism C1 is set with a torque capacity that allows the gear train 10 to rotate slowly. Hydraulic pressure is supplied. The dog clutch D1 is supplied with, for example, hydraulic pressure that can move the sleeve in the engaging direction.

  Thereafter, it is determined whether or not the dog clutch D1 is engaged (step S35). If the determination in step S35 is affirmative because the dog clutch D1 is engaged, the routine shown in FIG. 5 is temporarily terminated. On the other hand, if it is determined negative in step S35 because it is not detected that the dog clutch D1 is engaged, it is determined whether or not it is in an uplock state (step S36). If the determination in step S36 is affirmative due to the occurrence of the uplock state, the control for engaging the dog clutch D1 is executed again (step S37), and then the process returns to the state before step S35 and the dog clutch D1 is returned. The control to engage is continued. If a negative determination is made in step S36 because no up-lock has occurred, for example, the sleeve has not moved by a predetermined dimension, the control returns to step S35 and the dog clutch D1 is engaged. Is done. The control in steps S35 to S37 is the same as the control in steps S25 to S27 in the control example shown in FIG.

  FIG. 6 is a time chart showing changes in each rotation speed and hydraulic pressure when the control shown in FIG. 5 is performed. When the engine 2 is started with the engine 2 stopped (at time t31), the engine 2 is cranked and its rotational speed Ne starts to increase, and the turbine rotational speed Nt increases slightly after that. First, since the reference value C described above is a small value, immediately after the start of the engine 2, the control for increasing the hydraulic pressures of the first clutch mechanism C1 and the dog clutch D1 is started. The hydraulic pressure supplied to the first clutch mechanism C1 is a hydraulic pressure that sets a torque capacity that allows the gear train 10 to rotate slowly. Therefore, the gear train 10 starts to rotate at time t32, and the upstream side rotational speed of the dog clutch D1 is Increasing gradually.

  On the other hand, the dog clutch D1 is supplied with a hydraulic pressure that brings it into an engaged state, so that the sleeve starts to move substantially at the same time as the first explosion of the engine 2 and starts to engage substantially (at time t33). The oil pressure of the dog clutch D1 changes in the same manner as in the example shown in FIG. 2 or FIG. 4 described above. In this case, the output shaft 9 to which the gear train 10 is connected by the dog clutch D1 is stopped. When it starts, the number of rotations on the upstream side gradually decreases, and finally the rotation stops. When the engine 2 starts to rotate independently and reaches an engine speed of about the idling speed, the dog clutch D1 is completely engaged almost simultaneously (at time t34). That is, the sleeve reaches the stroke end. Thereafter, the hydraulic pressure of the dog clutch D1 is reduced at time t35 when the time for establishing the state where the dog clutch D1 is completely engaged has elapsed.

  Therefore, if the control shown in FIG. 5 is performed, the engagement of the dog clutch D1 is completed almost simultaneously with the completion of the start of the engine 2. Therefore, with such a configuration, it is possible to avoid the so-called uplock state of the dog clutch D1, which is a meshing engagement mechanism, and it is possible to shorten the time required for engagement by increasing the engagement speed. In other words, a so-called start standby state can be quickly established.

  In the transmission targeted by the present invention, a continuously variable transmission mechanism and a transmission mechanism with a constant transmission ratio are provided in parallel between the input shaft and the output shaft, and the torque of the input shaft is transmitted to the transmission mechanism. A friction engagement mechanism that engages with the friction engagement mechanism, and a meshing engagement mechanism that is arranged in series downstream in the torque transmission direction with respect to the friction engagement mechanism and that allows the transmission mechanism to transmit torque to the output shaft. Any transmission that is provided may be used. An example is briefly described below. The configuration described below is the same as the configuration member shown in FIG. 7 because the position of the first clutch mechanism C1, the dog clutch D1, or the forward / reverse switching mechanism 6 in the configuration shown in FIG. 7 is changed. The same reference numerals as those in FIG. 7 are attached to the members, and detailed descriptions thereof are omitted.

  In the example shown in FIG. 9, in the configuration shown in FIG. 7 described above, the second clutch mechanism C2 and the dog clutch D1 are arranged on the same axis as the input shaft 5, and the positions of other members are changed accordingly. This is an example. Therefore, the dog clutch D1 is arranged in series downstream in the torque transmission direction with respect to the first clutch mechanism C1, and selectively connects the drive gear 6f and the carrier 6e, which are part of the gear train 10, to the first clutch mechanism C1. The engagement mechanism enables the gear train 10 to transmit torque between the input shaft 5 and the output shaft 9. The second clutch mechanism C2 is arranged between the input shaft 5 and the primary pulley 8a and is configured to selectively connect the input shaft 5 and the primary pulley 8a. Accordingly, the output shaft 9 is coupled to the secondary pulley 8b so as to rotate integrally. Other configurations are the same as those shown in FIG.

  In the example shown in FIG. 10, in the configuration shown in FIG. 7 described above, the second clutch mechanism C2 is arranged on the same axis as the input shaft 5, and the input clutch 5 and the primary pulley 8a are arranged by the second clutch mechanism C2. It is the example which comprised so that it might connect selectively, and changed the position of the other member in connection with it. As the second clutch mechanism C2 is disposed on the same axis as the input shaft 5, the output shaft 9 is connected to the secondary pulley 8b so as to rotate together. Other configurations are the same as those shown in FIG.

  In the example shown in FIG. 11, in the configuration shown in FIG. 7 described above, the dog clutch D1 is arranged on the counter shaft 10a, and the second clutch mechanism C2 is arranged on the same axis as the input shaft 5. It is the example which changed the position of the other member. Therefore, the dog clutch D1 is configured to selectively connect the counter driven gear 10b and the counter shaft 10a. The second clutch mechanism C2 is configured to selectively connect the input shaft 5 and the primary pulley 8a. Other configurations are the same as those shown in FIG.

  In the example shown in FIG. 12, the dog clutch D1 is arranged on the same axis as the input shaft 5 in the configuration shown in FIG. 7, and the input shaft 5 and the drive gear 6f are selectively connected by the dog clutch D1. This is an example in which the positions of other members are changed accordingly. Other configurations are the same as those shown in FIG.

  In the example shown in FIG. 13, the positions of the first clutch mechanism C1 and the drive gear 6f in the configuration shown in FIG. 7 described above are switched on the axis of the input shaft 5, and accordingly the counter driven gear 10b and the counter drive gear are exchanged. In this example, the position of 10c is changed on the counter shaft 10a, and the position of other members is changed accordingly. Other configurations are the same as those shown in FIG.

  The example shown in FIG. 14 is an example in which, in the configuration shown in FIG. 7 described above, the dog clutch D1 is arranged on the counter shaft 10a and the positions of other members are changed accordingly. Therefore, the dog clutch D1 is configured to selectively connect the counter driven gear 10b and the counter shaft 10a. Other configurations are the same as those shown in FIG.

  In the example shown in FIG. 15, the forward / reverse switching mechanism 6 and the first clutch mechanism C1 are arranged on the counter shaft 10a and the second clutch mechanism C2 is the same as the input shaft 5 in the configuration shown in FIG. It is the example which has arrange | positioned on an axis line and changed the position of the other member in connection with it. Therefore, the sun gear 6a in the forward / reverse switching mechanism 6 is integrated with the counter shaft 10a, the carrier 6e is connected to the counter driven gear 10b, and the first clutch mechanism C1 selectively connects the carrier 6e and the counter shaft 10a. It is configured. Even in this configuration, the first clutch mechanism C1 transmits the torque of the input shaft 5 to the gear train 10, and the dog clutch D1 is arranged in series on the downstream side of the first clutch mechanism C1 for output. Torque is transmitted to the shaft 9. The drive gear 6f is integrated with the input shaft 5, and the second clutch mechanism C2 is configured to selectively connect the input shaft 5 and the primary pulley 8a. Other configurations are the same as those shown in FIG.

  In the example shown in FIG. 16, the forward / reverse switching mechanism 6 is arranged on the counter shaft 10 a in the configuration shown in FIG. 7, and the drive gear 6 f is integrated with the input shaft 5. It is the example which changed the position of this member. Therefore, the sun gear 6a in the forward / reverse switching mechanism 6 is integrated with the counter shaft 10a, the carrier 6e is connected to the counter driven gear 10b, and the first clutch mechanism C1 selectively connects the carrier 6e and the counter shaft 10a. It is configured. Even in this configuration, the first clutch mechanism C1 transmits the torque of the input shaft 5 to the gear train 10, and the dog clutch D1 is arranged in series on the downstream side of the first clutch mechanism C1 for output. Torque is transmitted to the shaft 9. Other configurations are the same as those shown in FIG.

  The control device according to the present invention ensures that the dog clutch D1 is smoothly and smoothly engaged by avoiding or suppressing the up-lock of the dog clutch D1 in any of the transmissions shown in FIGS. be able to.

  The input member and the output member in the present invention may be gears other than the rotation shafts such as the input shaft 5 and the output shaft 9 described above. Further, the continuously variable transmission mechanism is not limited to a belt type, and may be a toroidal type. Furthermore, the transmission mechanism in the present invention is not limited to the gear transmission mechanism, and may be a chain transmission mechanism.

  DESCRIPTION OF SYMBOLS 1 ... Transmission, 2 ... Internal combustion engine (engine), 3 ... Torque converter with lock-up clutch, 5 ... Input shaft, 6 ... Forward / reverse switching mechanism, B ... Brake mechanism, C1 ... First clutch mechanism, 8 ... Continuously Transmission mechanism (CVT), 8a ... primary pulley, 8b ... secondary pulley, 8c ... belt, 9 ... output shaft, C2 ... second clutch mechanism, 10 ... gear train, 10a ... counter shaft, 10b ... counter driven gear, 6f ... drive Gears, 10c: counter drive gear, 10d: driven gear, D1: meshing engagement mechanism (dog clutch), 9a: output gear, 14: electronic control unit (ECU), 15: shift device, 16: accelerator pedal.

Claims (13)

A continuously variable transmission mechanism and the transfer moving mechanism between an output member of the torque from the driving force source to output a torque to the input member and the drive wheel to be transmitted is provided in parallel, torque corresponding to the hydraulic pressure supplied a friction engagement mechanism reaching transferred to the transmission mechanism from the input member, said the sequence downstream of the frictional engagement mechanism transmitting direction from the input member torque toward the output member, or one is supplied in a control device for a vehicle transmission in which a meshing type engagement mechanism into a state capable torque transmission is provided between said input member and the output member before Symbol transmission mechanism based on hydraulic that,
The transmission mechanism can transmit torque to the output member by engaging the engagement type engagement mechanism from a state where the friction engagement mechanism and the engagement type engagement mechanism are both open and the transmission mechanism cannot transmit torque. when the state, after the torque capacity of the friction engagement mechanism front Symbol transmission mechanism increased in torque capacity to rotate, such that the meshing type engagement mechanism begin to engage, to the friction engagement mechanism hydraulic control device for a vehicle transmission characterized in that it consists to begin hydraulic supply command for engaging the meshing type engagement mechanism since the start of the supply of.
The driving force source includes an internal combustion engine that is cranked and started,
The control for causing the transmission mechanism to transmit torque to the output member by engaging the meshing engagement mechanism from the state where both the frictional engagement mechanism and the meshing engagement mechanism are open is the internal combustion engine. 2. The control device for a vehicle transmission according to claim 1, wherein the control device is executed when the engine is cranked and started. A shift mechanism for selecting a neutral state in which the torque output from the internal combustion engine is not transmitted to the drive wheels and a drive state in which a predetermined gear ratio is set;
Before SL cranking, the neutral state is arranged to be executed when it is selected,
When the drive state is not selected after the meshing engagement mechanism is engaged, the friction engagement mechanism is opened.
A control device for a vehicle transmission according to claim 2, wherein the this.
Hydraulic pressure, one of the claims 1 to 3, characterized in that it is set based on at least one of the rotational speed and the oil temperature of the transmission mechanism before Symbol transmission mechanism sets the torque capacity enough to rotate A control device for a vehicle transmission according to claim 1.
Before SL frictional engagement mechanism, which has a drive-side member and the driven-side member includes a mechanism capable of transmitting torque in a state in which the these drive-side member and the driven-side member are in sliding contact with,
Torque capacity enough to pre Symbol transmission mechanism rotates includes a torque capacity which is set between the driving-side member and the driven-side member by sliding contact
A control device for a vehicle transmission according to claim 1 of stone 4, wherein the arc. A shift mechanism for selecting a neutral state in which the torque output from the internal combustion engine is not transmitted to the drive wheels and a drive state in which a predetermined gear ratio is set;
The cranking is configured to be performed when the neutral state is selected;
Increasing the torque capacity of the friction engagement mechanism is to increase the torque capacity of the friction engagement mechanism for establishing the drive state after the start of cranking by selecting the drive state by the shift mechanism. The vehicle transmission control device according to claim 2, wherein the vehicle transmission control device is executed.   It is configured to increase the torque capacity of the friction engagement mechanism on the condition that the elapsed time after the start of cranking of the internal combustion engine or the rotational speed of the internal combustion engine exceeds a predetermined reference value. The control apparatus for a vehicle transmission according to claim 2, wherein   After starting the control to engage each of the friction engagement mechanism and the meshing engagement mechanism, if it is not detected that the meshing engagement mechanism is engaged, the meshing engagement mechanism is engaged. The control device for a vehicle transmission according to any one of claims 1 to 7, wherein the control is executed again.   If there is a start request for starting the vehicle before the engagement of the meshing engagement mechanism is completed, it is determined that the meshing engagement mechanism is not completely engaged. 9. The control device for a vehicle transmission according to claim 1, wherein the control device is configured to notify a passenger.   When there is a start request for starting the vehicle before the engagement of the meshing engagement mechanism is completed, the output of the driving force source is limited to an output smaller than the output based on the start request. The control device for a vehicle transmission according to claim 9. The continuously variable transmission mechanism includes a belt, and a belt-type continuously variable transmission mechanism in which the belt is wound and the winding radius of the belt continuously changes by changing the width of the groove,
2. The transmission mechanism according to claim 1, wherein the transmission mechanism includes a gear mechanism having a speed ratio larger than a maximum speed ratio by the belt type continuously variable transmission mechanism or a speed ratio smaller than a minimum speed ratio by the belt type continuously variable transmission mechanism. 11. The control device for a vehicle transmission according to any one of claims 10 to 10.   When the transmission mechanism transmits torque from the input member to the output member, the transmission mechanism rotates the output member in the same direction as the input member, and rotates the output member in the direction opposite to the input member. The vehicle transmission control device according to any one of claims 1 to 11, further comprising a forward / reverse switching mechanism that is switched to a reverse state.   The vehicle transmission control apparatus according to any one of claims 1 to 12, wherein a fluid transmission mechanism is provided between the driving force source and the input member.

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